ak47m203
10-04-2007, 03:16 PM
http://www.drive.com.au/Editorial/ArticleDetail.aspx?ArticleID=43983&vf=2
First drive: Mitsubishi Lancer Evo X
Glenn Butler, drive.com.au, 02/10/07
It's heavier and only has five gears, but the Mitsubishi Lancer Evo X raises the performance bar.
Mitsubishi Lancer Evo X
Mitsubishi has placed an emphasis on real-world performance over stopwatch acceleration with its all-new Mitsubishi Lancer Evolution X rally car for the road. The new Evo X, called the first of the fourth generation of Evolution road rockets, is significantly heavier, gets no extra power, and has one-less ratio in its manual gearbox.
But the Mitsubishi Lancer Evo X is also faster, sharper and more explosive to drive than ever before.
The Lancer Evolution X will also be on display at the 2007 Sydney motor show, making its official worldwide debut.
Main rival Subaru should be worried, very worried. Why? Because Mitsubishi has proven that you don't have to sacrifice spirit and vitality to achieve sporting sophistication.
We don't know if the Evo X will have what it takes to best the Subaru WRX STi - which we'll see for the first time at the Tokyo motor show in October - but we do know it's worlds better than the last generation Evo.
Drive.com.au tested the Mitsubishi Lancer Evolution X and the Evolution IX back to back. On the same day, at the same track. And the improvements are nothing short of astounding.
First, if you haven't read our Mitsubishi Lancer Evo X in detail article, you should. We'll still be here when you get back.
For those who have, let's get behind the wheel. The first thing you notice is that the Evo X does not leap off the mark with the same aggression.
The Evo X is more considered, more circumspect in the way it piles on speed - no doubt that's because it's carrying an extra 110kg in that rakish, all-new body.
But build speed it does - hitting 100km/h in around 5.5 seconds according to a hand-held stopwatch - and thanks to a five per cent increase in torque it keeps up the intensity longer and harder than before.
Mitsubishi claims improvements in the Lancer's in-gear acceleration from 60-80km/h and from 80-120km/h, which is exactly where it makes the most good.
The Evo X's biggest evolution, however, is in the twisty bits. The new model's bigger footprint (25mm longer wheelbase, 30mm wider track) and the addition of electronic stability control elevate the Evo's cornering abilities to a whole new plane.
The old one was prone to push wide at the merest hint of throttle, and stubbornly refused to tighten its line. Mitsubishi spent significant time and money incorporating electronic stability control (ESC) smoothly into the Evo X's chassis and to make the sports sedan more malleable and far more responsive.
Mitsubishi calls the all-wheel drive system on the Evolution X Super All-Wheel Control (S-AWC). It integrates active yaw control (AYC), an active centre differential (ACD) and now ESC to make the most of the car's cornering ability.
It's also more adjustable at the rear-end, which enthusiasts will cheer. Stiffer springs and dampers all around, sharper steering and more brakes with more bite make it entirely possible to get the rear end sliding into the corner without having to unsettle the rear with a rally-driver's Scandinavian flick.
Safety advocates shouldn't read into this that the Evo X is a tail happy monster that'll bite the inexperienced. Mitsubishi has provided three levels of electronic support; one for the road, one for the track, and a third for racing. Much of our more aggressive driving was done in controlled conditions using the Racing setting.
The default setting on the Mitsubishi Lancer Evo X keeps electronic stability control at its most vigilant, and cuts in quickly to smooth any wheel slippage. Press the button once and the level of electronic support is reduced to the point where the driver is responsible for keeping the car straight, but full braking assistance is still available. A third setting, accessed only after a prolonged press of the ESC button, puts the car completely in the driver's hands.
The Lancer's Evo X's new six-speed Twin Clutch Sports Shift Transmission (TC-SST for short) has a similarly significant impact on the Evo X's abilities. It's a system like that in Audi and VW's DSG transmissions, in that it separates odd and even gears onto individual clutches to allow quick, seamless engagement.
No doubt purists will stubbornly stand behind the five-speed manual as the track day transmission of choice, but even a bull-headed luddite will have to admit that the TC-SST gearbox is brilliant - and quicker.
Mitsubishi is understandably proud of its achievement in adapting twin-clutch technology to a performance car without sapping the car's exuberance. Here too, they've achieved the seemingly impossible by careful use of technology to deliver three gearboxes in one.
A toggle switch below the transmission gate lets the driver choose from three levels of aggression; the first changes gears with a silken slur; the second mode is designed for sporty on-road driving, but not at the expense of comfort, and; the third, well, it unleashes the Evo X's true potential.
The most aggressive TC-SST setting is tailor-made for the race track where drivers will want to milk every drop of the engine's power. It holds gears until at least 6000rpm, and changes down as soon as possible to ensure the engine is always spinning in the power band.
It swaps cogs with the deftness and lightning speed of a card shark. And, contrary to what you'd expect, it does not give up the smooth, seamless slur of the less aggressive settings. Mitsubishi wanted to make sure the TC-SST shift would not upset the car if a gear change took place mid-corner, so worked hard to achieve an almost imperceptible transfer of ratios.
Mitsubishi also acknowledges that performance drivers may want to use their (now) redundant left foot on the brake pedal, so the Lancer Evo X will not electronically kill the throttle if the brake pedal is brushed - unlike Audi, VW and surprisingly Porsche.
We could go on; the Evo X's hydraulic steering is lighter, more consistently weighted and inch accurate. The stiffer suspension makes the Evo X a razor-sharp track weapon but also shows an ability to soak bumps better than before.
In short; Mitsubishi has raised the all-wheel drive performance game to a new level, simply and effectively by exorcising the melodrama and unpredictability of the Evo IX.
One reservation remains: Real world driving. As is the case with most first drives hosted in Japan, the drive program was restricted to the racetrack with no opportunity for a real-world drive. That, it seems, will have to wait until the Mitsubishi Lancer Evo X arrives in Australia in March 2008.
First drive: Mitsubishi Lancer Evo X
Glenn Butler, drive.com.au, 02/10/07
It's heavier and only has five gears, but the Mitsubishi Lancer Evo X raises the performance bar.
Mitsubishi Lancer Evo X
Mitsubishi has placed an emphasis on real-world performance over stopwatch acceleration with its all-new Mitsubishi Lancer Evolution X rally car for the road. The new Evo X, called the first of the fourth generation of Evolution road rockets, is significantly heavier, gets no extra power, and has one-less ratio in its manual gearbox.
But the Mitsubishi Lancer Evo X is also faster, sharper and more explosive to drive than ever before.
The Lancer Evolution X will also be on display at the 2007 Sydney motor show, making its official worldwide debut.
Main rival Subaru should be worried, very worried. Why? Because Mitsubishi has proven that you don't have to sacrifice spirit and vitality to achieve sporting sophistication.
We don't know if the Evo X will have what it takes to best the Subaru WRX STi - which we'll see for the first time at the Tokyo motor show in October - but we do know it's worlds better than the last generation Evo.
Drive.com.au tested the Mitsubishi Lancer Evolution X and the Evolution IX back to back. On the same day, at the same track. And the improvements are nothing short of astounding.
First, if you haven't read our Mitsubishi Lancer Evo X in detail article, you should. We'll still be here when you get back.
For those who have, let's get behind the wheel. The first thing you notice is that the Evo X does not leap off the mark with the same aggression.
The Evo X is more considered, more circumspect in the way it piles on speed - no doubt that's because it's carrying an extra 110kg in that rakish, all-new body.
But build speed it does - hitting 100km/h in around 5.5 seconds according to a hand-held stopwatch - and thanks to a five per cent increase in torque it keeps up the intensity longer and harder than before.
Mitsubishi claims improvements in the Lancer's in-gear acceleration from 60-80km/h and from 80-120km/h, which is exactly where it makes the most good.
The Evo X's biggest evolution, however, is in the twisty bits. The new model's bigger footprint (25mm longer wheelbase, 30mm wider track) and the addition of electronic stability control elevate the Evo's cornering abilities to a whole new plane.
The old one was prone to push wide at the merest hint of throttle, and stubbornly refused to tighten its line. Mitsubishi spent significant time and money incorporating electronic stability control (ESC) smoothly into the Evo X's chassis and to make the sports sedan more malleable and far more responsive.
Mitsubishi calls the all-wheel drive system on the Evolution X Super All-Wheel Control (S-AWC). It integrates active yaw control (AYC), an active centre differential (ACD) and now ESC to make the most of the car's cornering ability.
It's also more adjustable at the rear-end, which enthusiasts will cheer. Stiffer springs and dampers all around, sharper steering and more brakes with more bite make it entirely possible to get the rear end sliding into the corner without having to unsettle the rear with a rally-driver's Scandinavian flick.
Safety advocates shouldn't read into this that the Evo X is a tail happy monster that'll bite the inexperienced. Mitsubishi has provided three levels of electronic support; one for the road, one for the track, and a third for racing. Much of our more aggressive driving was done in controlled conditions using the Racing setting.
The default setting on the Mitsubishi Lancer Evo X keeps electronic stability control at its most vigilant, and cuts in quickly to smooth any wheel slippage. Press the button once and the level of electronic support is reduced to the point where the driver is responsible for keeping the car straight, but full braking assistance is still available. A third setting, accessed only after a prolonged press of the ESC button, puts the car completely in the driver's hands.
The Lancer's Evo X's new six-speed Twin Clutch Sports Shift Transmission (TC-SST for short) has a similarly significant impact on the Evo X's abilities. It's a system like that in Audi and VW's DSG transmissions, in that it separates odd and even gears onto individual clutches to allow quick, seamless engagement.
No doubt purists will stubbornly stand behind the five-speed manual as the track day transmission of choice, but even a bull-headed luddite will have to admit that the TC-SST gearbox is brilliant - and quicker.
Mitsubishi is understandably proud of its achievement in adapting twin-clutch technology to a performance car without sapping the car's exuberance. Here too, they've achieved the seemingly impossible by careful use of technology to deliver three gearboxes in one.
A toggle switch below the transmission gate lets the driver choose from three levels of aggression; the first changes gears with a silken slur; the second mode is designed for sporty on-road driving, but not at the expense of comfort, and; the third, well, it unleashes the Evo X's true potential.
The most aggressive TC-SST setting is tailor-made for the race track where drivers will want to milk every drop of the engine's power. It holds gears until at least 6000rpm, and changes down as soon as possible to ensure the engine is always spinning in the power band.
It swaps cogs with the deftness and lightning speed of a card shark. And, contrary to what you'd expect, it does not give up the smooth, seamless slur of the less aggressive settings. Mitsubishi wanted to make sure the TC-SST shift would not upset the car if a gear change took place mid-corner, so worked hard to achieve an almost imperceptible transfer of ratios.
Mitsubishi also acknowledges that performance drivers may want to use their (now) redundant left foot on the brake pedal, so the Lancer Evo X will not electronically kill the throttle if the brake pedal is brushed - unlike Audi, VW and surprisingly Porsche.
We could go on; the Evo X's hydraulic steering is lighter, more consistently weighted and inch accurate. The stiffer suspension makes the Evo X a razor-sharp track weapon but also shows an ability to soak bumps better than before.
In short; Mitsubishi has raised the all-wheel drive performance game to a new level, simply and effectively by exorcising the melodrama and unpredictability of the Evo IX.
One reservation remains: Real world driving. As is the case with most first drives hosted in Japan, the drive program was restricted to the racetrack with no opportunity for a real-world drive. That, it seems, will have to wait until the Mitsubishi Lancer Evo X arrives in Australia in March 2008.