This winter I had the chance to put S-AWC to the test while visiting Complexe ICAR in Mirabel, Quebec. Mitsubishi put journalists behind the wheel of Outlander PHEV models, equipped with Yokohama BluEarth Winter V906 winter tires. Here, we’d get to try the Outlander PHEV’s various drive modes and be accompanied by a professional driver while doing so. The day started with a slow speed drive around a small circular, icy track. With the car in Snow mode, we maintained a speed of 20 km/h. The driving instructor would then tell us to give it full throttle. Immediately, the car’s S-AWC compensated for skidding and slid - ing, thanks to the mode’s programming for driving on snow. Next, we turned the mode dial to Normal mode and went through the same drill. Almost immediately, it was apparent Snow mode was much better on slip- pery surfaces. In Normal, the PHEV wanted to plow forward with marked understeer. When we gave it throttle, there was less control and grip. So, what changes when you select different terrain modes? Mechanically, nothing. Rather, the S-AWC’s software provides the vehicle with different reactions to the terrain depending on the mode selected. S-AWC has three main components. First is longitud - inal torque distribution. This is how much power is sent to the front or rear wheels. Next is lateral torque vectoring, which determines how much power is sent to the left or right wheels and controls yaw. Finally, there’s four-wheel brake control, which uses the anti- lock braking system (ABS) and active stability control (ASC) to modulate braking at each corner. The com- bination of these three things forms S-AWC, and each drive mode optimizes how the car performs in various driving situations. After a variety of laps on the circular track, it was time for an autocross course. Here, we’d navigate a track with a myriad of bends, curves, slaloms, and straight- aways to showcase S-AWC’s snow performance. Again, we started in Snow mode. The Outlander PHEV felt controlled and predictable, even when pushed. The Yokohama BluEarth Winter V906 tires bit ef- fectively into the snow and ice providing ample trac- tion. You could feel the S-AWC actively correcting the vehicle when it’d begin to rotate or slide. Sometimes the rear wheels would compensate, other times you could feel the ASC do its thing to stop a skid. For a second lap, we went back into Normal mode. As predicted, the car felt less controlled or confident. There was vast amounts of understeer and cornering
wasn’t nearly as well coordinated. It was clear the S-AWC software makes a genuine difference in vehicle performance. The Outlander PHEV’s drivetrain is very well suited for S-AWC, which is continually adjusting for road condi - tions. The gasoline engine works in conjunction with the front 85kW motor and the larger 100kW rear mo- tor to send power to where it can be best utilized based on the selected drive mode. This means quick acceleration, smooth driving and 4WD performance. Outlander PHEV also has the Innovative Pedal mode, a feature typically found on EVs only. It allows for not only one-pedal acceleration, but also deceleration. For the pièce de resistance, Kaoru Sawase, Engineering Fellow at Mitsubishi Motors Corporation Japan, gave spirited rides around the track. Sawase-San, the Godfather of S-AWC, knows the program inside and out because he helped develop it. In fact, earlier in the day he and Mitsubishi Motors Corporation C-Segment Chief Vehicle Engineer, Kentaro Honda, gave a highly technical presentation showcasing in-depth ins and outs about S-AWC.
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