Mitsubishi Lancer Evo X Tech Overview
One thing is for sure – the Lancer Evolution line has entered an entirely new generation. The 2008 model, dubbed the Evo X, feels and drives differently than all past Evo models. Does that mean it’s now slow and unstable? Uh, no. Far from it, the new Lancer Evolution is still one of the fastest cars you can buy out of a showroom and will absolutely devour any road surface you’ll come across. But it’s re-designed to be more comfortable and slightly less raw. Some may like that, some may not.
The recipe begins with the chassis, which is a new design. Mitsubishi claims that the 2008 base Lancer’s chassis is stiffer than the Lancer Evo 9’s and the Lancer Evo X even more so. A stiffer chassis lets the suspension do more of the work, increasing ride comfort and allowing the use of stiffer springs and dampers for flatter handling.
The Evo X continues the use of a strut-type front suspension and a multi-link rear design. Forged aluminum control arms are used and the MR model comes fit with Eibach springs and Bilstein dampers. We found the standard Evo X GSR to be damped quite well for road use, with adequate travel and good suspension behavior. There is still some understeer when pushed hard but it’s nothing compared to the Lancer Evo 8 and 9 models.
The difference is the computer assist systems throughout the Evo X. A veritable proton-infused Playstation mobile, the Evo X comes with ABS (Anti-lock Brake System), EBD (Electronic Brake-Force Distribution), ACD (Active Center Differential), AYC (Active Yaw Control) and S-AWC (Super All Wheel Control).
ABS and EBD are obvious additions to many modern cars but ACD and S-AWC (which comprises the AYC) are the key to the Evo X’s handling. Previous US Lancer Evos did not come with AYC systems, essentially leaving them as neutered cousins to their Japanese counterparts.
But AYC and S-AWC are revelations of technology. AYC uses sensors to detect and then adjust the rear end behavior of the Evo X. Combined with S-AWC, the AYC system helps the Evo X rotate through corners and helps massively with corner exit capability. The Evo X’s push can be easily tuned out with a set of aftermarket springs or coilovers and, combined with the already stellar AYC, we’ve seen many aftermarket Evo Xs capable of the kind of four-wheel corner exit drift that makes all-wheel drive so fun and capable.
With a completely new drivetrain, Evo tuners have also had to start over with the latest model. The Evo 9’s 4G63 iron block engine is dead, with the Evo X now sporting the all-aluminum 4B11T/C turbocharged and intercooled 2.0-liter four-cylinder. With 291hp and 300 lb/ft of torque available, this is the most powerful Evo to date. It’s still obvious that this is a turbo engine, with a rising powerband and noticeable lag. But the transition through the boost threshold is not as pronounced as in the Evo 9 model. It feels smoother and less raw, even with more power available.
Pages: 1 2
