Lancer Evolution X News, Info, Pics, etc... | [ALL THREADS MERGED]
Evolving Member
Joined: Jan 2006
Posts: 109
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From: Orange County, CA
Originally Posted by DrSmile
The real non-fun with DSG is going to come around a few years from now when they fail. Any idea how much a replacement mechanism costs? You really think it's going to be comparable to a clutch?
You're right though, it's yet an unexplored area with regards to the cost to replace a very sophisticated piece of equipment. I guess only time will tell.
I think it's interesting about all the discussion and gossip over what shape and form the EVO X will have in terms of a tranny. I hope it's as good or better than DSG or DualTronic!!
Heck, a wet clutch will run a bit cooler too you know...take a look at every new sportbike out there (save Ducati) and notice they all have wet clutches. I can't imagine a wet clutch being any more efficient than a manual dry clutch however. Just isn't possible no matter what the fluid's viscosity.
Don't you think that they'd be advertising that info if it was more efficient than a manual? They don't because the wet clutch can't be more efficient since it always has some slip because there is fluid between the multiple plates. The real non-fun with DSG is going to come around a few years from now when they fail. Any idea how much a replacement mechanism costs? You really think it's going to be comparable to a clutch?
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Evolving Member
Joined: Jan 2006
Posts: 136
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From: MD
I called the washington autoshow but they couldn't tell me what was going to be there, figures. I should know Monday if it was.
Anyone going through the whole Chicago show please snap some interior pics of the Toyota F3R. Crazy looking I know but that interior is awesome.
Anyone going through the whole Chicago show please snap some interior pics of the Toyota F3R. Crazy looking I know but that interior is awesome.
Newbie
Joined: Nov 2005
Posts: 25
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i feel everyone on here about having the manuel transmission, don't get me wrong
i love driving stick, who doesn't. it's just more fun, my opinion.
but yall do know that some of the fastest cars are autos right? i just haven't read anyone commenting about this.
as for me, i'd still buy a standard trans. cause i enjoy it more. maybe when i'm 50 yrs old
i'll consider autos.
i love driving stick, who doesn't. it's just more fun, my opinion.
but yall do know that some of the fastest cars are autos right? i just haven't read anyone commenting about this.
as for me, i'd still buy a standard trans. cause i enjoy it more. maybe when i'm 50 yrs old
i'll consider autos.
Yeah, I'm all about rowing through the gears, it's deffinately more fun. I think I'd enjoy the paddle shift for two reasons though. One being, when I'm driving, I'm constantly looking at the lines I am taking and trying to perfect them. Shifting as I take the lines causes me to take some attention off of perfecting them, which is fine, but I know that I could, hit the brake that much later, clip the apex that much better, and exit the corner that much faster if I could pay full attention to my technique. (Everyone could better their technique, unless you're Michael Schumacher.) Two, if the paddle is faster, then I will be faster, plain and simple. The technology is here to stay, and we are seeing a lot of companies drawn in by these styles of transmissions. Wheather it's tiptronic at Porsche, Ferrari's setup, or Audi's(BorgWarner's Dualtronic) DSG. Why not embrace them? Half of me thinks that I am that much closer to a sequential shifter in a street car. Which, could be in the evolution of the Evolution's years to come. That to me is bad ***.
Evolving Member
Joined: Nov 2005
Posts: 135
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From: Charlotte, NC
Sport Compact Car March 2006 Article
thenextevolution
By Jay Chen
Unlike the up-and-coming Nissan GT-R, we actually know something about the next Mitsubishi EVO. Although still labeled the Concept X ("ex") and not the EVO X (ten), the prototype is "unofficially" 90 percent of what the production car should be. Not only in terms of the exterior, but also mechanically.
It will be a dramatic departure from econobox roots of previous Evolutions -- more so than any previous model change. Mitsubishi is targeting a more affluent market with the new EVO, in an effort to boost sales and better justify the price. That means more refinement and techno-gadgets for the sissy drivers that can't drive but still want to be fast. This might finally be the car that takes down the mighty M3 -- with both its looks and its guts this time.
After 13 years and endless rallies around the world, the cast iron 4G63 is finally being retired. A new, reverse mounted (turbo against the firewall), all-aluminum, turbocharged and intercooled motor will replace the old workhorse -- although the turbocharger itself will remain fairly unchanged. The new mill will displace 2 liters to meet WRC regulations and will still be bound to a peak output of 276 bhp, thanks to tree-huggers, lobbyists and politicians. Yes, they have them in Japan too.
The new engine will have the next generation MIVEC system, which integrates a wider range of cam-phase adjustment with variable valve lift and timing. This is more for emissions and economy reasons, although there are benefits in response and flow efficiency. It will make life a lot harder on tuners though.
Packaged with the new engine is an optional 6-speed auto-manual transmission with paddle shifters -- something the die-hards will have a hard time accepting. The Evolution Project Manager assured us the hydraulically controlled, dry-clutch sequential tranny will be better than the manual option. We just hope the EVO's won't be as fickle as BMW's SMG system -- which has taken three generations and seven gears to get right.
Added to the techno-gadgetry is Mitsubishi's new S-AWC (Super-All Wheel Control) system, which integrates the current ACD (Active Center Differential) and AYC (Active Yaw Control) with new features like active steering and roll control and dynamic braking. Using yaw, throttle, steering and wheel-spin sensors, the S-AWC system will distribute power, braking-force and damping-force to individual corners to maintain traction and optimal cornering attitude. Chances are even U.S. bound EVO Xs will have AYC, since the S-AWC is an integrated system.
There's also a continuously variable active steering system that changes the steering ratio based on how much and how fast you turn, relative to what the car is doing. Racers will hate this.
As you can probably guess, we're more than a little concerned these systems might make the new EVO more of a computer-controlled box of gadgets than a responsive drivers machine.
With all that the EVO X promises, we're sure the next machine will be faster and more capable. But the real question is whether the EVO has turned its back on its sport compact roots and moved onto wealthier and more posh pastures. Undoubtedly, all this integrated technology will make the car a tuner's nightmare, but we wonder if the EVO X will be able to play both sides of the field and not lose the dynamics that make the current EVO such a great drivers car.
By Jay Chen
Unlike the up-and-coming Nissan GT-R, we actually know something about the next Mitsubishi EVO. Although still labeled the Concept X ("ex") and not the EVO X (ten), the prototype is "unofficially" 90 percent of what the production car should be. Not only in terms of the exterior, but also mechanically.
It will be a dramatic departure from econobox roots of previous Evolutions -- more so than any previous model change. Mitsubishi is targeting a more affluent market with the new EVO, in an effort to boost sales and better justify the price. That means more refinement and techno-gadgets for the sissy drivers that can't drive but still want to be fast. This might finally be the car that takes down the mighty M3 -- with both its looks and its guts this time.
After 13 years and endless rallies around the world, the cast iron 4G63 is finally being retired. A new, reverse mounted (turbo against the firewall), all-aluminum, turbocharged and intercooled motor will replace the old workhorse -- although the turbocharger itself will remain fairly unchanged. The new mill will displace 2 liters to meet WRC regulations and will still be bound to a peak output of 276 bhp, thanks to tree-huggers, lobbyists and politicians. Yes, they have them in Japan too.
The new engine will have the next generation MIVEC system, which integrates a wider range of cam-phase adjustment with variable valve lift and timing. This is more for emissions and economy reasons, although there are benefits in response and flow efficiency. It will make life a lot harder on tuners though.
Packaged with the new engine is an optional 6-speed auto-manual transmission with paddle shifters -- something the die-hards will have a hard time accepting. The Evolution Project Manager assured us the hydraulically controlled, dry-clutch sequential tranny will be better than the manual option. We just hope the EVO's won't be as fickle as BMW's SMG system -- which has taken three generations and seven gears to get right.
Added to the techno-gadgetry is Mitsubishi's new S-AWC (Super-All Wheel Control) system, which integrates the current ACD (Active Center Differential) and AYC (Active Yaw Control) with new features like active steering and roll control and dynamic braking. Using yaw, throttle, steering and wheel-spin sensors, the S-AWC system will distribute power, braking-force and damping-force to individual corners to maintain traction and optimal cornering attitude. Chances are even U.S. bound EVO Xs will have AYC, since the S-AWC is an integrated system.
There's also a continuously variable active steering system that changes the steering ratio based on how much and how fast you turn, relative to what the car is doing. Racers will hate this.
As you can probably guess, we're more than a little concerned these systems might make the new EVO more of a computer-controlled box of gadgets than a responsive drivers machine.
With all that the EVO X promises, we're sure the next machine will be faster and more capable. But the real question is whether the EVO has turned its back on its sport compact roots and moved onto wealthier and more posh pastures. Undoubtedly, all this integrated technology will make the car a tuner's nightmare, but we wonder if the EVO X will be able to play both sides of the field and not lose the dynamics that make the current EVO such a great drivers car.
Evolving Member
Joined: Nov 2005
Posts: 135
Likes: 0
From: Charlotte, NC
Originally Posted by RedV
I seem to remember reading somewhere that the new engine (4G69 or something) will have the turbo on the back side of the engine. This could explain the small hood scoop. Not saying this as fact, just a thought.
Also, what issue of SCC is there more info on the X in? It's been a little while since I've gotten a new issue in the mail and I'm wondering if I missed it.
Also, what issue of SCC is there more info on the X in? It's been a little while since I've gotten a new issue in the mail and I'm wondering if I missed it.
Full text of article: Lancer Evolution X Rumors, News, Info etc... , page 129, #1930
https://www.evolutionm.net/forums/sh...postcount=1930
Last edited by Axel; Jan 27, 2006 at 04:28 PM.
I hate that article. Basically it craps on the X before it's even here. Effn SCC. Sorry, I had to come back to edit this because I got to thinking. WTF, I realize that the Evo doesn't have the power or sophistication of an Enzo or should ever be put side by side, but cosider this for a moment. Let's say we own the new X, and some where along the line we decide we want 600 hp, and make it. Now, with that kind of power wouldn't it be a little helpful if I had some sort of computer telling me, "hey jackass you should be careful, because you're exceeding the limits on this car somewhere" my thoughts are yes. Those who say no just ended up in a tree off the bank somewhere and should still be driving carborated cars. Now lets backtrack to the Enzo where it comes with 660hp, but if I try to drive with all the electronics off, the car laughs at me because I'm not one of the best in the world driving it. So, I guess my rant comes from SCC, a highly touted publication, yaking on about how the electronic are going to ruin a car that's not even out yet. I think I'm done for now.
Last edited by SWOLN; Jan 27, 2006 at 05:44 PM.
Evolved Member
Joined: Nov 2005
Posts: 905
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From: benson, nc
Originally Posted by Axel
thenextevolution
By Jay Chen
Unlike the up-and-coming Nissan GT-R, we actually know something about the next Mitsubishi EVO. Although still labeled the Concept X ("ex") and not the EVO X (ten), the prototype is "unofficially" 90 percent of what the production car should be. Not only in terms of the exterior, but also mechanically.
It will be a dramatic departure from econobox roots of previous Evolutions -- more so than any previous model change. Mitsubishi is targeting a more affluent market with the new EVO, in an effort to boost sales and better justify the price. That means more refinement and techno-gadgets for the sissy drivers that can't drive but still want to be fast. This might finally be the car that takes down the mighty M3 -- with both its looks and its guts this time.
After 13 years and endless rallies around the world, the cast iron 4G63 is finally being retired. A new, reverse mounted (turbo against the firewall), all-aluminum, turbocharged and intercooled motor will replace the old workhorse -- although the turbocharger itself will remain fairly unchanged. The new mill will displace 2 liters to meet WRC regulations and will still be bound to a peak output of 276 bhp, thanks to tree-huggers, lobbyists and politicians. Yes, they have them in Japan too.
The new engine will have the next generation MIVEC system, which integrates a wider range of cam-phase adjustment with variable valve lift and timing. This is more for emissions and economy reasons, although there are benefits in response and flow efficiency. It will make life a lot harder on tuners though.
Packaged with the new engine is an optional 6-speed auto-manual transmission with paddle shifters -- something the die-hards will have a hard time accepting. The Evolution Project Manager assured us the hydraulically controlled, dry-clutch sequential tranny will be better than the manual option. We just hope the EVO's won't be as fickle as BMW's SMG system -- which has taken three generations and seven gears to get right.
Added to the techno-gadgetry is Mitsubishi's new S-AWC (Super-All Wheel Control) system, which integrates the current ACD (Active Center Differential) and AYC (Active Yaw Control) with new features like active steering and roll control and dynamic braking. Using yaw, throttle, steering and wheel-spin sensors, the S-AWC system will distribute power, braking-force and damping-force to individual corners to maintain traction and optimal cornering attitude. Chances are even U.S. bound EVO Xs will have AYC, since the S-AWC is an integrated system.
There's also a continuously variable active steering system that changes the steering ratio based on how much and how fast you turn, relative to what the car is doing. Racers will hate this.
As you can probably guess, we're more than a little concerned these systems might make the new EVO more of a computer-controlled box of gadgets than a responsive drivers machine.
With all that the EVO X promises, we're sure the next machine will be faster and more capable. But the real question is whether the EVO has turned its back on its sport compact roots and moved onto wealthier and more posh pastures. Undoubtedly, all this integrated technology will make the car a tuner's nightmare, but we wonder if the EVO X will be able to play both sides of the field and not lose the dynamics that make the current EVO such a great drivers car.
By Jay Chen
Unlike the up-and-coming Nissan GT-R, we actually know something about the next Mitsubishi EVO. Although still labeled the Concept X ("ex") and not the EVO X (ten), the prototype is "unofficially" 90 percent of what the production car should be. Not only in terms of the exterior, but also mechanically.
It will be a dramatic departure from econobox roots of previous Evolutions -- more so than any previous model change. Mitsubishi is targeting a more affluent market with the new EVO, in an effort to boost sales and better justify the price. That means more refinement and techno-gadgets for the sissy drivers that can't drive but still want to be fast. This might finally be the car that takes down the mighty M3 -- with both its looks and its guts this time.
After 13 years and endless rallies around the world, the cast iron 4G63 is finally being retired. A new, reverse mounted (turbo against the firewall), all-aluminum, turbocharged and intercooled motor will replace the old workhorse -- although the turbocharger itself will remain fairly unchanged. The new mill will displace 2 liters to meet WRC regulations and will still be bound to a peak output of 276 bhp, thanks to tree-huggers, lobbyists and politicians. Yes, they have them in Japan too.
The new engine will have the next generation MIVEC system, which integrates a wider range of cam-phase adjustment with variable valve lift and timing. This is more for emissions and economy reasons, although there are benefits in response and flow efficiency. It will make life a lot harder on tuners though.
Packaged with the new engine is an optional 6-speed auto-manual transmission with paddle shifters -- something the die-hards will have a hard time accepting. The Evolution Project Manager assured us the hydraulically controlled, dry-clutch sequential tranny will be better than the manual option. We just hope the EVO's won't be as fickle as BMW's SMG system -- which has taken three generations and seven gears to get right.
Added to the techno-gadgetry is Mitsubishi's new S-AWC (Super-All Wheel Control) system, which integrates the current ACD (Active Center Differential) and AYC (Active Yaw Control) with new features like active steering and roll control and dynamic braking. Using yaw, throttle, steering and wheel-spin sensors, the S-AWC system will distribute power, braking-force and damping-force to individual corners to maintain traction and optimal cornering attitude. Chances are even U.S. bound EVO Xs will have AYC, since the S-AWC is an integrated system.
There's also a continuously variable active steering system that changes the steering ratio based on how much and how fast you turn, relative to what the car is doing. Racers will hate this.
As you can probably guess, we're more than a little concerned these systems might make the new EVO more of a computer-controlled box of gadgets than a responsive drivers machine.
With all that the EVO X promises, we're sure the next machine will be faster and more capable. But the real question is whether the EVO has turned its back on its sport compact roots and moved onto wealthier and more posh pastures. Undoubtedly, all this integrated technology will make the car a tuner's nightmare, but we wonder if the EVO X will be able to play both sides of the field and not lose the dynamics that make the current EVO such a great drivers car.
as far as i know the mivec-less evo 8's and older are classics.
Evolving Member
Joined: Nov 2005
Posts: 135
Likes: 0
From: Charlotte, NC
SCC March 2006 Article
WHERE EVOs COME FROM
Your EVO was built in a shed. A huge shed with steel girders and corrugated sidings, but a shed nonetheless. Ironically, one of the world's most technologically advanced cars is manufactured at a factory more reminiscent of a decrepit warehouse. Like many amazing things found in Japan, EVOs come from unassuming and often-ratty places. It's not the pleasing ambience (or lack therof) in the plant where they are bolted together that makes them special; its the attention to design and meticulous nature of things in Japan that makes the difference.
Located 40-minutes east of Hiroshima by bullet train, near the unassuming sea-port town of Kurashiki, it is Mitsubishi Motor's biggest car manufacturing facility in Japan. Opened in 1943, the Mizushima facility originally produced the Mitsubishi "Isshikiriko" Type 1 Attack Bomber fighter during WWII. For obvious reasons, the building didn't stand long.
The current rebuilt facility sprawls across 310 acres and is responsible for manufacturing two-thirds of Mitsubishi's total Japanese automotive production, roughly 520,000 cars annually. More importantly, Mizushima is the home of every Lancer and Lancer Evolution ever produced since the early '90s, including the rally car homologations. Currently, there are two separate manufacturing lines in Mizushima: one for 660cc JDM K-cars and the other for Lancers, Outlanders and EVOs.
Even though the badge clearly says "Lancer" Evolution, seeing the distinct silhouette of the EVO's blistered fenders coming down the line sprinkled between the masses of Lancer sedans, wagons and Outlander SUVs is a total let down. The realization of how much the EVO has in common with other plebian Mitsubishi transports makes you wonder if the car really is all it's cracked up to be. It's definitely no hand-built supercar. The same people make them on the same assembly line as other Mitsubishis -- with the same tooling, at the same time. The line workers show no reverence or awe as they bolt the mighty 4G63 and all-wheel drive powertrain in. It's just stamped steel and bolts to them.
It all starts in a building where rolls of sheet-steel are stamped -- by three-story-tall machines -- into what will become the various sections of each car. Everything for the body is formed here, including the aluminum hood and roof of the EVO IX. Outside of the aluminum parts, the EVO uses different stampings for the rear floor section that are designed specifically to fit over the differential, rear suspension and tubbed-out fenders of the EVO. The body frame, integral side structure, main floor and tailgate are all identical to the Lancer.
After stamping, the pieces are robotically welded into assembly sections, creating the frame rails, floor, firewall, side structures, doors and the tailgate. One of the biggest differences between the Lancer and the EVO are the additional spot welds used throughout the body frame and other load-bearing structures -- a factory version of stitch welding.
The side, front and rear structures are all assembled, then welded onto the floor and firewall. Cars with steel roofs -- like the Lancers and EVO wagons -- also get that installed at this stage. After the cars come off the welding-assembly line and before they're painted, the aluminum roofs are hand-riveted to the rest of the chassis. It's then catatonically treated, dipped in a primer bath and sent off to be painted.
Once out of the paint shop, interiors, electronics and soft components are installed and prepped for the final stage. From here, the EVO is built just like any other car on the line. Only the engine (made at the Kyoto plant), drivetrain and subframe assemblies are different. The bolt points and tooling are all the same: netting 53 cars per-hour, through 140 processes.
After final assembly, each car is aligned and dynoed for the first time. From there, it's on to a waiting trailer for a short ride to the port, and later delivery.
The EVO is produced -- more than less -- in the same fashion as any other mass-produced vehicle. Yet, it still inspires awe with its phenomenal performance, econo-box reliability and everday civility. It just seems wrong for something so great to come from a place so ordinary -- unless you consider being made in a shed something special.
Your EVO was built in a shed. A huge shed with steel girders and corrugated sidings, but a shed nonetheless. Ironically, one of the world's most technologically advanced cars is manufactured at a factory more reminiscent of a decrepit warehouse. Like many amazing things found in Japan, EVOs come from unassuming and often-ratty places. It's not the pleasing ambience (or lack therof) in the plant where they are bolted together that makes them special; its the attention to design and meticulous nature of things in Japan that makes the difference.
Located 40-minutes east of Hiroshima by bullet train, near the unassuming sea-port town of Kurashiki, it is Mitsubishi Motor's biggest car manufacturing facility in Japan. Opened in 1943, the Mizushima facility originally produced the Mitsubishi "Isshikiriko" Type 1 Attack Bomber fighter during WWII. For obvious reasons, the building didn't stand long.
The current rebuilt facility sprawls across 310 acres and is responsible for manufacturing two-thirds of Mitsubishi's total Japanese automotive production, roughly 520,000 cars annually. More importantly, Mizushima is the home of every Lancer and Lancer Evolution ever produced since the early '90s, including the rally car homologations. Currently, there are two separate manufacturing lines in Mizushima: one for 660cc JDM K-cars and the other for Lancers, Outlanders and EVOs.
Even though the badge clearly says "Lancer" Evolution, seeing the distinct silhouette of the EVO's blistered fenders coming down the line sprinkled between the masses of Lancer sedans, wagons and Outlander SUVs is a total let down. The realization of how much the EVO has in common with other plebian Mitsubishi transports makes you wonder if the car really is all it's cracked up to be. It's definitely no hand-built supercar. The same people make them on the same assembly line as other Mitsubishis -- with the same tooling, at the same time. The line workers show no reverence or awe as they bolt the mighty 4G63 and all-wheel drive powertrain in. It's just stamped steel and bolts to them.
It all starts in a building where rolls of sheet-steel are stamped -- by three-story-tall machines -- into what will become the various sections of each car. Everything for the body is formed here, including the aluminum hood and roof of the EVO IX. Outside of the aluminum parts, the EVO uses different stampings for the rear floor section that are designed specifically to fit over the differential, rear suspension and tubbed-out fenders of the EVO. The body frame, integral side structure, main floor and tailgate are all identical to the Lancer.
After stamping, the pieces are robotically welded into assembly sections, creating the frame rails, floor, firewall, side structures, doors and the tailgate. One of the biggest differences between the Lancer and the EVO are the additional spot welds used throughout the body frame and other load-bearing structures -- a factory version of stitch welding.
The side, front and rear structures are all assembled, then welded onto the floor and firewall. Cars with steel roofs -- like the Lancers and EVO wagons -- also get that installed at this stage. After the cars come off the welding-assembly line and before they're painted, the aluminum roofs are hand-riveted to the rest of the chassis. It's then catatonically treated, dipped in a primer bath and sent off to be painted.
Once out of the paint shop, interiors, electronics and soft components are installed and prepped for the final stage. From here, the EVO is built just like any other car on the line. Only the engine (made at the Kyoto plant), drivetrain and subframe assemblies are different. The bolt points and tooling are all the same: netting 53 cars per-hour, through 140 processes.
After final assembly, each car is aligned and dynoed for the first time. From there, it's on to a waiting trailer for a short ride to the port, and later delivery.
The EVO is produced -- more than less -- in the same fashion as any other mass-produced vehicle. Yet, it still inspires awe with its phenomenal performance, econo-box reliability and everday civility. It just seems wrong for something so great to come from a place so ordinary -- unless you consider being made in a shed something special.
Evolving Member
Joined: Nov 2005
Posts: 135
Likes: 0
From: Charlotte, NC
Originally Posted by SWOLN
...So, I guess my rant comes from SCC, a highly touted publication, yaking on about how the electronic are going to ruin a car that's not even out yet. I think I'm done for now.