Unlike the up-and-coming Nissan GT-R, we actually know something about the next Mitsubishi EVO. Although still labeled the Concept X ("ex") and not the EVO X (ten), the prototype is "unofficially" 90 percent of what the production car should be. Not only in terms of the exterior, but also mechanically.
It will be a dramatic departure from econo-box roots of previous Evolutions- more so than any previous model change. Mitsubishi is targeting a more affluent market with the new EVO, in an effort to boost sales and better justify the price. That means more refinement and techno-gadgets for the sissy drivers that can't drive but still want to be fast. This might finally be the car that takes down the mighty M3-with both its looks and its guts this time.
After 13 years and endless rallies around the world, the cast iron 4G63 is finally being retired. A new, reverse mounted (turbo against the firewall), all-aluminum, turbocharged and intercooled motor will replace the old workhorse-although the turbocharger itself will remain fairly unchanged. The new mill will still displace 2 liters to meet WRC regulations and will still be bound to a peak output of 276 bhp, thanks to tree-huggers, lobbyists and politicians. Yes, they have them in Japan too.
The new engine will have the next generation MIVEC system, which integrates a wider range of cam-phase adjustment with variable valve lift and timing. This is more for emissions and economy reasons, although there are benefits in response and flow efficiency. It will make life a lot harder on tuners though.
Packaged with the new engine is an optional 6-speed auto-manual transmission with paddle shifters-something the die-hards will have a hard time accepting. The Evolution Project Manager assured us the hydraulically controlled, dry-clutch sequential tranny will be better than the manual option. We just hope the EVO's won't be as fickle as BMW's SMG system-which has taken three generations and seven gears to get right.
Added to the techno-gadgetry is Mitsubishi's new S-AWC (Super-All Wheel Control) system, which integrates the current ACD (Active Center Differential) and AYC (Active Yaw Control) with new features like active steering and roll control and dynamic braking. Using yaw, throttle, steering and wheel-spin sensors, the S-AWC system will distribute power, braking-force and damping-force to individual corners to maintain traction and optimal cornering attitude. Chances are even U.S. bound EVO Xs will have AYC, since the S-AWC is an integrated system.
There's also a continuously variable active steering system that changes the steering ratio based on how much and how fast you turn, relative to what the car is doing. Racers will hate this.
As you can probably guess, we're more than a little concerned these systems might make the new EVO more of a computer-controlled box of gadgets than a responsive drivers machine.
With all that the EVO X promises, we're sure the next machine will be faster and more capable. But the real question is whether the EVO has turned its back on its sport compact roots and moved onto wealthier and more posh pastures. Undoubtedly, all this integrated technology will make the car a tuner's nightmare, but we wonder if the EVO X will be able to play both sides of the field and not lose the dynamics that make the current EVO such a great drivers car.
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