Australian Car Advice | News Blog

Finally FPV has unveiled its all-new FG Falcon performance line-up, which includes the new GT-E luxury-performance model alongside the trademark GT and F6 variants.

Further differentiating its performance credentials from the standard FG Falcon range, the Ford badge will not appear on new FPV models, instead featuring prominent FPV badging on the centre grille and boot lid.

HSV GTS with Magnetic Ride Control suspension (MRC)

“An outstanding innovation, which dramatically improves ride, handling and safety”

HSV’s GTS accelerates from O-100km/h in less than five seconds. For that reason alone, it belongs to an elite club.

Even more exclusive, is its membership in the MRC club, whose members include the latest Chevy Corvette (an option on the Vette) and Ferrari’s super expensive 599 Fiorano.

The new Mitsubish Lancer Evolution X is nearly here and it was time we had a closer look at what Mitsubishi has changed and added to the latest and best Evolution.

For those in the know, the Evo as well as the STi (and their more mundane variants) have for long employed All-Wheel-Drive systems which have helped give them their cult status. Of course Turbo All-Wheel-Drive technology was a work of the Germans with Audi leading the charge in the 80s, but as usual, the Japanese are quick at adapting and mastering technology.

There are two new systems in the Evolution X, the S-AWC (Super All Wheel Control) and the new Twin Clutch SST (Sport Shift Transmission). The S-AWC is an improved drivetrain that that can dynamically regulate drive torque at each wheel while the Twin Clutch SST is pretty similar setup to Audi/Volkswagens DSG.

To begin with, the S-AWC comes standard with a whole heap of systems:

• ASC (Active Stability Control),
• ACD (Active Center Differential),
• AYC (Active Yaw Control)
• Sport ABS (Sport Antilock Brake System).

Get all that? Don’t worry, all four systems work in harmony to ensure the new Evo will improve on its supercar beating handling. The Active Yaw Control has been around for a while, and the new version is set to improve on its predecessor, you can find a good definition of active yaw control here.

There is a breakdown of all the different components that make Mitsubishi’s new Super All-Wheel-Control at the bottom of this article.

Twin Clutch SST

The highlight of the package though is the new Twin Clutch SST. Although Mitsubishi have changed the name, it is essentially a similar setup to Volkswagen/Audi’s DSG. Although we haven’t had a steer in the new Evo, we imagine if the SST is anything like DSG, it will be a winner for Mitsubishi and will undoubtedly persuade potential STi owners to change sides.

For the technically minded, the 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, hence the twin clutch.

The idea is that gears are already set before being engaged, so moving from 1st to 2nd only takes a miniscule amount of time. The DSG system in the Audi takes 8ms to change up, Mitsubishi are yet to confirm similar times for the SST (we have asked). Either way, next time you’re arguing with a mate on “it ain’t a sports car if it ain’t manual” make sure to quote those times - because as far as we know, no one can change gears that fast!

The Evolution X is expected to land in Australia by December or January, sources have told CarAdvice the Evo X (and the new STi) will retail for over $10,000 more than the Evo IX (57k)!

You can find some brand new spyshots of the production ready Evo X over at MotorAuthority.

Alborz Fallah

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.

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.

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.

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.

Yesterday we talked a little about the benefits of ESP and included a few videos to demonstrate this point. After many requests, we have sourced more videos showing the difference between vehicles equipped with ESP and those without.

Firstly, ESP on:

Looks pretty good!

ESP Off :

The benefits of ESP are clear in the second video, although, we admit, it seems as though the driver makes no attempt at correcting the vehicle’s path.

We mention the need for ESP quite a lot on Car Advice, mainly because we believe driver aid technologies such as ESP go a long way to save lives. As you read through, check out each video showing the benefits of ESP (thanks to GM Holden).

ESP (sometimes referred to as ESC) stands for Electronic Stability Program. Initially developed by Mercedes-Benz to maintain stability on the S-Class, the Germans shared this technology (without charge - much like ABS / airbags) with arch rivals BMW and the rest of the automotive world.

There are still some in the auto industry that don’t believe in the benefits, however numerous studies have shown the life saving potential of ESP.

In 2004 the U.S. National Highway and Traffic Safety Administration (NHSTA) released results of a field study in the U.S. of ESP effectiveness. NHTSA results showed that ESP reduces crashes by up to 35%.

ESP is undoubtedly of greater benefit to larger cars, studies have shown that sport utility vehicles (SUVs) with ESP are involved in 67 percent fewer accidents than SUVs without the system.

According to NHTSA research conducted in 2005, the cost of adding ESP to a vehicle averages to around $111 USD (ABS - $368 USD). In total the additional cost of both features comes out to $479 USD.

The system works by measuring many variables in real time, extra equipment for ESP systems include:

• Yaw Rate/Lateral Acceleration Sensors,
• a Steering Wheel Sensor,
• an upgraded Integrated Control Unit.

Most new cars have the benefit of ESP, however some big names, such as Toyota’s New Corolla, miss out on the technology.

Turning circle

Turning circle is the measure of how easy the car will be to park or to perform a U-turn. Usually measured kerb to kerb using the front outside tyre. Sometimes only the radius is given so for the diameter, or complete circle, multiply the radius by two. Front wheel drive cars are usually the ones worse off when it comes to a turning circle (the smaller the better) as the front wheels are unable to turn as much as the front wheels on rear wheel drive cars.

Twin cam (DOHC)

Twin cam (DOHC) also known as DOHC (double overhead camshaft). Twin cam refers to an car’s engine which has two camshafts per cylinder bank. The two act together as one is responsible for intake valves while the other acts as for exhaust valves. This is more efficient than one cam for both jobs. The idea is to provide improved fuel efficiency and performance. This system is now standard on all modern engines.

Torque

Torque also known as pulling power, pretty much the feel you get when you put your foot down on the accelerator. It is always measured in Newton metres and is should never be overlooked when it comes to purchasing a car. The general rule is the higher the better, but as it is sometimes dependent on engine capacity and turbo or superchargers, a higher torque might mean increase fuel usage. A low peak torque figure (rpm) will point to better acceleration when driving in higher gears or when pushing off from low speeds. However, high torque at high engine speeds is often seen on performance cars.

Turbocharger

A Turbocharger is a small compressor driven by the engine’s exhaust gases which increases power. Unlike a supercharger which is driven by a belt off the engine to increase power. A Turbocharger is used to increase the power output of a car by increasing the mass of oxygen entering the engine - essentially by cramming more air into the engine, more fuel can burn and hence more power can be given per cycle.

The biggest advantage of turbochargers is their considerable low weight and cost and given the excellent performance increase they are used widely. However aftermarket turbo kits can cause damange to a vehicles engine depending on the setup.

An alternative to the turbocharger and the supercharger is to use a multivalve engine, where more valves than the traditional two per cylinder move air and fuel through the engine more quickly. Nevertheless performance cars have multivalves AND turbochargers.

Sequential shift | Tiptronic-style

Sequential shift also known as “Tiptronic-style” automatic. Although the name sounds fancy it is simply an automatic transmission with the ability for the driver to change gears up or down (without a clutch) as desired. It is not a clutchless manual, which dispenses with a clutch pedal (the clutch is controlled electronically) but in most other respects it operates as a manual transmission.

The Advantages for a Sequential shift:

• It is quicker. For example, to go from 2nd to 3rd gear in a manul gearbox using the “H” pattern, the driver has to push the lever up, over and up again. Which takes a great deal more time then simply pushing the lever up
• It is the same motion to change every gear up, or down.
• Hard to cause engine and gearbox damage by putting the car into the wrong gear.

The Disadvantages for a Sequential shift:

• Doesn’t feel like a manual
• Not as fun (but we are just splitting hairs here)

The Majority of race cars (for example Formula 1) use this type of transmission. A great deal of everyday sports (Porsche) cars also use this type of transmission.