Good: JDM Lancer Evolution Wagon GT (ACD)
Aside from steering on the right and shifting with the left, the wagon initially feels dynamically similar to the standard U.S. Evo. It should because, aside from the body, the car is mechanically identical--with only the Active Center Differential (ACD) system splitting torque to the rear wheels.
Off the line, the wagon displays the familiar neck-snapping acceleration and telepathic steering into the first corner, but as the car begins to change direction the similarities rapidly fade. The addition of the enclosed rear means the wagon is nearly 200 pounds heavier than the sedan, and much of that weight is situated upon high. The roof is longer and made of steel instead of aluminum; Dr. Evo tells me it raises the center of gravity substantially. This is verified by the wagon's much more pronounced roll and oversteer in the corners. Side-to-side movement in the slalom is also more dramatic.
Since the additional pounds are primarily over the rear wheels, balance has been shifted to the back by 4 percent (58:42 for the wagon versus 62:38 for the sedan), meaning in addition to rotating easily in the corners, the wagon will powerslide on command for those familiar with the Scandavian flick. I spent a cool down lap imagining what it would take to get one into the U.S. Then I drove the JDM Evo IX ...
It took a bit of luck and some sweet-talking, but mostly the promise to review a Mitsubishi that is neither sporty nor compact--nor even a car, for that matter--to score seat time in a handling prototype of the next generation Lancer Evolution. It was well worth it. In addition to getting a sneak peek at what's in store for the Evolution X, we also got to spend time with Hiroshi "Dr. Evo" Fujii and his team of developers.
Along with the test "mule," Mitsubishi had two current-generation JDM Evos available for us to drive at its Okazaki proving grounds just outside of Nagoya, Japan. As you will see, these proved to be a nice refresher to what makes the Evolution so special and an interesting counterpoint to the all-wheel-drive system that will underpin the next-generation Evo X.
Better: JDM Mitsubishi Lancer Evolution IX GSR (ACD/AYC)
Mitsubishi has been holding out on us. The JDM Evo IX may look like the one we have in the U.S., but it's very different. In fact, after having driven one, I feel cheated on behalf of a nation of Evo owners.
In Japan, the GSR, not the MR, is the highest-spec Evolution. But more than a badge separates what we get in the U.S. Evos in Japan, except the wagon, get Super-Active Yaw Control (AYC), along with minor details like narrower seats and a more aggressive ECU map for the richer Japanese gas. But don't overlook those three letters; AYC is really quite amazing.
The advantage over other systems is that AYC can offer the same torque split with any amount of input torque from the engine. Other systems rely on the amount of input torque to determine the torque split (T); a large torque split is only possible with a large amount of input torque.
It only takes one trip through a slalom or a series of quick double-lane changes in a JDM Evo IX to realize what we're missing: massive forward grip. Mitsubishi engineers call it torque vectoring; basically, it's a way of powering the tires that really need it.
Conventional all-wheel-drive vehicles without torque-vectoring systems send the same amount of torque to the right and left halfshafts. In conjunction with ACD, Mitsubishi's AYC system is able to send different amounts of torque to each of the rear wheels. This is most beneficial during cornering situations, when the outside wheel is more loaded than the inside wheel, and can effectively utilize additional torque. By throwing torque to the ouside-rear wheel and decreasing twisting force to the inner wheel, the AYC effectively steers the rear and induces it to rotate with the turn instead of just pushing the rear along with the same force. Similar to how a twin-engine plane can steer itself by increasing thrust to one engine, AYC steers the rear axle by individually powering the rear wheels. The rotation acting about the car's center of gravity generates a yaw moment, hence the name Active Yaw Control.
ACD/AYC uses a variety of sensors to gauge wheel speeds, steering angles and yaw rate, as well as twin clutch packs at the rear differential to help distribute engine torque between the two rear wheels. The difference between ACD/AYC and other systems, such as Honda's SH-AWD, is that AYC is able to provide the same torque split regardless of how much torque is provided by the engine. Only Skyline GT-R 33 and 34 V-SPEC models share this capability.
In the Evo IX, I could actually feel ACD/AYC at work through the seat of my pants. As I cut the wheel back and forth through the slalom, the rear corners of the car felt as though they were being individually being pushed forward as the back wheels alternately accelerated under load. It's really nothing more than a slight tug that alternates left and right, but it feels fantastic in a hand-of-God sort of way. Compared to the wagon, the IX is a far cleaner and sharper drive.
Best? Mitsubishi Lancer Evolution X Handling Mule (S-AWC Prototype)
As good as the ACD/AYC systems are in the Evo IX, it's old hat for Dr. Evo and his colleagues. Quite frankly, they know they can do a lot better and promise the new system they're developing will be far superior to anything they've ever made or is currently available from other manufacturers.
Ordinary vehicle dynamic systems are usually based on simple throttle and brake programs. Individual sensors continually compare wheel speeds and fire the brakes and/or cut the throttle when a particular algorithm doesn't make sense. This method is fine for steady state situations like cruising and cornering, but toss in a bit of slide, or rapid direction changes, and the systems become overwhelmed. That is most noticeable during aggressive driving, when the traction control light starts blinking and the car begins to bog and slow. These systems are effective for preventing spins, but they can't help you drive faster. Furthermore, they're intrusive and distasteful to drivers. Mitsubishi thinks there is a better way--one that is more sophisticated, with greater transparency and less intrusiveness. They call it Super-All Wheel Control (S-AWC).