Mitsubishi Lancer Evo X: the hard facts

Right...here we go then. Mitsubishi has issued another batch of info (more here) about its keenly awaited Lancer Evolution X, but this time it appears to have come clean on all the nitty gritty.

First things first: power output from the new force-fed, all-alloy 1998cc four-pot has been quoted at 213kW at 6500rpm (versus 206kW for the outgoing Evo IX), while peak torque is pegged at 407Nm at 4400rpm -- up from 392Nm for the international-spec Evo IX (the Oz version had 355Nm). The new engine redlines at 7000rpm.

Mitsubishi says a "major divergence" from the previous engine architecture is in the use of a direct-acting valvetrain in place of the roller rocker arm configuration for reduced weight.

A timing chain replaces the belt, and MIVEC variable valve timing is used on both the intake and exhaust camshafts (the Evo IX's 4G63 engine had MIVEC on the intake only).

The rear-located (firewall side) stainless steel exhaust manifold helps improve weight distribution, claims Mitsubishi, while the freer-breathing exhaust system features a larger-volume main muffler with dual tailpipe outlets.

However, against this good news is the fact that the Evo X tips the scales at 1540kg, which means it's around 70kg heavier than its predecessor.

As was the case before, suspension is by MacPherson struts at the front and multilinks at the rear, with Eibach springs and Bilstein shocks fitted all around.

The Evo X measures 4495mm long, 1810mm wide (up 40mm) and 1480mm tall (up 30mm), while the wheelbase is 2650mm (up 25mm).

It rides on 18x8.5-inch BBS forged alloy rims shod with 245/40R18 Yokohama Advan rubber, which represents a step up from the 17x8-inch wheels and 235/45R17 rubber worn by the Evo IX.

As reported earlier, the Evo X features a 'Super-All Wheel Control' (S-AWC) dynamic handling system and a new six-speed Twin-Clutch Sportronic Shift Transmission (TC-SST) -- a new-generation automated manual transmission.

S-AWC regulates drive torque at each wheel by controlling a network of dynamic handling technologies, including: Active Center Differential (ACD) four-wheel drive, Active Yaw Control (AYC) rear differential, Active Stability Control (ASC), and Sports ABS brakes.

The TC-SST transmission is an automated manual transmission and is similar in principle to Volkswagen's excellent SG (Direct Shift Gearbox).
Mitsubishi claims it's "capable of executing lightning-quick upshifts with no drop-off in engine power".

TC-SST features both a console-mounted shifter and magnesium steering wheel paddle shifters and offers manual and fully automatic modes.

The transmission can operate in any one of three drive modes -- Normal, Sport and S-Sport -- and within each, the driver may choose automatic or manual shifting. Sport
mode uses higher shift points (in Automatic) and quicker shifting.

All sounds good on paper. Stand by for our next report on the Evolution X from the next week's Australian International Motor Show, where the car makes its public debut.

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