Mitsubishi Lancer WRC
Marlboro Mitsubishi Ralliart
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In view of the rising speeds and increased competitiveness of the World Rally Championship, we have decided to convert our cars from Group A to the World Rally Car regulations in the vital second half of the season, replacing the Lancer Evolution Group A which has won outright at Monte Carlo, Portugal and Safari with a car built to the World Rally Car regulations. With due guidance from the technical department at the FIA, we are proud to announce that the Lancer Evolution World Rally Car has been homologated as of October 1 and the car is now ready to compete.
1. Basic Development Policies
Mitsubishi Lancer WRC
Marlboro Mitsubishi Ralliart
Unveiling ceremony in Monaco
(2 October 2001)
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The fundamental development policy, which could not always be followed under the previous Group A regulations, was to provide stability under high-speed cornering and acceleration, and to maximise the tyre contact patch with the ground. At the same time, the wheelbase has been lengthened and proven components from the current Group A Lancer Evolution have been retained where possible to enhance reliability.
Specifically:
A. The engine has been re-positioned to improve weight distribution front to rear.
B. Wheel travel has been lengthened, thanks to larger front and rear wheel arches.
C. Cooling has been improved following a change in the intercooler position.
D. Throttle response has been improved.
Mitsubishi Lancer WRC
Marlboro Mitsubishi Ralliart
Unveiling ceremony in Monaco
(2 October 2001)
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Tommi Makinen has confirmed that increased suspension travel has improved the handling, particularly the turn-in characteristics and eased loss of grip.
2. Specific modifications and their results
Reliability and durability have been proven in over 4,000 kilometres of testing already and the car at this point is an improvement over the previous Group A car. This has been established to the satisfaction of the drivers and we are looking forward to the Sanremo Rally.
Specific improvements are:
1. Engine
Under the present Group A and World Rally Car regulations, the limit imposed by the restrictor and the specified fuel makes it difficult for a great improvement in
engine output, however the following modifications have been conducted under the WR Car regulations.
Mitsubishi Lancer WRC
Marlboro Mitsubishi Ralliart
B. Lindauer, chief engineer explains new technology (2 October 2001)
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A. Lower temperature of through air intake and improvement in efficiency owing to the change in intercooler position.
B. Greater efficiency and better throttle response thanks to the change in shape of the intake and exhaust manifolds.
C. Reduction in weight of the rotating parts for better response.
D. Reduction in friction and higher accuracy of the parts for better throttle response.
E. Reduction of engine weight for improved handling characteristics.
2. Drive-train
The World Rally Car Lancer Evolution inherits the proven drive train of the Group A car and there are no major changes. The drive to the front wheels is via a clutch, which retains the adjustability of the previous model and guarantees grip under cornering and acceleration. This is because the drive-train on the present Group A car is light and efficient, with low friction loss. Power to the front differential is controlled by a multiplate clutch. Tommi Makinen’s driving style enables him to exploit the system to the full, maximising tyre performance under acceleration and braking. On the WR car there is the further addition of an electric clutch controlling the initial torque with an active control system.
3. Suspension
To take full advantage of the World Rally Car regulations, the rear suspension of the Lancer Evolution WR car has been changed to MacPherson struts.
Mitsubishi Lancer WRC
Marlboro Mitsubishi Ralliart
The Mitsubishi team - management, drivers and co-drivers
(2 October 2001)
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By lengthening the lower arm as much as possible and keeping camber change to a minimum, an improvement in stability on rough roads has been realised. Also, with the review of the suspension links it has been possible to keep dive, squat and toe changes to a minimum. This has facilitated a great improvement in traction and cornering stability, which allows maximum tyre performance.
It was also possible to lengthen the suspension arms and as a result of greater wheel travel, the camber angle at ground level has been optimised This may be said to be the major improvement in performance on our new car. The reduced change in camber angle enables the tyres to perform at their best under traction and in cornering at all speeds. Also one should note the improvement in the dive and squat characteristics under acceleration and braking together with the long wheelbase.
4. Overall drivers’ evaluation
Tommi Makinen, Freddy Loix and test driver Lasse Lampi have all mentioned the great improvement in engine performance and cornering characteristics.
The cornering characteristic is something that is backed up by our technological data, but the improvement in engine performance was not expected. We are not denying the drivers’ impressions. However, this we believe is due to the increase in wheel travel which enabled better transfer of the power to the ground through the tyre.
Makinen also commented on the increase in torque at high rpm, making for a more useable high rev range, with the added advantage of less gear changes. Test driver Lampi stressed the fact that tyre choice might become easier in competition where tyre wear and temperature is more even, front and rear. Lampi had expressed some concern at the longer wheelbase, but after testing the drivers were full of praise and keenly anticipating the Sanremo Rally.
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