2007/2008 Mitsubishi Lancer (&Lancer Evo X)

I-ar fi prins bine niste "nervuri" discrete pe capota, pentru a mai rupe monotonia. In rest arata bine.

cum sa arate bine ma ? arata de parca ar conduce-o bunica-mea. ar trebui sa aibe un look muuult mai agresiv. Din fata mai arata de un 5-6 dar de la spate si din profil e oribila..nici macar Renault nu putea s-o faca mai urata

Eu chiar nu inteleg ce va poate determina sa strigati sus si tare ca e ORIBILA. Nu sustin ca e prea sexy, dar are o forma simpla, eleganta, putin sporty si destul de clasica pt a nu fi cu siguranta o masina urata.

Poate unii nu au priceput ca asta este doar Lancer, nu e Evo.

Se pare ca in UK soseste din aprilie.

The biggest surprise on Mitsubishi's Detroit show stand didn't turn out to be the aggressive Prototype X; it was, in fact, how well the new standard Lancer, which the motoring press clapped eyes on for the first time, held its own next to its 300 horsepower sibling.

From without, the new Lancer has a great deal more of the Mitsubishi Evo's DNA than any previous one. It's got the same wedgy profile, jet-fighter-inspired styling and in-your-face grille as the next Evo, and for the first time, you can well imagine customers who aspire to own an Evo being seduced by those cues and opting for the more affordable entry-level model.

The new Lancer is also a hugely-improved car. Its body structure is stiffer even than the current Evo's, and Mitsubishi has addressed criticisms of the outgoing model's dated cabin by upping material quality and improving the equipment tally. As of next Spring, Lancer buyers will be able to specificy a 650-watt factory audio system, a satellite navigation system with a built-in 30GB hard drive, and Bluetooth telephone connectivity, should they want it.

Five engines will be available in Europe from the car's launch, including a 108bhp 1.5-litre petrol, a 152bhp 2.0-litre four-cylinder petrol and the VW-sourced 134bhp 2.0-litre common-rail diesel, coupled to either a five-speed manual gearbox or a continuously variable transmission with six preset ratios and steering wheel-mounted paddles for flicking between them. Mitsubishi also announced at Detroit that it is currently developing its own four-cylinder diesel engine for the Lancer, but it won't be ready for European introduction until the end of the decade.

The new Lancer will be on sale in the UK in April. Prices have yet to be finalised, but expect them to range upwards from about £11,000 for the 1.5-litre, to £14,000 for the top-spec 2.0-litre CVT diesel.

Autocar UK

Nu o arata extraordinar nici Lancerul si nici Evo X, dar dragii mosului, cand v-ati uitat ultima oara la Lancerul vechi si Evo IX. Ia faceti o comparatie...eu zic ca au sarit mult inainte. Si in plus , pana acum, cine si-a luat Evo X sau Impreza WRX au trecut peste aspect si s-au uitat la motor. Ala este punctul forte al acestor 2 masini.

Dar, ca sa nu fiu Gica contra, aveti dreptate, speram si eu la mult mai mult. Liniilea alea de pe capota tare aduc a Fordul Focus 2 european sau Volvo S40, iar stopurile...nu s-or fi suparat cei de la Alfa?

Ultimele poze postate o dezamagire dupa ce am le-am vazut pe primele.

Dar ce ziceti de acel mic Subaru din primul post de pe coperta revistei

 romaximusro, on Dec 11 2006, 14:02, said:

asta este Lancer atat....si are doar 150 de cai


Celalalt mai agresiv este Prototype X echivalentul la EVO X

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Bai, mie imi place enorm. Sau am mai zis-o?

un articol pe larg despre noul lancer gasiti aici

Videoclip cu noul lancer

Lancer in Europa din toamna

To be launched progressively in Europe from the end of 2007, the (4,570 mm long x 1,760 mm wide) Lancer Sports Sedan will provide Mitsubishi Motors in Europe with a full family of offerings ranging from 1.5 litre petrol entry models to mid-range 1.8 litre petrol and 2.0 litre Diesel versions (availability according to markets), right up to the all-new Lancer Evolution – for the first time a member of the Lancer family. In the future, further variants will be made available as well:

    * - Entry level: 110 ps – 1.5 l DOHC MIVEC petrol*
    * - Mid-range: 140 ps – 2.0 l Pump Jet Diesel (VAG-supplied)*
    * 144 ps – 1.8 l DOHC MIVEC petrol*
    * - Upper-range: output & details to be unveiled at a later stage
    * - Hero: 2.0 l Turbo DOHC MIVEC petrol (Lancer Evolution / output to be unveiled later)

* all data subject to homologation.

The above line-up will include 5-speed manual, 6-speed manual, CVT, 4-speed automatic and 6-speed automated manual, according to the engine.

Joining the Lancer Sports Sedan and Lancer Evolution during 2008, the all-new 5-door Lancer Sportback will further strengthen the Lancer family. With its coupé-like profile – modelled upon the exciting 2005 Frankfurt concept car of the same name – it will specifically target hatchback-minded European customers.

Beyond conventional segmentation, the all-new Lancer family will be in Europe a refreshing alternative for customers looking for timeless presence, sharp dynamics, reliability and value-for-money, all brought by heritage-proud, non-mainstream, right-brained, quality Brands.

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Mitsubishi EVO X Real World Photos
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We have been drooling over the Mitsubishi EVO X in its various concept incarnations over the past few years. With the EVO X final production version photos officially released this past April, prototype testing of the EVO X is not exactly spicy spy news anymore. However, not all spy news has to be breaking.

Surely, the press photos show us how the car looks like with a blank white background (as seen in the photos in the link above) or highly airbrushed scenery, but they don't always give a contextual sense of the car. So here they are for the hardcore EVO fans, photos of a finished EVO X prototype at the Nürburgring giving us a first look at the car in the "real world" without camouflage.

Expected to be showrooms early 2008 as a 2009 model, the EVO X will be available with a five-speed manual gearbox or optional automated 6-speed manual transmission. Bosses in Europe are expecting a massive 80 percent of all EVO X models to be ordered with the automated paddleshift gearbox, which operates in three modes. Although drivers always have manual control, they can choose from Normal, Sport and the most serious SuperSport settings. The final mode has been designed for use on track, allowing changes to higher gears only when they are absolutely necessary to keep the revs near peak power at all times. Standard EVO X models will be more expensive than the outgoing IX, with entry-level 300bhp variants costing more than 42,000 Euros.

Frumoasa masina, numai ca fata aduce a Skyline GT-R 34 iar spatele a Supra combinat cu Acura RSX.

Oricum, arata mult mai agresiva decat generatiile precedente.

Si decat noul Subie Impreza.

http://jalopnik.com/...ware-276632.php

How will Mitsubishi make its new Evo X a tool for super amusement? We know it'll be the 2.0-liter turbocharged MIVEC4 engine with aluminum cylinder block and the potential for 300+ horses out of the box. But what of the ground-drive system? (Yep, there's a press release for that.) Mitsu released new details about its Twin Clutch SST dual-clutch tranny and Super All Wheel Control (S-AWC) system -- sporting more sensors than a Seawolf-class sub. S-AWC includes active yaw control (ask a pilot) and an active center diff. Mitsubishi says its dual-clutch jobbie will improve fuel economy (yeah, sure) and improve zero-to-60 times over manual (with anyone but Tommi Mäkinen at the helm). We'll see it all in Tokyo, where the maximum super potential for action will be this year.

Mitsubishi Motors develops S-AWC vehicle dynamics control system & Twin Clutch SST automated manual transmission


S-AWC system
(* Chassis-mounted components on current Lancer Evolution)

Tokyo, July 10, 2007 -- Mitsubishi Motors Corporation has developed two new component systems that are expected to feature in the new Lancer Evolution*, due to be launched this autumn. S-AWC (Super All Wheel Control) is an advanced vehicle dynamics control system that regulates drive torque at each wheel. Twin Clutch SST (Sport Shift Transmission) is an automated manual transmission that delivers slicker shifting through the gears while freeing the driver from the need to operate the clutch.

In line with its corporate philosophy, Mitsubishi Motors strives to deliver a dynamic driving experience while making advances to keep drivers safe. Twin Clutch SST and S-AWC do so by making driving more intuitive. Both the systems work to efficiently distribute power appropriate to road conditions, and deliver outstanding control and stability maintained by an "intelligent" system that reads and reflects driver intent in real time.
S-AWC:
The system now adds an ASC*1 (Active Stability Control) feature to the ACD*2 (Active Center Differential), AYC*3 (Active Yaw Control) and Sport ABS*4 (Sport Antilock Brake System) components that have proven themselves in the Lancer Evolution series. Integrated system management of these four components allows regulation of torque and braking force at each wheel. S-AWC also now employs yaw rate feedback control. This allows the system to control each wheel under a wide range of driving conditions, thus realizing vehicle behavior that faithfully reflects driver inputs and allows drivers of all abilities to enjoy sporty motoring with confidence.

Twin Clutch SST:
MMC's new automated manual transmission employs dual clutches to realize power transmission efficiencies on a par with a normal manual gearbox while also allowing slick and swift shifting. Allowing drivers of all abilities to shift rapidly up and down through the gears, Twin Clutch SST delivers satisfying acceleration while also returning superior fuel mileage thanks to its high-efficiency power transmission mechanism. The new transmission also features three operating modes tailored to different situations: from around-town drivability to instant-response and follow-the-line sporty motoring on the open road.

*1, *2, *3, *4: see following for details
1. S-AWC (Super All Wheel Control)

(1) System overview
The S-AWC vehicle dynamics control system integrates management of all its AYC, ACD, ASC and Sport ABS components (see below) while adding braking force control to Mitsubishi Motors' own AYC system. As a result S-AWC elevates drive power, cornering performance as well as vehicle stability under all driving situations, from everyday motoring to emergency evasion maneuvers.

(2) ACD (Active Center Differential)
The Active Center Differential incorporates an electronically-controlled hydraulic multi-plate clutch. The system optimizes clutch cover clamp load for different driving conditions, regulating the differential limiting action between free and locked states to optimize front/rear wheel torque split and thereby producing the best balance between traction and steering response.

(3) AYC (Active Yaw Control)
AYC uses a torque transfer mechanism in the rear differential to control rear wheel torque differential for different driving conditions and so limit the yaw moment that acts on the vehicle body and enhance cornering performance. AYC also acts like a limited slip differential by suppressing rear wheel slip to improve traction. The first component of its type, AYC was first used in the Lancer Evolution IV launched in April 1996. It then took an evolutionary step forward in the Lancer Evolution VIII launched in January 2003 as the Super AYC when it switched from the use of a bevel gear to a planetary gear differential, thereby doubling the amount of torque it was able to transfer. In comparison to the system used in the Lancer Evolution IX, AYC now features yaw rate feedback control using a yaw rate sensor and also gains braking force control. Accurately determining the cornering dynamics on a real-time basis, the system operates to control vehicle behavior through corners and realize vehicle behavior that more closely mirrors driver intent.

(4) ASC (Active Stability Control)
The ASC system stabilizes vehicle attitude while maintaining optimum traction by regulating engine power and the braking force at each wheel. Taking a step beyond the previous generation Lancer Evolution, the fitting of a brake pressure sensor at each wheel allows more precise and positive control of braking force. ASC improves traction under acceleration by preventing the driving wheels from spinning on slippery surfaces. It also elevates vehicle stability by suppressing skidding in an emergency evasive maneuver or the result of other sudden steering inputs.

(5) Sport ABS (Sport Anti-lock Braking System)
ABS allows the driver to maintain steering control and keeps the vehicle stable by preventing the wheels from locking under heavy braking or when braking on slippery surfaces. The addition of yaw rate sensors and brake pressure sensors to the Sport ABS system has improved braking performance through corners compared to the Lancer Evolution IX.

(6) S-AWC control system
The use of engine torque and brake pressure information in the regulation of the ACD and AYC components allows the S-AWC system to determine more quickly whether the vehicle is accelerating or decelerating. S-AWC also employs yaw rate feedback for the first time. The system helps the driver follow his chosen line more closely by comparing how the car is running, as determined from data from the yaw rate sensors, and how the driver wants it to behave, as determined from steering inputs, and operates accordingly to correct any divergence. The addition of braking force regulation to AYC's main role of transferring torque between the right and left wheels allows S-AWC to exert more control over vehicle behavior in on-the-limit driving situations. Increasing braking force on the inside wheel during understeer and on the outer wheel during oversteer situations, AYC's new braking force control feature works in concert with torque transfer regulation to realize higher levels of cornering performance and vehicle stability.
Using integrated management of the ASC and ABS systems allows S-AWC to effectively and seamlessly control vehicle dynamics when accelerating, decelerating or cornering under all driving conditions. S-AWC offers three operating modes: TARMAC for dry, paved surfaces; GRAVEL for wet or unmade surfaces, and SNOW for snow covered surfaces. When the driver selects the mode best suited to current road surface conditions S-AWC operates to control vehicle behavior accordingly and allow the driver to extract the maximum dynamic performance from his vehicle.

2. Twin Clutch SST (Sport Shift Transmission)

(1) The mechanism
Twin Clutch SST puts odd (1st, 3rd, 5th) and even (2nd, 4th and 6th) gears on separate input shafts, each connected to an individual clutch. With both clutches under precise system control, this arrangement allows lightening-fast, smooth and lag-free gear changes with no interruption in power delivery. Using clutches instead of a torque converter to transmit power makes the Twin Clutch SST simpler in structure and reduces power transmission losses for higher transmission efficiency that leads to improved fuel mileage.

(2) Drive modes
Twin Clutch SST allows the driver to switch between three shifting programs -- Normal, Sport and S-Sport -- to cover the full range of driving situations, from town use to sporty motoring on open roads.
a. Normal mode
For use around town and other normal driving situations, Normal mode scheduling uses relatively low-speed shift points to deliver unobtrusive shifting for maximum comfort together with optimum fuel economy.
b. Sport mode
For use when driving in the mountains or when engine braking is required, Sport mode scheduling uses higher shift points and quicker shifting to deliver instant throttle response that instills in the driver a closer man/machine relationship.
c. S-Sport mode
Compared with Sport mode, S-Sport mode scheduling keeps the engine turning at higher revs while allowing lightening-fast shifting.

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