EVO Neal- i take it you track your car a lot. you really know your stuff and you seem to be very excited about the MR for the right reasons. like i said before, the MR is amazing but i do think that you will be one of the very few people that will buy it for a good reason. most people can't really tell any differnece in handling with sunroof and without. i am afraid that most people will buy the car because of the MR name, special color and maybe the 6spd and ACD even though these are the 2 things that i really don't want. and again, the MR is an amazing buy IF you do not already own an EVO. it does offer some nice mods but when you look at it in relation to how much money they will cost you if you trade in your 03' you will see that it is really NOT worth it imho.

 

Could not agree more with blonde

 

You guys are looking at this from one perspective the, "I already own an Evo" point of view and "it's not worth it to me". This car is not coming here to capture sales from current Evo owners, it's designed more as an answer to the Subaru STi. You are all saying it's not worth it, well, maybe it's not to a current owner, but a perspective one, maybe.

Keep in mind that the countries outside the U.S. look at our more basic, non-electronically enhanced Evo and want what we have. Seems like it's just human nature to want what you don't have. Also, the MR will require additional service due to the ACD. So, while I'm not going to be trading my U.S. GSR in on an MR anytime soon, I can appreciate the technology (er, evolution) of the car and that fact the they may be bringing it to the U.S.

 

very well said!!!

this is exactly what i was saying. the MR is perfect for those people that still don't own an evo so they won't lose thier *** on the trade in. i know that if i didn't own my evo i would go for the RS because i really don't want to deal with the ACD and 6 spd but you are right a 100% and that is why i said it was imho.

 

I am curious if the ACD will help to reduce the understeer the Evo has stock by possibly transferring more torque to the rear wheels as you power out of corner.. That was the biggest annoyance I've found lapping a stock Evo. if the ACD can help get more power to the rear and make it more rotatable (sp? - word?) through the corners, that's worth the extra lube change.

 

I believe it's a combination of the ACD/SAYC that makes the Evo so impeccable. The two ECU's work in conjunction to get the best cornering performance out of the car. Unfortunately, that being said, many complain about the Evo being not a "driver's car" because the car does everything for you and there is no driver input...

Evo (with elec diffs) = fast. But not necessarily fun to go fast in. That seems to be the consensus from those overseas.

But I dunno. I think I wouldn't mind having the SAYC/ACD...

 

I don't think I'd enojy the SAYC and would enjoy the ACD if I could "tune" it so it doesn't shift while driving but can be set at a given ratio. For daily driving though, I think having any electronic gizmo assisting would be helpful, just like ABS, but on the track less intrusive is often most enjoyable, but very fast is often from many gizmos, aka F1.

 

Unless your head is quite swollen and you can loose some weight right there, I would always go for the weight that is higher up off the ground then the one in your butt. There are some laws about the force, radius(distance), and momentum, but I am too old to remember.

So, having weight off the roof is actually the best place ever!!


Fedja

 

UNfortunately... the acd's torque split is set to 50:50 via gearing and the system is designed to vary the pressures in the acd clutch plate on cornering etc, and running the pump at full tilt for a long time quickly destroys it! ... and it ain't cheap

but u can play around with the clamping force and release times etc.... which are just as cool.

 

jemm - would u know what the torque split is for Snow and Gravel mode or am i completely off track in saying that? As u know the USDM EVOs have a 50/50 torque split so i just wanted to know what the difference were in the other two modes.

 

If there is no pressure is it 50:50 or 0:100/100:0? what about full pressure. Is there any option from any previous Evo's or bits to run a constant 35:65 split?

 

Quote:

Now let us talk about the most interesting part - the drivetrain. While transmission is virtually the same 5-speeder (sorry, the rumoured 6-speeder did not come true, giving Impreza STi a clear advantage here), the center differential is new. All previous Lancer Evo employed a simple viscous-coupling unit as center LSD, whose disadvantages are passive and a fair amount of delay (see Technical School). Calling ACD (Active Center Differential), the new unit is a multi-plate clutch whose degree of engagement is controlled by computer via hydraulic according to needs. New concept ? no, it was pioneered by Porsche 959 and is now using by Audi TT, Volkswagen Golf 4motion etc. What differs it from other similar systems is that it cooperates with the existing AYC (Active Yaw Control) and, I believe, its software is the best developed among all. Undoubtedly, Mitsubishi's experience and requirements in World Rally Championship must help a lot the tuning of the system. By the way, rally cars such as Focus WRC also use active center differentials.

So what is the advantage of active differential ? firstly, using multi-plate clutch instead of viscous liquid speeds up response by 3 times. Secondly, the torque split between front and rear axle can be varied many times during cornering to maximize grip and steering response. Normally the torque split is 50:50. When entering a corner, ACD will tend to distribute equal amount of torque to both axle by locking up the clutches in order to maximize grip and induce a bit understeer - both of them are vital to stabilize the car. In mid-corner, ACD will tend to disengage the clutches thus allow more speed difference between front and rear wheels, which is vital to cornering agility. In the exit phase ACD will lock up again to equalize pulling force on all wheels, hence maximize traction to pull the car out of corner.

Another advantage of ACD is that it is adaptive to road conditions. Choose "Tarmac" mode and it will allow more clutch slippage, hence torque transmit freely from one end to another. "Gravel" mode tends to limit the difference between front and rear torque split so to minimize tyre slip. "Snow" mode nearly lock up all wheels to prevent from any wheel spin.

The last advantage is that it cooperates with AYC. Remember the active yaw control ? it has been adopted since Evo IV and is renowned for killing the understeer character of the car. It is actually a small multi-plate clutch incorporated inside rear differential. When the clutches engage, more torque will be sent to the opposite wheel. In mid-corner, AYC directs more torque to outside rear wheel to reduce understeer or even induce oversteer as desired. Exit corner, it transmits more torque to inside rear wheel to induce understeer for stability. The AYC in new Evo is unchanged, but it shares the computer and sensors (steering angle, g-force, yaw, wheel speed etc.) with ACD and communicate with each other to optimise the result. Think about it, ACD adjusts torque split between front and rear while AYC takes care of left and right (rear wheels), so they can virtually control the torque transmitted to any individual wheel as desired. As long as the software is right, this is the ultimate drivetrain engineers dreamed for decades !

 

Another quote:

The redesigned Active Centre Diff (ACD) distributes power for acceleration and straight-line stability, and uses an electronically controlled multi-layer hydraulic clutch to control the power distribution fore and aft, and maintain a split as close to 50:50 as possible according to the road conditions. As before, the driver has the choice of three settings: tarmac, gravel and snow. Super Active Yaw Control (SAYC) dramatically improves cornering ability over AYC (as fitted to the Evo VII) and is able to channel almost twice as much torque to the outside rear wheel to control cornering by compensating for tyre adhesion and power distribution. This equates to a power differential between the rear wheels of almost 40%. SAYC acts as a Dynamic Stability Control (DSC) system, but redistributing power rather than restricting it increases usable torque by up to six times according to Mitsubishi. ACD and SAYC work harmoniously with each other and are now both controlled by the same computer system, which naturally provides an improvement over the previous discrete control.

 

The Evo has gotten so "point and shoot" that people complain that it is like driving a video game. I dunno... as long as it's damn fast, I don't mind.

 

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