Lets clear up some things about the Evo X
Evolving Member
Joined: Nov 2003
Posts: 167
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From: OH
Of all the specs I read in the press release, this piece of info unsettled me the most. My biggest fear is that the new engine will not be as stout as the 4G, causing it to become a grenade at high boost. I know that few people actually made thier 4g63 put out 600+ HP, but knowing it is even possible on the stock block makes that engine legendary.
open deck provide better cooling, which is not a bad thing for boosted engines. there are a lot of aftermarket sleeves with open deck for honda blocks. in general, stock open deck blocks are weaker than closed deck but it depens on how over built these open deck blocks are going to be. remember that stock engines are design to hold stock power, not for you put a huge turbo on there and try to push 600+ whp on all stock components.
"A TRUE clutchless manual not a torque converter"
Wow, that sounds cool.
Maybe it won't be that hard for after market manufactures to make upgrades to hold extra power. Since it should just be friction pads and pressure plates like a regular clutch.
Wow, that sounds cool.
Maybe it won't be that hard for after market manufactures to make upgrades to hold extra power. Since it should just be friction pads and pressure plates like a regular clutch.
Vented disks means that the two contact surfaces have an air pocket between them for cooling.
If you're speculating about cross-drilled rotors, that's a whole different story.
I think it is safe to speculate that the Evo is going to have better brakes than the 152hp, FWD DE/ES/GTS no matter what!
Thread Starter
Evolving Member
Joined: Feb 2005
Posts: 388
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From: Sconsin
In the actual press release from the Detroit show where the Prototype X is being shown for the first time in the US...It states that Evo X will come with an optional 5speed MT which is necessary to hold the torque from the new engine. It will be available in an automated manual as well, A TRUE clutchless manual not a torque converter it will be just like the SMG and transmissions on the high end sports cars.
There is NO mention of horsepower, only that it will yeild the highest power rating of any evo before. The final numbers are not released beacuse htey are not done with final tuning.
In fact here is the press release.
Coming Soon: Evolution Revolution
The Lancer Evolution has long lived up to its namesake by greatly improving with each successive generation. (Lancer Evolution VIII was the first to be offered in the U.S. market.) As Prototype X demonstrates, the Lancer Evolution will soon make perhaps the largest leap in overall capability seen between two generations of this model. The next Evolution will offer major gains in handling dynamics and technology while maintaining the kind of thrilling turbo engine performance that has made the model a street legend around the world.
Although clearly based on the new Lancer and sharing its distinctive shark-nose grille opening, Prototype X features a unique front end, rear fenders and decklid. Making a maximum-performance statement, Prototype X looks the part of the street-wise sports machine with its boxed fenders, aggressively sloping hood with integral air scoop, 20-inch alloy wheels with massive brakes and the high-tech LED turn signals in the sideview mirrors.
Inside, the deeply contoured bucket seats are upholstered in high-grip Alcantara. An electronic lap counter hints at the car’s weekend club racer capability, while the red LED light band that spans the doors and the dash surface might suggest a customizing idea to future customers. The user technology in Prototype X previews what will be available for the next Lancer Evolution. While not all design features and content seen on Prototype X will make it to the production vehicle, the overall design will carry through.
Next-Gen Evolution Power
The engine powering Prototype X – and the next Lancer Evolution – is a turbocharged version of the new aluminum 4B11 2.0-liter DOHC MIVEC engine used in the 2008 Lancer. It will yield the highest power rating ever in an Evolution model. (Since development continues, final engine output figures will be revealed at a later date.) Significantly, the newest Lancer Evolution will have less differentiation from market to market than the previous generations.
The new model’s aluminum engine block is a significant 20 kg (53.4 lbs.) lighter than the iron-block 4G63 engine used in all previous Evolution models, which aids weight distribution. In addition, its orientation (exhaust located on bulkhead side) allows for improved placement that helps to lower the center of gravity. Although the new Evolution engine block is lighter, it was designed from the outset for high-performance turbocharged applications. High inherent strength has been achieved partly through over-engineering of the open deck block, and the use of large water jackets and metal areas around each siamesed cylinder bore. The reciprocating assembly of the turbocharged 4B11 is capable of withstanding high levels of boost.
Automated Manual Transmission
Prototype X is equipped with the automated manual transmission with magnesium steering wheel paddle shifters that will be available on the next Lancer Evolution. This new transmission will offer lightning fast, paddle-shift actuated shifting when desired, along with offering a fully automatic mode. This unit is not a conventional torque-converter automatic transmission, but rather a true auto-capable manual similar to that used on some of the world’s most notable performance models. For stick shift purists, the next Lancer Evolution will still offer a conventional 5-speed manual transmission. With the 4B11 turbo engine’s stronger torque performance, a 5-speed will provide optimal acceleration response.
Super All Wheel Control (S-AWC)
The next Lancer Evolution, while still providing the levels of engine performance that appeal to this model’s loyal core customers, will expand dynamic capability with the new Super All Wheel Control (S-AWC) system. Combining intelligent full-time four-wheel drive with stability control, S-AWC is a further development of the advanced full-time 4WD technology first introduced on the new-generation Outlander SUV for 2007.
In Prototype X this next-generation system combines an Active Center Differential (ACD) with an Active Yaw Control (AYC) rear differential and Active Skid Control (ASC). The AYC rear differential has never been offered on a Lancer Evolution sold in the U.S. market. The combination of all these technologies will help the Lancer Evolution make optimal use of its considerable torque and also ensure the highest level of dynamic capability and stability ever in this model. At the same time, the new technology will further enhance the exhilarating driving performance character that customers have come to expect from this model.
The next Lancer Evolution once again features its own suspension system, replacing steel stampings of the standard Lancer with race-proven forged aluminum components. Due to the high rigidity of the new global C-platform, the Evolution’s suspension can be tuned to provide a more compliant and stable ride than before without compromising handling performance – a trait that is expected from a true world-class performance sedan.
With exciting performance assured, Mitsubishi will be able to equip the upcoming Lancer Evolution to be a markedly better car for everyday driving. User technologies introduced on the new Outlander and Lancer models will also be offered in the next Lancer Evolution, including a premium Rockford-Fosgate® 650-watt (max.) audio system, HDD navigation system with music server, Bluetooth®, steering wheel audio controls, and an automatic climate control system.
There is NO mention of horsepower, only that it will yeild the highest power rating of any evo before. The final numbers are not released beacuse htey are not done with final tuning.
In fact here is the press release.
Coming Soon: Evolution Revolution
The Lancer Evolution has long lived up to its namesake by greatly improving with each successive generation. (Lancer Evolution VIII was the first to be offered in the U.S. market.) As Prototype X demonstrates, the Lancer Evolution will soon make perhaps the largest leap in overall capability seen between two generations of this model. The next Evolution will offer major gains in handling dynamics and technology while maintaining the kind of thrilling turbo engine performance that has made the model a street legend around the world.
Although clearly based on the new Lancer and sharing its distinctive shark-nose grille opening, Prototype X features a unique front end, rear fenders and decklid. Making a maximum-performance statement, Prototype X looks the part of the street-wise sports machine with its boxed fenders, aggressively sloping hood with integral air scoop, 20-inch alloy wheels with massive brakes and the high-tech LED turn signals in the sideview mirrors.
Inside, the deeply contoured bucket seats are upholstered in high-grip Alcantara. An electronic lap counter hints at the car’s weekend club racer capability, while the red LED light band that spans the doors and the dash surface might suggest a customizing idea to future customers. The user technology in Prototype X previews what will be available for the next Lancer Evolution. While not all design features and content seen on Prototype X will make it to the production vehicle, the overall design will carry through.
Next-Gen Evolution Power
The engine powering Prototype X – and the next Lancer Evolution – is a turbocharged version of the new aluminum 4B11 2.0-liter DOHC MIVEC engine used in the 2008 Lancer. It will yield the highest power rating ever in an Evolution model. (Since development continues, final engine output figures will be revealed at a later date.) Significantly, the newest Lancer Evolution will have less differentiation from market to market than the previous generations.
The new model’s aluminum engine block is a significant 20 kg (53.4 lbs.) lighter than the iron-block 4G63 engine used in all previous Evolution models, which aids weight distribution. In addition, its orientation (exhaust located on bulkhead side) allows for improved placement that helps to lower the center of gravity. Although the new Evolution engine block is lighter, it was designed from the outset for high-performance turbocharged applications. High inherent strength has been achieved partly through over-engineering of the open deck block, and the use of large water jackets and metal areas around each siamesed cylinder bore. The reciprocating assembly of the turbocharged 4B11 is capable of withstanding high levels of boost.
Automated Manual Transmission
Prototype X is equipped with the automated manual transmission with magnesium steering wheel paddle shifters that will be available on the next Lancer Evolution. This new transmission will offer lightning fast, paddle-shift actuated shifting when desired, along with offering a fully automatic mode. This unit is not a conventional torque-converter automatic transmission, but rather a true auto-capable manual similar to that used on some of the world’s most notable performance models. For stick shift purists, the next Lancer Evolution will still offer a conventional 5-speed manual transmission. With the 4B11 turbo engine’s stronger torque performance, a 5-speed will provide optimal acceleration response.
Super All Wheel Control (S-AWC)
The next Lancer Evolution, while still providing the levels of engine performance that appeal to this model’s loyal core customers, will expand dynamic capability with the new Super All Wheel Control (S-AWC) system. Combining intelligent full-time four-wheel drive with stability control, S-AWC is a further development of the advanced full-time 4WD technology first introduced on the new-generation Outlander SUV for 2007.
In Prototype X this next-generation system combines an Active Center Differential (ACD) with an Active Yaw Control (AYC) rear differential and Active Skid Control (ASC). The AYC rear differential has never been offered on a Lancer Evolution sold in the U.S. market. The combination of all these technologies will help the Lancer Evolution make optimal use of its considerable torque and also ensure the highest level of dynamic capability and stability ever in this model. At the same time, the new technology will further enhance the exhilarating driving performance character that customers have come to expect from this model.
The next Lancer Evolution once again features its own suspension system, replacing steel stampings of the standard Lancer with race-proven forged aluminum components. Due to the high rigidity of the new global C-platform, the Evolution’s suspension can be tuned to provide a more compliant and stable ride than before without compromising handling performance – a trait that is expected from a true world-class performance sedan.
With exciting performance assured, Mitsubishi will be able to equip the upcoming Lancer Evolution to be a markedly better car for everyday driving. User technologies introduced on the new Outlander and Lancer models will also be offered in the next Lancer Evolution, including a premium Rockford-Fosgate® 650-watt (max.) audio system, HDD navigation system with music server, Bluetooth®, steering wheel audio controls, and an automatic climate control system.
You're just confusing people even more with your post. The DSG style tranny that the Evo will have has two clutches and is not sequential, therefore not like the SMG tranny you mention.
Almost every car built with disk brakes has vented disks.
Vented disks means that the two contact surfaces have an air pocket between them for cooling.
If you're speculating about cross-drilled rotors, that's a whole different story.
I think it is safe to speculate that the Evo is going to have better brakes than the 152hp, FWD DE/ES/GTS no matter what!
Vented disks means that the two contact surfaces have an air pocket between them for cooling.
If you're speculating about cross-drilled rotors, that's a whole different story.
I think it is safe to speculate that the Evo is going to have better brakes than the 152hp, FWD DE/ES/GTS no matter what!
My bad, you're right, when I read vented I was thinking slotted or cross-drilled.
what are they gonna do next crome it out and throw on some hydrolics
Account Disabled
Joined: Mar 2005
Posts: 2,001
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http://auto.howstuffworks.com/dual-c...ansmission.htm
For everybody else look at the above link so you can learn more about DSG/SMT. DSG shifts faster than the SMT in the Ferrari Enzo. People, please at least do a little research before you make assumptions.
Almost every car built with disk brakes has vented disks.
Vented disks means that the two contact surfaces have an air pocket between them for cooling.
If you're speculating about cross-drilled rotors, that's a whole different story.
I think it is safe to speculate that the Evo is going to have better brakes than the 152hp, FWD DE/ES/GTS no matter what!
Vented disks means that the two contact surfaces have an air pocket between them for cooling.
If you're speculating about cross-drilled rotors, that's a whole different story.
I think it is safe to speculate that the Evo is going to have better brakes than the 152hp, FWD DE/ES/GTS no matter what!
Disc, not Disk Brakes, since we were correcting, i felt it ok to bust chops...
Newbie
Joined: Jun 2006
Posts: 26
Likes: 0
From: South Orange, NJ
nobody can really challenge your knowledge of dsg, as you DO drive a GLI...
i do hope the Evo copies and pastes on launch control from VEE-DUBS, as that is the coolest feature to come out in a car since i have been driving! (only 6 years, dont get excited)
i do hope the Evo copies and pastes on launch control from VEE-DUBS, as that is the coolest feature to come out in a car since i have been driving! (only 6 years, dont get excited)
Thread Starter
Evolving Member
Joined: Feb 2005
Posts: 388
Likes: 0
From: Sconsin
The DSG tranny is sequential. It shifts up and down in a sequential manner via the paddle shifters. The right paddle shifter would be to shift up and the left paddle shifter would be to shift down, so therefore it is sequential. You also can not skip gears with DSG, just like a any other sequential gearbox. Look at this link.
http://auto.howstuffworks.com/dual-c...ansmission.htm
For everybody else look at the above link so you can learn more about DSG/SMT. DSG shifts faster than the SMT in the Ferrari Enzo. People, please at least do a little research before you make assumptions.
http://auto.howstuffworks.com/dual-c...ansmission.htm
For everybody else look at the above link so you can learn more about DSG/SMT. DSG shifts faster than the SMT in the Ferrari Enzo. People, please at least do a little research before you make assumptions.