FAQ Drivetrain

[MTZL]

Refill Capacities
Item-------------------Capacities---------------Lubricants
TwinClutch SST-------8.0qt (7.6L)---------------DiaQueen SSTF-I
Transfer Oil------------0.85qt (0.8L)-------------DiaQueen LSD Gear Oil
AWC control fluid-----0.95qt (0.9L){includes hydraulic piping}-Diamond ATF SP III
Rear Differential Oil--0.58qt (.55L)--------------DiaQueen LSD Gear Oil
Source (Owners Manual Specifications pg 9-11)

AWC/ACD

AWC & ACD Info (http://clubralliart.com/showthread.php?t=1274)

TC-SST

Getrag SST (http://clubralliart.com/showthread.php?t=1259)

Boost vs SST (http://clubralliart.com/showthread.php?t=1365)

SST Tuning (http://forums.evolutionm.net/evo-x-engine-management-tuning-forums/552046-sst-mr-se-1st-gear-tps-limiter-found.html)

Drivetrain Fluids (http://clubralliart.com/showpost.php?p=5656&postcount=9)

DIY SST Fluid Change (http://www.clubralliart.com/showthread.php?t=1263)
Additional SST Fluid Change info (http://clubralliart.com/showthread.php?t=697&page=2)

Transfer Case Fluid Change (http://clubralliart.com/showpost.php?p=34494&postcount=23)

Rear Diff Fluid Change (http://clubralliart.com/showpost.php?p=34495&postcount=24)

[MTZL]

Mitsubishi Lancer Ralliart Equipped With Competition-Derived Active Center Differential (ACD) 4-Wheel Drive

The 2009 Mitsubishi Lancer Ralliart is the latest in a long line of high-performance 4-wheel drive (4WD) Mitsubishi models. The Lancer Ralliart All-Wheel Control (AWC) system is based on the Mitsubishi Active Center Differential (ACD), which uses an electronically controlled multi-plate clutch center differential to distribute drive torque between the front and rear wheels in response to driving conditions. The system is controlled by the AWC computer, which takes input from a variety of engine and wheel speed sensors, G-force sensors and steering angle sensor information.

The AWC computer uses a proprietary Mitsubishi algorithm to calculate action of the ACD unit in response to road conditions. The ACD provides an excellent balance between steering response and traction characteristics and allows the driver to set system response parameters using a “Tarmac, Gravel, Snow” selector.

The ACD is essentially the same that was used in the previous-generation Lancer Evolution (Evolution IX in other markets.) Likewise, the helical limited-slip front and mechanical limited-slip front rear differentials are adapted from the previous-generation Lancer Evolution.

(The new-generation Lancer Evolution, in comparison, is equipped with the Super All-Wheel Control system featuring both the Active Center Differential and the Active Yaw Control torque-vectoring rear differential.)

Active Center Differential (ACD)

The heart of any four-wheel drive system is the means of power distribution, which is a key to establishing the vehicle’s handling behavior. First employed on the Japanese-market Evolution VII model, Mitsubishi’s Active Center Differential (ACD) made its North American debut in the previous-generation Lancer Evolution models. (The track-handling capability of that model was only recently eclipsed by the new-generation Lancer Evolution with Super All-Wheel Control system featuring both ACD and the Active Yaw Control torque-vectoring rear differential.)

The ACD splits torque up to 50:50 between the front and rear wheels using an electronically controlled hydraulic multi-plate clutch. The All-Wheel Control computer optimizes ACD clutch cover clamp load for different driving conditions, regulating the differential limiting action between a free state (where torque is split equally between front and rear wheels) and a locked state to optimize the torque split and thereby produce the best balance between traction and steering response.

The maximum limited-slip torque of the ACD multi-plate clutch is about three times that of a conventional viscous coupling. The hydraulic unit housed in the engine compartment regulates the hydraulic pressure of the multi-plate clutch within the range of zero to 145 PSI.

The All-Wheel Control computer takes data input from various sensors to continuously calculate the ACD ‘s limited-slip torque. Steering wheel angle, throttle opening, wheel speeds, and the vehicle’s longitudinal and lateral movements are constantly measured to determine the vehicle’s path of travel. Using this data, the AWC computer determines whether limited-slip torque should be increased or decreased at any given time.
As in the Lancer Evolution, the Lancer Ralliart offers three driver-selectable traction modes for the ACD, changeable while the car is moving using a switch on the dash: “Tarmac” for dry, paved surfaces; “Gravel” for wet or rough surfaces, and “Snow” for snow-covered surfaces.
In each mode, the ACD adjusts center differential locking behavior to suit the road conditions. The car’s other dynamic handling systems respond to the road conditions and driver input. The multi-information monitor, located between the tachometer and speedometer, displays the selected ACD mode and also provide status indicators for ACD operation.

Active Stability Control (ASC) with Traction Control (TCL)

Integrated management of the ASC and ABS systems allows seamless control of vehicle dynamics when accelerating, decelerating or cornering. The ASC system, which includes stability control and traction control, helps to maintain optimum traction by regulating engine power and the braking force at each wheel. ASC helps the driver follow a chosen line more closely by comparing the car’s path (as determined from yaw rate sensor data) to the desired path (as determined from steering inputs) and applies individual wheel braking or throttle control to correct any divergence. ASC also enhances vehicle stability by helping to prevent wheel spin on slippery surfaces, and helping to prevent sliding as the result of sudden steering inputs. Communication between ASC and the TC-SST ensures that the transmission selects and holds the best gear during cornering.

Increasing braking force on the inside wheel during understeer and on the outer wheel during oversteer situations, ASC helps maintain stability through cornering, and also enhances stability for hazardous road conditions. ASC is programmed to allow performance driving and can be turned off by pressing and holding the ASC button for five seconds. Turning off ASC does not compromise operation of the car’s 4WD.

Limited-Slip Front and Rear Front Differentials

A helical gear-type limited-slip front differential reacts to torque input to govern side-to-side torque distribution at the front wheels. A mechanical limited-slip differential performs that task for the rear wheels.

The helical limited slip front differential, which is installed in the ACD transfer case, constantly biases torque to the wheel that has more traction. This type of differential reacts to torque input. Under straight-line acceleration, power remains evenly split between the front wheels. While cornering or accelerating out of a turn, the helical LSD directs power away from the inside wheel and toward the outside wheel, allowing the driver to begin accelerating earlier and exit the turn at a higher speed, without losing traction.

The helical front differential can also compensate for loss of traction when the front wheels are on slippery surfaces, biasing torque to the wheel with the best traction. In the rear, a plate-style, 1.5-way limited slip differential (also inherited from the previous-generation Lancer Evolution) is a competition-proven design for providing traction and durability.

[MTZL]

Reserved for SST.

Getrag SST (http://clubralliart.com/showthread.php?t=1259)

Boost vs SST (http://clubralliart.com/showthread.php?t=1365)

SST Tuning (http://forums.evolutionm.net/evo-x-engine-management-tuning-forums/552046-sst-mr-se-1st-gear-tps-limiter-found.html)

Drivetrain Fluids (http://clubralliart.com/showpost.php?p=5656&postcount=9)

SST Fluid Change (http://clubralliart.com/showthread.php?t=697&page=2)

[MTZL]

http://www.youtube.com/watch?v=a2l2JsbFoR0

[MTZL]

http://www.youtube.com/user/Brettmiddleton#p/u/1/DRr3TGbBWhM

[MTZL]

MsklJNViiXw

I have spent countless hours trying to understand how ACD works
this vid with computer animation is great info.

Enjoy! I did.

http://farm2.static.flickr.com/1144/1346524649_8a86082f78.jpg

ny2w0ht50TY

[Mkid]

Is the one in our car tunable like that?

[razorlab]

Is the one in our car tunable like that?

Yes it is. ACD ECU

[Mkid]

So does that mean, in theory, that you could make our cars full time RWD by tuning the ACD to send all power to the rear wheels?

[razorlab]

So does that mean, in theory, that you could make our cars full time RWD by tuning the ACD to send all power to the rear wheels?

No.

50/50 all the time, 24/7 365

ACD is just lock-up strategies. You can never get more then 50 to the rear. Ever.

[TheBlackBeast]

No.

50/50 all the time, 24/7 365

ACD is just lock-up strategies. You can never get more then 50 to the rear. Ever.

So what you are saying then, there is a chance I could get 69% in the rear...
Thanks for confirming. :D

[MTZL]

No, only half the engine power to the rear.

http://www.youtube.com/watch?v=9aqNylF-nco&feature=related

Alot of thing changes how much/how long LSD/differential are working according to driver input.
:cool: kinda like self adjusting LSD for all four wheels & diff for front & rear.

Wonders of computers...:)

[MTZL]

http://www.motec.com/mdc/mdcoverview/

Functionality

The MDC is used to adjust the torque split between the front and rear differentials to achieve greater control over handling characteristics such as traction, braking on loose surfaces, turn-in response, and understeer on both corner entry and exit.
The centre differential is essentially a limited slip differential with adjustable preload. The preload is proportional to the fluid pressure in the centre differential. The MDC works by regulating solenoid current, which in turn, controls the fluid pressure. When no pressure is applied (0% lock) the centre differential operates as an 'open diff'. With increasing fluid pressure (increasing percentage lock) the preload increases, requiring more torque difference between front and rear wheels before the centre differential will slip.

There are six selectable control modes: 0% lock, 100% lock and four user-configurable modes. These modes can be cycled through using the factory dash mounted ACD button.

MDC Manager Software


This Windows-based software is used to create, edit and send a configuration file to the MDC. The configuration file determines exactly how the MDC unit will operate.
The Mitsubishi Diff Controller can be configured with an acceleration table, a braking table and a desired slip table.

[MTZL]

http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0042-2.jpg
VALVE BODY AND SOLENOIDS
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0074.jpg
TCU CIRCUIT BOARD AND TEMPERATURE SENSOR
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0065.jpg

http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0061.jpg
MAGNETIC GEAR COUNTERS
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0048-1.jpg
PISTON "A" UNDERGOING R&D
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0068.jpg
CLEAR RESIGN INSIDE CIRCUIT BOARD
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0019-4.jpg
TOP PLATE OF VALVE BODY
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0027-5.jpg

LOWER PLATE OF VALVE BODY (looks like a maze)
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0033-2.jpg

SANDWICH PLATE BETWEEN UPPER AND LOWER VALVE BODY
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0031-3.jpg

SST MECHANICAL OIL PUMP... UPGRADES
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0025-5.jpg

SST TORQUE DAMPER
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0011-4.jpg

SST TORQUE DAMPER INTERNALS (Heavy Duty torque damper coming)
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0005-4.jpg

http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0002-3.jpg

http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0010-4.jpg

http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0009-5.jpg

http://i410.photobucket.com/albums/pp189/SSPKris/DSC03470.jpg

http://i410.photobucket.com/albums/pp189/SSPKris/DSC03472.jpg

http://i410.photobucket.com/albums/pp189/SSPKris/DSC03475.jpg

http://i410.photobucket.com/albums/pp189/SSPKris/DSC03479.jpg

SST PRESSURE PORTS
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0004-5.jpg

1st-6th GEAR SOLENOID RAIL

http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0003-3.jpg

OEM FACTORY PLUG
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0002-4.jpg

SOLENOID TESTING...
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0001-3.jpg

Close look at the 3 different types of SST solenoids.
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0001-4.jpg
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0006-5.jpg
http://i410.photobucket.com/albums/pp189/SSPKris/DSC_0011-5.jpg

[BravoZero]

Wow, good stuff.

[sstevojr]

Wow, crazy looking internals. Is it just me or does the OEM Factory Plug have one of those cell phone QR Codes.

[BravoZero]

Is it just me or does the OEM Factory Plug have one of those cell phone QR Codes.

They're becoming more popular for inventory purposes with companies. Our company uses them for maintaining files, neat stuff.

[KrazyRA]

When is SSP going to come out with a tougher SST that won't take a dump at 57k miles? It would be nice if SSP come out with a rebuild kit for the SST, so we don't have to buy a new SST from dealership for $9-12k when it takes a dump.

[sstevojr]

57K, that's a very specific number :confused:

[BravoZero]

He posted in another thread that his SST was about to give out, I guess his current mileage is around 57k.

[TrailBrake]

When is SSP going to come out with a tougher SST that won't take a dump at 57k miles? It would be nice if SSP come out with a rebuild kit for the SST, so we don't have to buy a new SST from dealership for $9-12k when it takes a dump.

Agreed.

Even if the price is a few grand, add in labour, and that's still cheaper than a $tealership replacement.

[BravoZero]

Agreed.

Even if the price is a few grand, add in labour, and that's still cheaper than a $tealership replacement.

Even then... I would need to see proof that it's a heck of a lot more durable before I spend a couple grand on it. Hell... you could do that, have the transmission still crap out on you, then you'll be out even more money.

Be lucky... at least you don't have to pay $16k for a new transmission like the BMW 335's.

[MTZL]

You will need a level ground & all four on jack stands or a lift.
Also a pump to pump the fluid in.

http://i1169.photobucket.com/albums/r510/MTZLpb/TransferCasefluidchange.jpg

http://i1169.photobucket.com/albums/r510/MTZLpb/TransferCasefluidchangecont.jpg

[MTZL]

You will need a level ground & all four on jack stands or a lift.
Also a pump to pump the fluid in.

http://i1169.photobucket.com/albums/r510/MTZLpb/RearDiff.jpg

http://i1169.photobucket.com/albums/r510/MTZLpb/RearDiffFluid.jpg

http://i1169.photobucket.com/albums/r510/MTZLpb/RearDiffFluidlevel.jpg

[caduprado]

Guys, hope you don't mind me ressuscitating this thread.

I've read most of the links here (except for all the internals of the SST) and have learned a lot from this whole forum.

I have a question... For racing purposes, is it better to turn off the ASC? What do you guys think?

Thanks!

[TrailBrake]

Once you get at a level beyond an absolute beginner on the track, ASC should be turned off for lapping on a dry track. You may wish to leave it on if you do track days in heavy rain.



Guys, hope you don't mind me ressuscitating this thread.

I've read most of the links here (except for all the internals of the SST) and have learned a lot from this whole forum.

I have a question... For racing purposes, is it better to turn off the ASC? What do you guys think?

Thanks!

[caduprado]

Thanks for the answer! Why is that? Because the car might cut the acceleration?

Thanks!

[Jackal]

The Answer is yes!
You can have your foot to the floor and may need to stay on the gas pedal to complete a maneuver like getting the hell out of the way of someone who has lost control. But as soon as the wheel sensors detect spin or slide your gas pedal goes dead leaving you in a potentially dangerous situation until such time as it thinks you have regained traction.

[caduprado]

Thanks, Jackal!!