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102-424: (Redirected from Mitsubishi Evo ) Mitsubishi Evolution may refer to: Mitsubishi Lancer Evolution Mitsubishi Pajero Evolution Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Mitsubishi Evolution . If an internal link led you here, you may wish to change the link to point directly to

204-753: A 5,500 rpm limit on launching in first gear to protect the drivetrain. Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. Furthermore, the US versions of the Lancer Evolution VIII 2003–2005 were given bulkier rear bumpers than their Japanese counterparts to accommodate US safety laws in the form of the metal rear crash bar. All Evolutions have lightweight aluminum front fenders and hoods. The basic RS Edition does not come with power windows, locks, or mirrors, an audio system, rear wing, sound deadening material, map lamps or an anti-lock braking system. All Evolution VIII RS models sold in

306-647: A 6-speed manual (GT, MR) or a 5-speed automatic (GT-A). The automatic variant uses a non-MIVEC 4G63 sourced from the Evo VIII with a smaller turbo for increased low-down torque. It was only sold in Japan and imported to other countries as grey imports. VIN Searching on epic-data.com has shown there was a total of 2,924 Lancer Evolution Wagons created. This includes all GT, GT-A & MR versions even though Mitsubishi's 2005 Press Release said they intended to make 2,500 Evolution Wagons. Rarity : Approximately 50% of these cars had

408-516: A Grand Prix racing car for the Auto Union company. The high power of the design caused one of the rear wheels to experience excessive wheel spin at any speed up to 160 km/h (100 mph). In 1935, Porsche commissioned the engineering firm ZF to design a limited-slip differential to improve performance. The ZF "sliding pins and cams" became available, and one example was the Type B-70 used during

510-403: A case with a standard differential, the slipping or non-contacting wheel will receive the majority of the power (in the form of low-torque, high-rpm rotation), while the contacting wheel will remain stationary with respect to the ground. The torque transmitted by an open differential will always be equal at both wheels; if one tire is on a slippery surface, the supplied torque will easily overcome

612-420: A closer gear ratio for the 5-speed manual transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. HID headlights were no longer standard equipment on

714-578: A clutch-type limited-slip differential under the Twin Traction trademark, promoting it as an aid for driving in severe winter weather. In 1957, General Motors (GM) introduced a competing system for Chevrolet branded vehicles under the Positraction name. Within a few years, other American automotive brands introduced similar systems under a variety of names, including Safe-T-Track for GM's Pontiac brand and Anti Spin for its Oldsmobile brand, while

816-426: A cylindrical chamber of fluid filled with a stack of perforated discs rotates with the normal motion of the output shafts. The inside surface of the chamber is coupled to one of the driveshafts, and the outside coupled to the differential carrier. Half of the discs are connected to the inner, the other half to the outer, alternating inner/outer in the stack. Differential motion forces the interleaved discs to move through

918-570: A different front bumper, Red/Black Recaro seats (with embossed T. Mäkinen logo), 17-inch white Enkei wheels, a leather Momo steering wheel and shift knob, a titanium turbine that spooled up more quickly, front upper strut brace, lowered ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours, the Evo VI came in either red (Tommi Mäkinen Edition only), white, blue, black or silver with optional special decals, replicating Tommi Mäkinen's rally car's colour scheme. This car

1020-600: A digital screen climate control system. It came with Mitsubishi's 4G63 engine producing 247 PS (182 kW; 244 hp) at 6,000 rpm and 309 N⋅m (228 lb⋅ft) at 3,000 rpm. 5,000 of the first generation Evolutions were sold between 1992 and 1993. Top speed was 228 km/h (142 mph). The GSR version of the Evolution I was the only Evolution Lancer released with a viscous limited-slip rear differential ( VLSD ). The subsequent Evolution Lancer models all featured rear mechanical plate type LSD's. The Evolution II

1122-533: A factory standard on the GSR model, which used steering, throttle input sensors and g sensors to computer-hydraulically control torque split individually to the rear wheels, Mitsubishi has planned to produce the Evolution IVs only 6,000 cars, but it was completely sold out in just three days after its release. The Evolution IV can be distinguished by its two large fog lights in the front bumper (option on RS version), and

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1224-463: A larger oil cooler core, ion-coated piston rings, reinforced cylinder head and 5-layer head gasket compared to the 3 layer. According to Mitsubishi Motors of North America (info from evolutionm.net) the total production sales in the U.S. for the Evolution VIII (2003–2005) was 12,846. In 2003, the production sales for the GSR was 7,167 which was the only 2003 model year. In 2004, production sales for

1326-428: A more complex torque-split and should be considered in the case when the outputs are spinning the same speed and when spinning at different speeds. The torque difference between the two axles is called Trq d . (In this work it is called Trq f for torque friction ). Trq d is the difference in torque delivered to the left and right wheel. The magnitude of Trq d comes from the slip-limiting mechanism in

1428-668: A platform to build a race car from. It is stripped of all the creature comforts, and other upgrades that drive the price up for features that the race teams would not require. The IX MR retained the features of the Evolution VIII MR, like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator , BBS forged wheels, HID xenon headlights, foglights , accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models continued to sport Recaro bucket seats , Brembo brakes and Momo steering wheels as well. Additional revisions from 2005 included

1530-415: A resisting torque between either the two outputs, or the outputs and the differential housing. There are many mechanisms used to create this resisting torque. Types of limited-slip differential typically are named from the type of the resisting mechanism. Examples include viscous and clutch-based LSDs. The amount of limiting torque provided by these mechanisms varies by design. A limited-slip differential has

1632-474: A second). This was purported to be due to the lack of a rear wing on the RS. In a drag race , the three models are all about even. They are all capable of 0-60 mph (97 km/h) times between 4.2 and 4.5 seconds, and can run 1 ⁄ 4 mile (402 m) times ranging from 12.6 to 13.3 (12.7–13.0 USA versions) seconds depending on the model/driver. The RS model was produced for rally and racing teams who wanted

1734-762: A time, Proton entered a rebadged version called the Proton PERT. The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model lineup—the GT-A. Nicknamed the 'Grand Touring Automatic' version of the visually similar VII GSR and the RS2, the GT-A model was only produced in 2002 and had the following distinguishing interior and exterior specification: GT-A-only diamond cut finish 17-inch (431.8 mm) alloy wheels, clear rear light lenses and all-in-one style front headlights (later used on

1836-485: A top speed of 175 mph (282 km/h) while costing £48,000. BBC 's television series Top Gear demonstrated that the stock FQ-400 could keep up with a Lamborghini Murciélago around a test track. The Stig recorded a Top Gear Power Lap Time of 1 minute and 24.8 seconds (damp track), 1.1 seconds slower than the Murciélago's time of 1 minute 23.7 seconds (dry track). In a similar test conducted by Evo magazine ,

1938-467: A traditional limited-slip differential. The systems harness various chassis sensors such as speed sensors, anti-lock braking system (ABS) sensors, accelerometers , and microcomputers to electronically monitor wheel slip and vehicle motion. When the chassis control system determines a wheel is slipping, the computer applies the brakes to that wheel. A significant difference between the limited-slip differential systems listed above and this brake-based system,

2040-534: Is statically indeterminate but is in the range of ½ Trq in ±( ½ Trq d ) . Several types of LSD are commonly used in passenger cars. In this differential the maximum torque difference between the two outputs, Trq d , is a fixed value at all times regardless of torque input to the differential or speed difference between the two outputs. Typically this differential used spring-loaded clutch assemblies. These limited-slip differentials use helical gears, clutches or cones (an alternative type of clutch) where

2142-518: Is a completely separate design from the most common beveled spider gear designs seen in most automotive applications. As torque is applied to the gears, they are pushed against the walls of the differential housing, creating friction. The friction resists the relative movement of the outputs and creates the limiting torque Trq d . Unlike other friction-based LSD designs that combine a common spider gear "open" differential in combination with spring-loaded friction components that inhibit differentiation,

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2244-448: Is a significant speed difference between the right and left wheel, and internal damping to avoid hysteresis . The newest gerotor pump based system has computer regulated output for more versatility and no oscillation. An electronic limited-slip differential will typically have a planetary or bevel gear set similar to that of an open differential and a clutch pack similar to that in a torque sensitive or gerotor pump based differential. In

2346-643: Is also sometimes referred to as an Evolution 6 1 ⁄ 2 , Evolution 6.5, or TME for short. 4,092 units were produced in total and exterior styling was similar to that of its predecessor, the Mitsubishi Lancer Evolution 5. In 2001, Mitsubishi was forced by the FIA to run in the WRC using WRC rules for building a car instead of the Group A class rules, and this did not need to follow homologation rules. The Evolution VII

2448-449: Is applied in the opposite direction it behaves like an open differential. In the case of a FWD car it is argued to be safer than a 2-way differential. The argument is if there is no additional coupling on over run, i.e. a 1-way LSD as soon as the driver lifts the throttle, the LSD unlocks and behaves somewhat like a conventional open differential. This is also the best for FWD cars, as it allows

2550-421: Is designed to function in this manner, which was promoted to provide a different benefit: if one rear drive wheel momentarily leaves the ground when it hits a bump with the differential under load, the airborne wheel will not spin freely and cause the vehicle to break traction when the spinning wheel touches the ground again. A 1-way differential will provide its limiting action in only one direction. When torque

2652-550: Is far less than is required to move the vehicle. Meanwhile, the tire on the slippery surface will simply spin, absorbing all of the actual power output (which is a function of torque provided over the course of revolutions), even though both wheels are provided the same (very low) amount of torque. In this situation, a limited-slip differential prevents excessive power from being allocated to one wheel, and so keeps both wheels in powered rotation. The advantages of LSD in high-power, rear-wheel drive automobiles were demonstrated during

2754-419: Is held stationary by being mounted to the vehicle frame). This coined the terms "one wheel peel" or "one tire fire". As such, "Muscle-Cars" with LSD or "posi" (positraction) had a distinct advantage to their wheel-spinning counterparts. Mechanical limited-slip differentials are considered essential to perform a proper drift . Both limited-slip differentials and open differentials have a gear train that allows

2856-459: Is that brake-based systems do not inherently send the greater torque to the slower wheel, plus the added brake friction material wear that results from the use of such a system if the vehicle is driven in an environment where the brake-based system will activate on a regular basis. BMW 's electronic limited-slip differential used on the F10 5 Series is an example of such a system. Another example began on

2958-710: Is the Porsche PSD system used on the Porsche 928 . An additional example is the SAAB XWD ( Haldex Generation 4) with eLSD, which uses a common (electronically controlled via the vehicle computer network) hydraulic power pack to control both the longitudinal and transversal torque transfer of the XWD system. The same Haldex system is used on several other GM Epsilon based vehicles such as the Cadillac SRX etc. These systems are alternatives to

3060-581: The "grey import" market led the Evolution series to be offered through Ralliart dealer networks in the United Kingdom and in various European markets from around 1998. Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing the success Subaru had in that market the previous year with the Subaru Impreza WRX . All domestic-market versions, until

3162-521: The Ford Motor Company introduced Traction-Lok for Ford vehicles and Directed Power for its Lincoln cars. Chrysler purchased Power-Lok units from Dana Incorporated and Spin-Resistant units from Borg-Warner , marketing both under the Sure-Grip name on Chrysler, Dodge , and Plymouth vehicles. Limited-slip differentials became very popular and sought after during the muscle car era in

Mitsubishi Evolution - Misplaced Pages Continue

3264-560: The centre of gravity to produce more natural roll characteristics. Detail improvements have also been made to Mitsubishi's own electronic four-wheel drive , to the ACD 5 + Super AYC 6 traction control , and to the Sports ABS systems . The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models (first used for

3366-492: The 1960s and 1970s. Despite the myriad marketing names used by competing brands, the popularity of Chevrolet vehicles resulted in Positraction becoming a generic trademark in the U.S. for limited-slip differentials generally. The main advantage of a limited-slip differential is demonstrated by considering the case of a standard (or "open") differential in off-roading or snow situations where one wheel begins to slip. In such

3468-471: The 1992 film My Cousin Vinny , the proof of innocence of two young men falsely accused of murder relies heavily on a photograph of tire marks made by a car which has a limited-slip differential, which (as Marisa Tomei 's character famously declares in an Oscar -winning performance) "was not available on the '64 Buick Skylark ," the car driven by the defendants. She argues that the evidence proves, rather, that

3570-479: The 6-speed manual transmissions combined with the Evo IX MIVEC engine whilst the remaining wagons were GT-A versions. The most common colours were Silver, Black, Blue, and Grey. White is rare and Red was very rare. Limited-slip differential#Viscous (VLSD) A limited-slip differential ( LSD ) is a type of differential gear train that allows its two output shafts to rotate at different speeds but limits

3672-467: The ACD will almost immediately allow the center differential to go into a free state upon detecting a steering input. Additionally, this mode provides the strongest limited-slip clamping force of the three modes. Although the US versions did not come with the AYC, it did come with a rear 1.5way clutch type LSD ( limited-slip differential ), which limits the slip from both rear wheels causing less traction loss of

3774-519: The Evo X has active yaw control , including the 2006 Evolution IX. The American 2003 and 2004 GSRs are without the helical limited-slip front differential and 6-speed manual transmission. The 2004 US spec RS models, however, do have a front helical limited-slip differential. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII's 5-speed transmission. The MR edition was introduced to

3876-523: The Evolution VIII's US introduction. With its 2.0 liter, 271 hp (202 kW; 275 PS) engine, the 2003 Evolution VIII was capable of achieving a 0–100 km/h (62 mph) time of 5.1 seconds. However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII. No US-spec Evolution model prior to

3978-559: The Evolution VIII). The GT-A had the option of either no spoiler, the short spoiler (as per the Lancer Cedia ; and later used on the Evolution VIII 260) or the thunder spoiler as used on the standard Evolution VII models. The most distinguishing feature was a smooth bonnet without the NACA duct on it at all and the revised front bumper. Although offering inferior cooling capabilities, the bonnet

4080-529: The Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche 911 Carrera 4S . The Lancer Evolution VIII was also the first Evolution to be sold in the United States, spurred by the success of the Subaru Impreza WRX which had been released there just the year prior. The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as

4182-643: The FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 PS (296, 316 and 335 bhp; 221, 235 and 250 kW), respectively. An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced 371 PS (366 hp; 273 kW) at 6,887 rpm (less horsepower than its predecessor), although it had more torque at 492 N⋅m (363 lb⋅ft) at 3,200 rpm. All four models were designed to run on super unleaded petrol only. The MR FQ-360

Mitsubishi Evolution - Misplaced Pages Continue

4284-510: The GSR was 1,254 and for the RS was 263 for a total of 1,517 for the 2004 model year. In 2005 production sales for the GSR was 2,880, for the RS was 282, and for the MR was 1000 for a total of 4,162 for the 2005 model year. The National Highway Traffic Safety Administration (NHTSA) has determined crash test ratings of Lancer of different model years: Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited

4386-671: The Galant GTO). Other parts on the MR include BBS alloy wheels, the aforementioned Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, including the 260, FQ300, FQ320, FQ340, and FQ400 variants. They came with 260, 305, 325, 345, and 405 hp (194, 227, 239, 254 and 302 kW), respectively. The FQ-400, sold through Ralliart UK, produced 411 PS (302 kW; 405 hp) at 6,400 rpm and maximum torque of 481 N⋅m (355 lb⋅ft) at 5,500 rpm, from its 1,997 cc (2.0 L; 121.9 cu in) 4G63 inline-four engine ,

4488-458: The RS being 1,260 kg (2,778 lb) and the GSR being 1,345 kg (2,965 lb) (Sunroof model 1,370 kg (3,020 lb)). Much of the technical improvements for this generation were also used in the second-generation Mitsubishi RVR originally sold only in Japan but since exported to Australia and New Zealand. The Evolution IV was the last model to be considered "compact" according to Japanese dimension regulations . Many aspects of

4590-418: The RS model, which was a first in a production car. Output was rated at 280 PS (276 hp; 206 kW) at 6,500 rpm and maximum torque of 373 N⋅m (275 lb⋅ft) at 3,000 rpm. The Evolution VI received new bodywork yet again, with the most easily noticeable change being within the front bumper where the huge fog lights were reduced in size and moved to the corners for better airflow. A new model

4692-482: The SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The result is a weight savings of over 60 lb (27 kg). The fuel capacity remains the same as the Evo VIII at 14 U.S. gal (53 L). Although the RS is the lightest of the group, the RS did not manage to outperform the standard IX and the MR around a road course (even if only by fractions of

4794-509: The Second World War in the military VWs ( Kübelwagen and Schwimmwagen ), although technically this was not a limited-slip differential, but a system composed of two freewheels , which sent the whole of the engine power to the slower-turning of the two wheels. Limited-slip differentials were widely introduced by U.S. automakers in the late 1950s and were marketed under a wide variety of trademarked names. In early 1956, Packard introduced

4896-895: The US are equipped with air conditioning. The 2005 MR/RS editions came with an aluminum roof. Additionally, Evolution VIII MR Editions come equipped with a 6-speed manual transmission, Bilstein shocks, optional graphite grey color (unique to the Evolution VIII MR), optional BBS wheels and an optional vortex generator. The MR Edition also received engine updates and reliability changes, the engine updates include larger turbo diameter mouth, updated cam profiles, lighter balance shafts and changed from single wastegate solenoid to dual solenoid. Exterior changes included HID headlights, updated taillights, and MR rear badging . Interior updates included black suede Recaro seats with higher side bolsters , carbon look dash trim , and MR badging on center console. Mechanical changes saw S-AWC rear diff changes,

4998-443: The US in 2005, with ACD and the only model with a 6-speed manual transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential is now standard on all models. The boost, timing, and tuning are also significantly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States. Starting in 2005, the US model Evolutions were also fitted with

5100-419: The United States "Muscle-Car" era from the mid 1960s through the early 1970s. Cars of this era normally were rear-wheel drive and did not feature independent suspension for the rear tires (but instead used a live axle ). With a live axle, when high torque is applied through the differential, the traction on the right rear tire is lower as the axle naturally wants to turn with the torsion of the drive shaft (but

5202-457: The active center differential to change the differential locking. Each setting determines how long the ACD will delay in freeing the center differential after a steering input is made. In addition, it will determine how much locking force the ACD will exhibit on the clutch pack and center differential. When the clutch is not fully engaged, torque split can not be 50/50. Tarmac is the setting to be used in dry, paved conditions. In this setting,

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5304-619: The advertised power figures, with the Japanese-market Evolution IX reaching an alleged output of around 321 PS (236 kW; 317 hp). Various special versions available in other markets, particularly the UK, have official power outputs up to 446 PS (328 kW; 440 hp). The tenth and final generation of the Lancer Evolution, the Evolution X, was launched in Japan in 2007, and overseas markets in 2008. The Evolution X

5406-421: The available traction at a very low number. For example, the right tire might begin to spin as soon as 70 N⋅m (50 lb⋅ft) of torque is placed on it, since it is on an icy surface. Since the same amount of torque is always felt at both wheels, regardless of the speed at which they are turning, this means that the wheel with traction cannot receive more than 70 N⋅m (50 lb⋅ft) of torque either, which

5508-449: The base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims . The US versions of the Lancer Evolution IX did not come with the AYC but the ACD was still present. The drivers can select from three different driving modes, "Tarmac", "Gravel" and "Snow", and the car's computer system relatively promotes

5610-1017: The car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month. The 2.0 L (1,997 cc) 4G63 Inline-four engine has MIVEC technology ( variable valve timing ), and a revised turbocharger design boosting official power output at the crankshaft to 291 PS (214 kW; 287 hp) and torque to 392 N⋅m (289 lb⋅ft). The USDM Lancer Evolution IX models: standard (Grand Sport Rally or "GSR" in some markets), RS (Rally Sport), SE (Special Edition) and MR (Mitsubishi Racing) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features that came standard on

5712-572: The car to turn in on throttle release, instead of ploughing forward. A 1.5-way differential refers to one where the forward and reverse limiting torques, Trq d_fwd, d_rev , are different but neither is zero as in the case of the 1-way LSD. This type of differential is common in racing cars where a strong limiting torque can aid stability under engine braking. Geared, torque-sensitive mechanical limited-slip differentials use worm gears and spur gears to distribute and differentiate input power between two drive wheels or front and back axles. This

5814-428: The car were changed such as: Furthermore, the turbocharger was again improved. Torque was increased to 372.6 N⋅m (275 lb⋅ft) at 3,000 rpm. Power officially stayed the same, at 280 PS (206 kW; 276 hp). The Evolution VI's changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for

5916-529: The coupling is proportional to the input torque. With no load, the coupling is reduced to the static coupling. The behavior on over run (particularly sudden throttle release) determines whether the LSD is 1 way, 1.5 way, or 2 way. A 2-way differential will have the same limiting torque Trq d in both the forward and reverse directions. This means the differential will provide some level of limiting action under engine braking. The early Packard Twin Traction unit

6018-406: The differential and may be a function of input torque (as in the case of a gear differential), or the difference in the output speeds (as in the case of a viscous differential). The torque delivered to the outputs is: When traveling in a straight line, where one wheel starts to slip (and spin faster than the wheel with traction), torque is reduced to the slipping wheel ( Trq 2 ) and provided to

6120-565: The differential center, internal pressure rings (adjoining the clutch stack) are forced sideways by the pinion cross shaft trying to climb the ramp, which compresses the clutch stack. The more the clutch stack is compressed, the more coupled the wheels are. The mating of the vertical ramp (80–85° in practice to avoid chipping) surfaces in a one-way LSD on overrun produces no cam effect or corresponding clutch stack compression. Broadly speaking, there are three input torque states: load, no load, and over run. During load conditions, as previously stated,

6222-455: The differential. This is not serviceable; when the differential's behavior deteriorates, the VLSD center must be replaced. This style limited-slip differential works by using a gerotor pump to hydraulically compress a clutch to transfer torque to the wheel that is rotating slower. The gerotor pump uses the differential carrier or cage to drive the outer rotor of the pump and one axle shaft to drive

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6324-447: The drive wheels are minimally coupled. The amount of preload (hence static coupling) on the clutches or cones is affected by the general condition (wear) and by how tightly they are loaded. The clutch type has a stack of thin clutch-discs, half of which are coupled to one of the drive shafts, the other half of which are coupled to the spider gear carrier. The clutch stacks may be present on both drive shafts, or on only one. If on only one,

6426-528: The electronic unit the clamping force on the clutch is controlled externally by a computer or other controller. This allows the control of the differential’s limiting torque, Trq d , to be controlled as part of a total chassis management system. An example of this type of differential is Subaru’s DCCD used in the Subaru WRX STi. The Jeep Quadra-Drive II four-wheel-drive system produced beginning in 2005 utilizes this type of differential. Another example

6528-593: The engagement force of the gears or clutch is a function of the input torque applied to the differential (as the engine applies more torque the gears or clutches grip harder and Trq d increases). Torque sensing LSDs respond to driveshaft torque, so that the more driveshaft input torque present, the harder the clutches, cones or gears are pressed together, and thus the more closely the drive wheels are coupled to each other. Some include spring loading to provide some small torque so that with little or no input torque (trailing throttle/gearbox in neutral/main clutch depressed)

6630-426: The first year (1992) production of the re-styled, and new 4.6L V-8 overhead cam Ford Crown Victoria model with its optional anti-lock brakes. This option was available on the 1992 Crown Victoria, onward; on those cars equipped with anti-lock brakes. In The Beach Boys ' song " 409 ", the lyrics mention the presence of a limited-slip differential: "...My four-speed, dual-quad, Positraction 4-0-9 (4-0-9, 4-0-9)." In

6732-431: The fluid against each other. In some viscous couplings when speed is maintained the fluid will accumulate heat due to friction. This heat will cause the fluid to expand, and expand the coupler causing the discs to be pulled together resulting in a non-viscous plate to plate friction and a dramatic drop in speed difference. This is known as the hump phenomenon and it allows the side of the coupler to gently lock. In contrast to

6834-503: The front and rear, and separate rear side headrests. This model deleted the GSR's headliner-mounted sunglass holder to make room for the sunroof. The Philippines had the Evolution IX until in August 2008, which was offered in two trims, the entry-level RS offering a 5-speed manual transmission, Brembo 17-inch ventilated discs (4-Pot), Brembo 16-inch ventilated drum-in-disc (2-Pot) and almost

6936-405: The inner rotor. When there is a difference between the left and right wheels' speed, the pump pressurizes the hydraulic fluid causing the clutch to compress, thereby causing the torque to be transferred to the wheel that is rotating slower. These pump-based systems have lower and upper limits on applied pressure which allows the differential to work like a conventional or open differential until there

7038-434: The intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Mitsubishi_Evolution&oldid=999619586 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Mitsubishi Lancer Evolution The Lancer was originally intended only for Japanese markets, but demand on

7140-523: The lineup, the MR came with a revised front limited-slip differential , aluminum MR shift knob , handbrake with carbon fibre handle, 17-inch BBS wheels, aluminum roof, and a 6-speed manual gearbox. Additionally, the Evolution MR's taillights and headlights sported a new black housing. The Mitsubishi Lancer Evolution VIII MR used slick-response Bilstein shocks for improved handling . The aluminium roof panel and other reductions in body weight lowered

7242-462: The maximum difference between the two shafts. Limited-slip differentials are often known by the generic trademark Positraction , a brand name owned by General Motors and originally used for its Chevrolet branded vehicles. In an automobile, such limited-slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity. In 1932, Ferdinand Porsche designed

7344-530: The mechanical type, the limiting action is much softer and more proportional to the slip, and so is easier to cope with for the average driver. New Process Gear used a viscous coupling of the Ferguson style in several of their transfer cases including those used in the AMC Eagle . Viscous LSDs are less efficient than mechanical types, that is, they "lose" some power. In particular, any sustained load which overheats

7446-437: The new 4G63 came with MIVEC, Mitsubishi's variable valve timing technology, which drastically improves the fuel consumption by changing the valve timing on the intake cam. The MIVEC system is similar to Honda 's i- VTEC system only that it doesn't change valve lift , only intake valve timing. Three trims were available for Japan, Asia and Europe. Although all models used the same 291 PS (214 kW; 287 hp) engine,

7548-422: The newly designed tail lights on the rear, which became a standard design to Evolution V, which would become yet another trademark of the Evolution series, note the RS has no light mounts on the boot/trunk for further weight saving. This new generation was slightly heavier than previous Evo's—the GSR in particular due to the added technology systems—but to counter this, the car produced even more power—the weight of

7650-419: The output shafts to spin at different speeds while holding the sum of their speeds proportional to that of the input shaft. Automotive limited-slip differentials have some type of mechanism that applies a torque (internal to the differential) that resists the relative motion of the output shafts. In simple terms, this means they have some mechanism which resists a speed difference between the outputs, by creating

7752-403: The previous Evolution II, an RS model was available. The Lancer platform was redesigned in 1996, and along with it, the Evolution. The engine and transaxle were rotated 180° to better balance the weight and eliminate torque steer . There were two versions available, the RS and GSR. The RS version was produced as a competition car with a limited-slip front differential and a friction-type LSD at

7854-496: The previous models. New, more aggressive styling and a new nose moulding improved the air supply to the radiator, intercooler and brakes. New side skirts and rear bumper moldings and a larger rear spoiler were added to reduce lift. The engine was improved and had a higher compression ratio than before, and a new turbocharger compressor (65 mm to 68 mm ), which resulted in a power output of 270 bhp (201 kW) at 6,250 rpm, 309 N⋅m (228 lb⋅ft) at 3,000 rpm. As per

7956-411: The ramps are symmetrical, the LSD is 2 way. If they are saw toothed (i.e. one side of the ramp is vertical), the LSD is 1 way. If both sides are sloped, but are asymmetric, the LSD is 1.5 way. An alternative is to use the natural separation force of the gear teeth to load the clutch. An example is the center differential of the 2011 Audi Quattro RS 5. As the input torque of the driveshaft tries to turn

8058-406: The rear wheels. The most common setup is the 1.5 way LSD, locking on throttle and partially locking on braking. In racing, Lancer Evolutions are not equipped with AYC or ACD because it is believed that better lap times are achieved by pure driver skill without any computer based assistance systems. One of the changes from the previous iteration of the Lancer Evolution, was the change in the engine,

8160-614: The rear. It also came with GLX seats and a choice of either 15-inch or 16-inch OZ lightweight racing wheels. The RS also had wind-up windows, optional air conditioning in some models, and a few extra brace bars to strengthen the chassis, one behind the front grille and another across the boot floor, and an aluminum rear strut tower brace. The GSR and the RS shared a new twin-scroll turbocharger which helped to improve response and increase power to 280 PS (206 kW; 276 hp) at 6,500 rpm and 353 N⋅m (260 lb⋅ft) torque at 3,000 rpm. Mitsubishi's new Active Yaw Control appeared as

8262-421: The release of the Evolution IX in 2005, were limited by a gentlemen's agreement between Japanese car manufacturers to advertise no more than 280 PS (206 kW; 276 hp). However, sources say Mitsubishi had already been producing cars with more power but had been underrating the official power outputs in order to comply with the agreement. Therefore, each subsequent version has unofficially evolved above

8364-480: The remaining drive shaft is linked to the clutched drive shaft through the spider gears. In a cone type the clutches are replaced by a pair of cones which are pressed together achieving the same effect. One method for creating the clamping force is the use of a cam-ramp assembly such as used in a Salisbury/ramp style LSD. The spider gears mount on the pinion cross shaft which rests in angled cutouts forming cammed ramps. The cammed ramps are not necessarily symmetrical. If

8466-630: The result of special modifications by United Kingdom tuning firms Rampage Tuning, Owen Developments, and Flow Race Engines. The "FQ" name stands for F——ing Quick , although it is not officially recognized by Mitsubishi due to the vulgarity behind the abbreviation. At 202.8 hp (151.2 kW) per litre, it has one of the highest specific outputs per litre of any road car engine. With a curb weight of 1,450 kg (3,197 lb), it achieves 0–60 mph (97 km/h) in 3.5 seconds, 0–100 mph (161 km/h) in 9.1 seconds, 1 ⁄ 4 mile (402 m) in 12.1 seconds at 117 mph (188 km/h), and

8568-585: The same features as to that of the GSR trim in the international version. Some RS models had the SAYC option, while some did not. The MR was the top-of-the-line segment, which offered almost the same features as to that of the MR trim in the international version. All of them are powered by the same 2.0 L (1,997 cc) 4G63 turbocharged MIVEC Inline-four engine . Mitsubishi also released an Evolution IX wagon in GT, GT-A models, and MR special versions. Variants came in

8670-405: The silicone results in sudden permanent loss of the differential effect. They do have the virtue of failing gracefully, reverting to semi-open differential behavior. Typically a visco-differential that has covered 60,000 miles (97,000 km) or more will be functioning largely as an open differential. The silicone oil is factory sealed in a separate chamber from the gear oil surrounding the rest of

8772-421: The slower wheel ( Trq 1 ). In the case when the vehicle is turning and neither wheel is slipping, the inside wheel will be turning slower than the outside wheel. In this case the inside wheel will receive more torque than the outside wheel, which can result in understeer. When both wheels are spinning at the same speed, the torque distribution to each wheel is: This means the maximum torque to either wheel

8874-564: The speedo and tach. The GT-A also had additional sound deadening and privacy glass installed from the factory and the engine manifold and downpipe had been engineered to be quieter. The 5-speed W5A51 automatic gearbox had what Mitsubishi called "fuzzy logic", which meant that the car would learn what the driver's driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most Tiptronics via steering wheel + and – buttons (a pair both sides) or via selecting

8976-498: The standard model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slightly different stereo head unit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf , a 4.1-channel amplifier under the driver's seat, a powered, trunk-mounted Infinity subwoofer , black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in

9078-558: The tiptronic gate with the gear lever. Power was down a little from the standard manual cars with 272 PS (200 kW; 268 hp), while Torque was decreased to 343 N⋅m (253 lb⋅ft). The GT-A gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon. It was replaced by the Twin Clutch SST gearbox since the introduction of Evolution X. Evolution VII GT-A

9180-415: The torque bias sensing design is inherent in its design, not as an add-on, but is still an LSD type. The result is a differential that does not bind up like some LSD types and locking ones, but still gives increased power delivery under many road conditions. Examples include: Speed-sensitive differentials limit the torque difference between the outputs, Trq d , based on the difference in speed between

9282-412: The torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 PS (206 kW; 276 hp). The GSR produced 400 N⋅m (295 lb⋅ft) of torque, while the RS and GT produced 407 N⋅m (300 lb⋅ft). In the United Kingdom, the Evolution IX used a different model scheme based on the car's horsepower. There were initially three models available:

9384-454: The two output shafts. Thus for small output speed differences the differential’s behavior may be very close to an open differential. As the speed difference increases, the limiting torque increases. This results in different dynamic behavior as compared to a torque sensitive differential. The viscous type is generally simpler because it relies on hydrodynamic friction from fluids with high viscosity . Silicone -based oils are often used. Here,

9486-519: The wheels). Originally a one-off model, sales were so successful in the U.S. that by 2005 it was available in four trims. The standard GSR model was available in Japan. The RS model was provided with a 5-speed manual gearbox and standard wheels (lacking excess components, such as interior map lights, power windows /doors, and radio). The SSL trim package came with a sunroof, trunk mounted subwoofer , and leather seats. All of these trim levels also included chrome headlight and taillight housings. To round out

9588-418: Was a stripped-down version that lacked power windows and seats, anti-lock brakes , a rear wiper, and had steel wheels to weigh approximately 70 kg (154 lb) less than the 1,238 kg (2,729 lb) GSR, ready for racing or tuning. The RS version was released with a mechanical plate type rear limited-slip differential (LSD). The GSR came with all of the conveniences of a typical street car, including

9690-638: Was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR's options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp (246 kW). Yet another special edition Evolution VI was released in December 1999: the Tommi Mäkinen Edition, named after Finnish rally driver Tommi Mäkinen who had won Mitsubishi four WRC drivers championships. It featured

9792-448: Was also released in limited numbers (only 200) in the last year of production. Four models were available in the US. All models used the same 286 bhp (290 PS; 213 kW) engine. All of the American models are the same in power, but may differ in performance. The only thing that sets them apart is the Evo RS, which is 80 lb (36 kg) lighter than the MR and SE models. To

9894-597: Was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but Mitsubishi made up for this with multiple important chassis tweaks. The biggest change was the addition of an active center differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. Torque was increased again to 383 N⋅m (282 lb⋅ft) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (206 kW; 276 hp). For

9996-449: Was designed to give a cleaner line through the air with less air resistance at highway speeds. Interior could be specified with factory options of a deluxe velour interior, full leather with 4-way Power seats or the Recaro sports seats. The GT-A interior was different in that it had chromed door handles, a different instrument panel (to show the gear selection) and chrome edged bezels around

10098-467: Was increased to 256 PS (188 kW; 252 hp) from the same engine and torque was unchanged for both GSR and RS models. Most cars came with 15-inch OZ 5-spoke wheels from the factory, although some RS models sold to privateer racing teams left the factory with steel wheels. February 1995 saw the arrival of the Evolution III, following a pre-release in 1993 which had several improvements over

10200-526: Was launched on January 29, 2002, and it was available at the Galant and Mitsubishi Car Plaza dealers nationwide from February 1 of that same year, at a starting price of ¥ 3.3 million. The Mitsubishi Lancer Evolution VIII appeared in 2003, this time sporting 17-inch grey Enkei wheels, Brembo brakes and Bilstein shocks to handle traction and a 5-speed manual gearbox with 280 PS (206 kW; 276 hp) (approx. 234 bhp (237 PS; 174 kW) to

10302-664: Was produced for almost 10 years until Mitsubishi retired the Lancer Evolution in April 2016. The first Lancer Evolution used the 2.0 L turbocharged DOHC engine and AWD drivetrain from the original Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. This engine was also used in the Mitsubishi RVR with the Hyper Sports Gear trim package, and the Mitsubishi Chariot Resort Runner GT . The RS

10404-434: Was upgraded in December 1993, and was produced until February 1995. It mainly consisted of handling improvements, including minor wheelbase adjustments, lighter front swaybar that connected via swaybar links to the front struts, bodywork tweaks including a larger spoiler, and tires that were 10 mm (0.4 in) wider. This Evolution also has a 50 L (13.2 US gal; 11.0 imp gal) fuel tank. Power output

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