Lancer Evolution X News, Info, Pics, etc... | [ALL THREADS MERGED]
Evolving Member
Joined: Jan 2004
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From: Tucson
Newbie
Joined: May 2007
Posts: 32
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From: Edmonton, AB, Canada
Just visited a local dealership today. I'm up in Edmonton, Alberta, Canada. I can confirm that the Evo X is coming to Canada, and that they are taking pre-orders, at the cost of $1000 CAD/deposit. So far, West Side 
has 10 pre-orders. Calgary has 40. I was told the following:
I'd better preorder ASAP in order to recieve my car by July of 08.
The Evo X will have 330hp
The Ralliart will be released Feb-April 08, it will have an AWD drivetrain, 250hp
Canadian Model will have heated seats, and Alberta will have the block heater standard.
Price point = $36-40k CAD
This is from a salesperson, and apparently tomorrow evening is the official unveiling of the 2008 Lancer at that dealer, although they had about a dozen on the lot, over half sold.
Think I'll be putting my deposit in soon, I was hoping the STI wouldn't come out as being as ugly as a Ford F***us, or have the SI-drive nanny in it. Too bad, Alberta needs some Evo's.
Sidetrack, I know they got rid of the LED headlights production, but did they get rid of the tail lights as well?
has 10 pre-orders. Calgary has 40. I was told the following:I'd better preorder ASAP in order to recieve my car by July of 08.
The Evo X will have 330hp
The Ralliart will be released Feb-April 08, it will have an AWD drivetrain, 250hp
Canadian Model will have heated seats, and Alberta will have the block heater standard.
Price point = $36-40k CAD
This is from a salesperson, and apparently tomorrow evening is the official unveiling of the 2008 Lancer at that dealer, although they had about a dozen on the lot, over half sold.
Think I'll be putting my deposit in soon, I was hoping the STI wouldn't come out as being as ugly as a Ford F***us, or have the SI-drive nanny in it. Too bad, Alberta needs some Evo's.
Sidetrack, I know they got rid of the LED headlights production, but did they get rid of the tail lights as well?
Evolved Member
Joined: Jul 2006
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From: Australia
also is the 36-40k CAD for the X or the RA?
Evolving Member
Joined: Oct 2003
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From: Large Steel Building
Mitsubishi Evo
Mitsubishi Evo's X Appeal
Revised Mitsubishi Evo X takes different approach to Subaru Impreza - mean and menacing rather than mainstream
09th May 2007
In stark contrast to the controversial Impreza, the all-new Evo X really looks the business. And unlike the Subaru, which basically inherits carryover engines and transmissions, the Evo X employs a newly developed MB11 2-litre MIVEC turbo engine generating around 320bhp and 295lb ft of torque.
The Evo’s dual-clutch DSG-like six-speed gearbox with paddle-shifters is another first for Mitsubishi and will be the standard fit 'box in the UK, although a regular six-speed manual will be available. But the new Evo’s most significant piece of hi-tech kit is its Super All Wheel Control (S-AWC) technology.
Based on the current car’s electronically controlled four-wheel-drive system with its Active Stability Control, Active Yaw Control (AYC) and an Active Centre Differential (ACD), S-AWC takes the Evo to the next dimension by incorporating active brake control, active suspension and active steering. evo has driven an engineering prototype on a slippery slalom course and, despite being fitted with only half of the S-AWC package comprising the AYC and ABC, the car's electronics worked superbly to deliver just the right amount of traction.
The Evo X makes its official debut at September's Frankfurt Show, possibly dropping the X to be called simply Evolution, with British sales starting in March 2008. Prices have yet to be fixed but Mitsubishi UK insists it won't be ‘significantly more expensive’ than the current model so expect prices to start at under £35,000.
from www.evo.co.uk
Mitsubishi Evo's X Appeal
Revised Mitsubishi Evo X takes different approach to Subaru Impreza - mean and menacing rather than mainstream
09th May 2007
In stark contrast to the controversial Impreza, the all-new Evo X really looks the business. And unlike the Subaru, which basically inherits carryover engines and transmissions, the Evo X employs a newly developed MB11 2-litre MIVEC turbo engine generating around 320bhp and 295lb ft of torque.
The Evo’s dual-clutch DSG-like six-speed gearbox with paddle-shifters is another first for Mitsubishi and will be the standard fit 'box in the UK, although a regular six-speed manual will be available. But the new Evo’s most significant piece of hi-tech kit is its Super All Wheel Control (S-AWC) technology.
Based on the current car’s electronically controlled four-wheel-drive system with its Active Stability Control, Active Yaw Control (AYC) and an Active Centre Differential (ACD), S-AWC takes the Evo to the next dimension by incorporating active brake control, active suspension and active steering. evo has driven an engineering prototype on a slippery slalom course and, despite being fitted with only half of the S-AWC package comprising the AYC and ABC, the car's electronics worked superbly to deliver just the right amount of traction.
The Evo X makes its official debut at September's Frankfurt Show, possibly dropping the X to be called simply Evolution, with British sales starting in March 2008. Prices have yet to be fixed but Mitsubishi UK insists it won't be ‘significantly more expensive’ than the current model so expect prices to start at under £35,000.
from www.evo.co.uk
Newbie
Joined: May 2007
Posts: 32
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From: Edmonton, AB, Canada
Direct quote from the sales staff @ West Side " The Evo X will be priced at the same cost as the US model, converted to CAD. That will make it about 36K, max w/ all options 40K"."It will go on sale in Jan 08 at all dealerships in Canada". "The Ralliart will be AWD, 250hp, and will most likely make its appearance 2-3 months after the Evo X". It's priced to beat the STI, and they will be trying to keep the car rare. This is straight info from the sales staff there. Take what you will of it, but considering they are taking the deposits already, and that they had accurate info on all the features...I'd say that they are probably 80-90% correct with this info.
" The Evo X will be priced at the same cost as the US model, converted to CAD. That will make it about 36K, max w/ all options 40K"."It will go on sale in Jan 08 at all dealerships in Canada". "The Ralliart will be AWD, 250hp, and will most likely make its appearance 2-3 months after the Evo X". It's priced to beat the STI, and they will be trying to keep the car rare. This is straight info from the sales staff there. Take what you will of it, but considering they are taking the deposits already, and that they had accurate info on all the features...I'd say that they are probably 80-90% correct with this info.
Evolving Member
Joined: Mar 2007
Posts: 117
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From: minneapolis
a regular six-speed manual will be available. www.evo.co.uk
First of all, what i mean by lag is the delay between vehicle's acceleration and the throttle input. In other words, you put your foot down and nothing much happens for a while. Turbo lag, therefore, I would use to mean lag as caused by the turbo. Either from inertial factors or its operating point.
(I perhaps did not make myself clear. I am not worried about revs dropping. I was saying that the revs drop anyway. And if the car is set up in such a way that next gear comes in in the lag-prone region, the lag will be there dct or no.)
Two common situations when lag is experienced - 1.) Accelerating and going up between gears and 2.) Low speed + high gear (overdriving) followed by a throttle input.
1.) When you go up a gear, you will always have to drop a few revs. You can't go from 3rd into 4th and keep the same revs. In well designed cars, the ratios let the vehicle operate within a high efficiency region. In turbo cars, this means beyond the laggy region. However, to do so, upshifts must happen at a high rpm - near redlline. In evo's nothing much happens before 3.5-4k rpm and so the ratios are such that if you shift at around redline (~7.5k) you slot into the next gear at around 5-5.5k rpm. While this is nice, not everyone redlines it in every gear all the time. If, for some reason, you shift early (short-shift) there is a possibility that you will enter the next gear at an rpm which lies in the laggy region. You may want to do this for a number of reasons. But when this happens, you will experience lag when you're in the next gear. This has nothing to do with whether the gearbox is a plain manual, DCT or even a conventional auto. So, in this case, it does not make sense to say that the DCT eliminates turbo lag.
2.) When you're driving in too high a gear than for optimum acceleration and you hoof it, you'd experience a lazier acceleration than your vehicle is capable of. If you have a clever enough control system, it will tell the gearbox that it needs to change down. Again, this happens regardless of gearbox type. (In a plain manual, the drive will change it down a gear or two.) While the DCT can change down gears quickly, it still takes an amount of time. So once you put your foot down, there will still be a slight heistation (see below) while the revs rise slowly (cos of the lag) for a bit then the computer thinks it needs to downshift then do so and the car shoots forward. So the lag is still there, you just feel a little less of it. Again, the DCT does nothing to eliminate the turbo lag. With a clever enough control system, it can reduce the effects of lag but it does not essentially eliminate the lag.
All in all, the thing that dictates the existence of turbo lag is the characteristics of the turbo combination, the engine and the transmission ratio. The DCT is in all practical sense a manual with intelligence and one that shifts extremely quickly. But it cannot eliminate turbo lag. A car that suffers from turbo lag when equipped with a normal manual will continue to do so (perhaps to a lesser extent) with a DCT.
p.s. I owned a turbo volvo with an auto for 3 years so and a Forester Sti for 2 years before that, i know what it's like. I've driven the Maser Quattroporte and know how crap the automated manual is. I've driven an A6 and a Bentley Conti GT and am mighty impressed. I think DCT's are great. They just don't eliminate turbo lag, that's all.
(I perhaps did not make myself clear. I am not worried about revs dropping. I was saying that the revs drop anyway. And if the car is set up in such a way that next gear comes in in the lag-prone region, the lag will be there dct or no.)
Two common situations when lag is experienced - 1.) Accelerating and going up between gears and 2.) Low speed + high gear (overdriving) followed by a throttle input.
1.) When you go up a gear, you will always have to drop a few revs. You can't go from 3rd into 4th and keep the same revs. In well designed cars, the ratios let the vehicle operate within a high efficiency region. In turbo cars, this means beyond the laggy region. However, to do so, upshifts must happen at a high rpm - near redlline. In evo's nothing much happens before 3.5-4k rpm and so the ratios are such that if you shift at around redline (~7.5k) you slot into the next gear at around 5-5.5k rpm. While this is nice, not everyone redlines it in every gear all the time. If, for some reason, you shift early (short-shift) there is a possibility that you will enter the next gear at an rpm which lies in the laggy region. You may want to do this for a number of reasons. But when this happens, you will experience lag when you're in the next gear. This has nothing to do with whether the gearbox is a plain manual, DCT or even a conventional auto. So, in this case, it does not make sense to say that the DCT eliminates turbo lag.
2.) When you're driving in too high a gear than for optimum acceleration and you hoof it, you'd experience a lazier acceleration than your vehicle is capable of. If you have a clever enough control system, it will tell the gearbox that it needs to change down. Again, this happens regardless of gearbox type. (In a plain manual, the drive will change it down a gear or two.) While the DCT can change down gears quickly, it still takes an amount of time. So once you put your foot down, there will still be a slight heistation (see below) while the revs rise slowly (cos of the lag) for a bit then the computer thinks it needs to downshift then do so and the car shoots forward. So the lag is still there, you just feel a little less of it. Again, the DCT does nothing to eliminate the turbo lag. With a clever enough control system, it can reduce the effects of lag but it does not essentially eliminate the lag.
All in all, the thing that dictates the existence of turbo lag is the characteristics of the turbo combination, the engine and the transmission ratio. The DCT is in all practical sense a manual with intelligence and one that shifts extremely quickly. But it cannot eliminate turbo lag. A car that suffers from turbo lag when equipped with a normal manual will continue to do so (perhaps to a lesser extent) with a DCT.
p.s. I owned a turbo volvo with an auto for 3 years so and a Forester Sti for 2 years before that, i know what it's like. I've driven the Maser Quattroporte and know how crap the automated manual is. I've driven an A6 and a Bentley Conti GT and am mighty impressed. I think DCT's are great. They just don't eliminate turbo lag, that's all.
That's a lot of wordiness for being totally wrong. Turbos are load-dependent as well as rpm dependent, and you totally missed the reason boost drop between shifts. The real reason is the fact that you need to lift the gas pedal to shift gears, which closes the throttle body butterfly, which creates vaccuum in the throttle body, which opens the blow-off valve, which releases all your hard-earned boost out of the pressurized intake system...not to mention when you lift the gas pedal there isn't much in the way of hot exhaust gasses to keep the turbo spooled, hence lag between shifts. With nearly instantaneous shifting which doesn't require the driver to lift the gas pedal, the time off-power is dramatically decreased to the point it is nearly eliminated, all the boost pressure is there for the next gear already instead of having to re-build it from scratch....and the turbo stays spooled because you are still on the gas...so...yeah you are wrong the new sequential gearbox will reduce turbo lag...
Whatever the reason, I still think those new transmissions are really nice and make driving the car quite a nice experience. I cannot wait for the EVO X to arrive. I really want to drive one and if things go as I hope, I'll get one
Evolved Member
Joined: Nov 2003
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From: Bangkok
That's a lot of wordiness for being totally wrong. Turbos are load-dependent as well as rpm dependent, and you totally missed the reason boost drop between shifts. The real reason is the fact that you need to lift the gas pedal to shift gears, which closes the throttle body butterfly, which creates vaccuum in the throttle body, which opens the blow-off valve, which releases all your hard-earned boost out of the pressurized intake system...not to mention when you lift the gas pedal there isn't much in the way of hot exhaust gasses to keep the turbo spooled, hence lag between shifts. With nearly instantaneous shifting which doesn't require the driver to lift the gas pedal, the time off-power is dramatically decreased to the point it is nearly eliminated, all the boost pressure is there for the next gear already instead of having to re-build it from scratch....and the turbo stays spooled because you are still on the gas...so...yeah you are wrong the new sequential gearbox will reduce turbo lag...
Like I said, you leave 5th at, say 5k rpm you when you slot it into 6th, it will need to be at something less than 5k rpm. Whatever that rpm is depends on the ratio of the gears but it has to be less. How does an engine lose revs? The throttle is reduced/closed. Sure, if they're clever enough, they can reduce the throttle by just the right amount for the time it takes between gears, but since the shift time is so short - milliseconds - i doubt that it's much different than actually closing the throttle. Roughly the same effect can be achieved with a plain manual and competent shifting.
Perhaps the throttle s closed for a shorter time than with a plain manual, but unless you're comparing it to shifting really slowly, form the perspective of revs they're pretty much the same. The improvement felt by the driver is mainly due to the more continuous nature of the gearchange rather than anything lag related.
p.s. the driver doesn't lift the pedal, but the computer does.
p.p.s. note that in the rather long post, i defined 'lag' to be a general delay and not turbo/gas exchange specific. also, the lifting throttle thing i mentioned in an earlier post also. since this really isn't a thread about bov's and that sort of thing, i tried to avoid mentioning specifics. the point is that revs have to drop, throttle has to close in both the normal and dsg type. how much this drops, and how long the throttle is closed for depends on the shift speed AND the gearing AND turbo/engine combination. yes, the blown off air will cause a drop in boost, but so would too 'spaced out' ratios. granted i did not mention the gas flows, but 'totally wrong' imo, is somewhat not appropriate.
Last edited by x838nwy; May 15, 2007 at 06:52 PM. Reason: see postscript; see also post-postscript
That's a lot of wordiness for being totally wrong. Turbos are load-dependent as well as rpm dependent, and you totally missed the reason boost drop between shifts. The real reason is the fact that you need to lift the gas pedal to shift gears, which closes the throttle body butterfly, which creates vaccuum in the throttle body, which opens the blow-off valve, which releases all your hard-earned boost out of the pressurized intake system...not to mention when you lift the gas pedal there isn't much in the way of hot exhaust gasses to keep the turbo spooled, hence lag between shifts. With nearly instantaneous shifting which doesn't require the driver to lift the gas pedal, the time off-power is dramatically decreased to the point it is nearly eliminated, all the boost pressure is there for the next gear already instead of having to re-build it from scratch....and the turbo stays spooled because you are still on the gas...so...yeah you are wrong the new sequential gearbox will reduce turbo lag...
Keep in mind that while the car may exhibit better acceleration do to the paddle shifting, it will also experience LOSS IN CONTROL due to there being no clutch pedal. What do I mean by loss in control? No one will be able to heel to toe without the clutch pedal (or do any kind of rev matching for that matter). This is a very big problem for performance driving, and is not something to be overlooked. Every time you click that little shift paddle the entire car jerks as its automatically slammed into the next gear. Do that a few times while at the limit of adhesion and you might find yourself in a wall.
As far as upshifting at the limit of adhesion, if you stick the clutch in mid corner at the limit of adhesion with a traditional manual you are going to have problems.
I'm not so sure about that, every car that I've been in that was equipped with DSG seemed to be very jerky when shifting. However maybe the Evo X will be different? I guess its definitely possible to automatically do rev matching with a automated clutch system. The idea still disgusts me because of all the extra parts, complexity, and weight. Old school manual shifting FTW =)