2010 Mitsubishi Lancer Evolution X

Press release

While remaining true to the core values that have made the Lancer Evolution synonymous with thrilling performance, the next-generation 2010 model offers new premium features and user technology options for a more refined everyday driving experience.

The boldly styled 2010 Lancer Evolution showcases the latest performance and handling technology, including an all-aluminum 291-hp 2.0-liter turbocharged/intercooled engine and the Super-All Wheel Control (S-AWC) dynamic handling system. S-AWC offers an extraordinary level of grip and control at each wheel, going well beyond the capabilities of other all-wheel drive systems.

Three different Lancer Evolution models will be offered in the U.S. market for 2010: the GSR with a 5-speed manual transmission and the Lancer Evolution MR and MR Touring, both with a 6-speed Twin-Clutch Sportronic Shift Transmission (TC-SST), a new-generation automated manual transmission. The MR model is equipped exclusively with Bilstein shock absorbers and Eibach springs, two-piece front brake rotors for better heat dissipation, BBS forged-alloy wheels, HID headlamps and additional interior features. The MR Touring model adds to the MR’s impressive list of features with such premium options as a power glass sunroof, leather seating surfaces with heated front seats, rear lip spoiler, automatic on/off headlamps, insulated front windshield glass, and improved sound insulation. The GSR is now also available in Rotor Glow Orange.

Design Evolution

The 2010 Lancer Evolution design makes a maximum performance statement, blending concept car themes and sound aerodynamic principles while conveying the brand’s rally heritage. A shark-nosed front end inspired by jet fighter air intakes, a distinct wedge-like profile and crisp, taut lines highlight the basic design. New for 2010 are updated larger side air dams, tail lamps with black extensions and a short pole 200mm antenna. The new Lancer Evolution looks the part of a street-wise sports machine with its unique front end, aggressively sloping hood with integral air scoop and engine heat outlets, boxed fenders and 18-inch wheels.

Inside, the Lancer Evolution presents a "class up" approach and shows a new international flair. Available user technology, including high-end Rockford Fosgate® audio and navigation systems, reflects the tastes of a broadening customer base.

2.0-Liter Turbocharged Engine

A 2.0-liter intercooled and turbocharged DOHC inline 4-cylinder engine, based on a reinforced cast-aluminum cylinder block, powers the 2010 Lancer Evolution. The 4B11 T/C engine employs a direct-acting valvetrain for reduced weight and MIVEC variable valve timing is used on both the intake and exhaust camshafts. The rear-located (firewall side) stainless steel exhaust manifold helps improve weight distribution and the free-breathing exhaust system features a large-volume main muffler with dual tailpipe outlets.

Keeping with the Lancer Evolution’s sporty background, the 4B11 produces a healthy 291 hp at 6,500 rpm and 300 lb.-ft. of peak torque at 4,400 rpm. Even with these solid power figures, the Lancer Evolution models feature a highway fuel economy rating of 22 MPG.

TC-SST Automated Manual Transmission

Exclusive to the Evolution MR and MR Touring models for 2010, the 6-speed Twin-Clutch Sportronic ShiftTransmission (TC-SST) is an automated manual transmission capable of executing lightning-quick upshifts with no drop-off in engine power. The TC-SST features both a console-mounted shifter and magnesium steering wheel paddle shifters and offers manual and fully automatic modes.

Essentially, the TC-SST is a manual transmission that can select two gears at a time: one gear is engaged by one of the two wet multi-plate clutches, and the other is pre-selected, awaiting to be engaged by the second clutch. The gear change is made – either manually or automatically depending on mode selected – when the electro-hydraulically operated clutches are "swapped," which occurs simultaneously, with no perceptible lag time.

The TC-SST offers three drive modes – Normal, Sport and S-Sport – and within each, the driver may choose automatic or manual shifting. Sport mode uses higher shift points (in Automatic) and quicker shifting to deliver instant throttle response for better performance feel. Sport mode is also useful for driving in mountainous areas or when engine braking is required. The S-Sport mode can be selected for performance driving situations, such as track events.

Super-All Wheel Control (S-AWC)

In the 2010 Mitsubishi Lancer Evolution, Super All-Wheel Control (S-AWC) regulates drive torque at each wheel by controlling a network of dynamic handling technologies, including: Active Center Differential (ACD) 4-wheel drive, Active Yaw Control (AYC) rear differential, Active Stability Control (ASC), and Sports ABS brakes.

The ACD splits torque up to 50:50 between the front and rear wheels using an electronically controlled hydraulic multi-plate clutch. With input from the S-AWC computer, ACD regulates the differential limiting action to optimize the front/rear wheel torque split. The S-AWC computer takes data input from steering wheel angle, throttle opening, wheel speeds, and the vehicle’s longitudinal and lateral movements to determine the vehicle’s path of travel. As the previous Lancer Evolution did, the 2010 model offers three driver-selectable traction modes: Tarmac, Gravel and Snow.

The innovative AYC rear differential uses a torque transfer mechanism to control rear wheel torque differential for different driving conditions, enhancing cornering performance by limiting the yaw moment acting on the vehicle. The AYC differential in the 2010 Lancer Evolution model features yaw feedback control using a yaw rate sensor and also braking force control via ASC. Both models use a helical gear-type limited-slip front differential.

Specially Engineered Chassis

The super-stiff structure, optimized chassis systems, wider use of aluminum for the engine, body, and chassis components, as well as greater use of high-tensile steel, all play important roles in the Lancer Evolution’s Super-All Wheel Control concept. The roof, hood, front fenders and both the front and rear bumper beams are aluminum. For better weight distribution, the vehicle battery and the windshield washer fluid tank are located in the trunk area.

The Lancer Evolution features its own unique suspension system, including inverted struts in front and a rear multi-link configuration. Race-proven forged aluminum components reduce unsprung weight. Both MR models substitute Eibach springs and Bilstein shock absorbers for even better handling performance. Due to the high rigidity of the global C-platform, the Lancer Evolution’s suspension can be tuned to provide a more compliant and stable ride without compromising handling performance.

The standard 18 x 8.5-inch wheels (Enkei cast-alloy on GSR and BBS® forged-alloy on MR) carry 245/40R18 Yokohama ADVAN asymmetrical performance tires. Both the MR and GSR models employ the same size rotors (13.8-in. diameter in front and 13.0-in diameter in the rear), and the MR models use two-piece front rotor construction to reduce weight. (The 2-piece disc is 2.9 lbs. lighter per wheel.) Both models use 4-piston calipers in front and 2-piston calipers in the rear.

Better Everyday Driver

Further balancing performance with value and luxury, Mitsubishi has been able to equip the
Lancer Evolution to be a markedly better car for everyday driving. A new high-contrast multi-color LCD instrument meter enhances visibility while a leather parking brake lever with chrome release button adds a premium feel. The MR and MR Touring see the increased addition of Phantom Black interior accents with storage compartments and a standard FAST Key™ entry system. FAST Key allows the driver to unlock the vehicle simply by having the remote in a pocket or purse and grasping the handle on either of the front doors or the trunk.

New for 2010, the Lancer Evolution MR Touring model offers a premium, upscale feature package geared towards everyday driving. Adding to the MR’s premium feel, the MR Touring includes such further options as a power glass sunroof, leather seating surfaces with heated front seats, rear lip spoiler, automatic on/off headlamps, insulated front windshield glass, and improved sound insulation.

Available user technology, including Rockford Fosgate® audio and navigation systems, reflects the tastes of a broadening customer base. A hands-free Bluetooth™ cell phone interface system is now standard on all models, as well as an MP3 auxiliary input jack . The MR and MR Touring models now feature a standard Rockford-Fosgate Punch® 710-watt (max.) premium sound system with 10-in. subwoofer, plus a 6-disc in-dash CD changer with MP3 capability, and SIRIUS® Satellite Radio and a three-month service subscription.

The available Sight, Sound and Spoiler Package for the Lancer Evolution GSR combines the HID headlights, large rear spoiler and the Rockford-Fosgate Punch® 710-watt (max.) premium sound system with 10-in. subwoofer, plus a 6-disc in-dash CD changer with MP3 capability, FAST-key and SIRIUS® Satellite Radio with a three-month service subscription.

Safety

The 2010 Lancer Evolution is built around Mitsubishi’s next-generation Reinforced Impact Safety Evolution (RISE) unibody design. The RISE body structure disperses energy loads during side and rear crashes and controls distortion, enhancing occupant protection and also helping to protect the fuel system during a rear impact.

The 2010 Lancer’s safety package is one of the most comprehensive in the segment and includes an advanced dual front air bag supplemental restraint system (SRS) with occupant sensors, standard front seat-mounted side-impact air bags and side curtain air bags, plus a driver’s knee air bag. The standard anti-lock braking system (Sports ABS) integrates electronic brake-force distribution (EBD), and all Lancer models feature a tire pressure monitoring system.

 ----

Super-All-Wheel Control (S-AWC) For Supercar Handling 

The previous-generation Lancer Evolution set the bar high for handling performance, and it represented the ultimate development of the previous platform. In the latest Mitsubishi Lancer Evolution, Super All-Wheel Control (S-AWC) begins a new era for dynamic handling control in high-performance sport sedans.

S-AWC is not simply the name of an all-wheel drive system, but an advanced vehicle dynamics control network that reads and reflects driver intent in real time. This system regulates drive torque at each wheel by controlling a network of dynamic handling technologies, including: Active Center Differential (ACD), Active Yaw Control (AYC) rear differential, Active Stability Control (ASC), and Sport ABS brakes.

Super All-Wheel Control in the Lancer Evolution will be consistent in all world markets. Integration of Active Stability Control (ASC) provides a significant advance in both dynamic capability and safety. S-AWC’s integrated control system provides better overall stability and performance compared to systems in previous Lancer Evolution models that controlled ACD and AYC (in markets where offered) independently.

It is important to note, too, that the global platform that underpins the 2010 Lancer (and Outlander) was designed from the start for the highest-performance variant. The super-stiff structure, optimized chassis systems, wider use of aluminum for the engine, body, and chassis components, as well as greater use of high-tensile steel, all play important roles in the Super-All Wheel Control concept.

[Mitsubishi applies the All-Wheel Control philosophy in its Outlander SUV, although in that vehicle AWC controls a completely different array of components and systems designed specifically for all-weather traction performance.]

An Evolution of Mitsubishi Four-Wheel Drive Performance

Super All-Wheel Control is the culmination of more than 20 years of Mitsubishi road and rally four-wheel drive innovation and experience. In the U.S., some of the most memorable four-wheel drive road cars in recent times have worn the Mitsubishi badge: the first Eclipse GS-X 17 years ago; the incomparable 3000 GT VR-4 in the 1990s; the Galant VR-4 that achieved instant cult status, and of course the Lancer Evolution that brought Mitsubishi’s rally-conquering technology and performance to the showroom. As a result, the Lancer Evolution offers an extraordinary level of dynamic control at each wheel, going well beyond the capabilities of other all-wheel drive systems.

Following is a description of each part of the Super-All Wheel Control system:

Active Center Differential (ACD) Overview

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. Many vehicles today offer all-wheel drive systems, and most of these are designed to enhance traction in slippery road conditions.

Some are as simple as a viscous coupling that passively transfers torque away from slipping wheels in reaction to wheel spin; others are more complex and designed to meet specific performance goals. Lancer Evolution models have always featured a performance-oriented full-time four-wheel drive system.

First employed on the Japanese-market Evolution VII model, Mitsubishi’s Active Center Differential (ACD) made its North American debut in the Lancer Evolution models. Combined with a helical limited-slip front differential (also used in the 2010 model) ACD helped raise the previous-generation Evolution’s already stellar handling performance to a new level.

How ACD Works

The ACD splits torque up to 50:50 between the front and rear wheels using an electronically controlled hydraulic multi-plate clutch. The ACD’s electronic control unit (ECU) 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 front/rear wheel 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 S-AWC 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, S-AWC determines whether limited-slip torque should be increased or decreased at any given time.

As the previous Lancer Evolution did, this model 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, S-AWC 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 and AYC operation. The driver can see at a glance how each differential is acting.

Active Yaw Control (AYC) Overview

The 2008 Lancer Evolution was the first U.S. market Evolution model to incorporate the innovative AYC rear differential, which carries over in the 2010 model. The first component of its type, AYC was first used in the Lancer Evolution IV model in 1996. In 2003 Mitsubishi switched from using a bevel gear to a planetary gear differential, doubling the amount of torque AYC was able to transfer. The AYC in the 2010 Lancer Evolution retains the planetary-gear differential.

The AYC differential uses a torque transfer mechanism to control rear wheel torque differential for different driving conditions, enhancing cornering performance by limiting the yaw moment acting on the vehicle. AYC also acts like a limited-slip differential by controlling rear wheel slip to improve traction. The AYC differential in the 2010 Lancer Evolution model now adds yaw feedback control using a yaw rate sensor and also gains braking force control via the Active Stability Control (ASC) system.

By controlling the amount of torque transmitted to the rear wheels when there is less traction, or a difference in grip on the road surface, AYC also helps to improve acceleration and stability on slippery roads. Again, it is aided in the 2010 Lancer Evolution model in this respect by the integration of ASC. Mainly, though, AYC was designed as a performance-enhancing system to enable greater stability during high-speed cornering and, ultimately, higher cornering grip.

How AYC Works

The AYC differential actively splits torque between the right and left rear wheels, effectively changing the yaw moment of the vehicle as needed for a given cornering situation. Like ACD, AYC is controlled by the S-AWC computer, using inputs from steering wheel angle, throttle opening, individual wheel speeds, and longitudinal and lateral movements.

The AYC features two sections - the rear differential and the left/right power split control section. Within the power-split section are two hydraulic clutches - one each for the left and right axles. During cornering maneuvers, the right or left clutch - taking input from the S-AWC computer - will act on the differential to increase torque to the outside rear wheel and reduce the torque level to the inside rear wheel. This action changes yaw movement of the vehicle, influencing it to steer inwards and reducing the amount of slip on the front tires, thus reducing understeer.

Active Stability Control (ASC) Overview

Integrated management of the ASC and ABS systems allows S-AWC to effectively and seamlessly control 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.

How ASC Works

It is important to note that S-AWC does not use stability control to vary torque distribution, as some other all-wheel drive systems have done: It is S-AWC that actively controls front-to-rear torque distribution through the ACD, and rear wheel side-to-side torque distribution through AYC. A helical limited-slip front differential reacts to torque input to govern side-to-side torque distribution at the front wheels.

With ASC activated, S-AWC can exert even more control over vehicle behavior in on-the-limit driving situations. Increasing braking force on the inside wheel during understeer and on the outer wheel during oversteer situations, ASC works in concert with torque transfer regulation to allow higher levels of cornering performance and vehicle stability.

Using engine torque and brake pressure information in the regulation of the ACD and AYC components allows S-AWC to determine more quickly whether the vehicle is accelerating or decelerating.

ASC is programmed to allow performance driving and can be turned off for track driving; turning off ASC does not compromise operation of the car’s ACD or AYC differentials. Of special note to track racers, however, holding down the "ASC off" button for three seconds will also disengage the AYC brake-control function.

Sport Anti-lock Braking System (Sport ABS)

ABS can help the driver to maintain steering control and help keep 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 previous-generation Lancer Evolution. (See Chassis section in this press kit for details on braking system.)

Helical Front Differential

The helical-type limited slip front differential constantly biases torque to the wheel that has more traction. This type of differential reacts to torque input - it is not actively controlled like ACD or AYC. 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. Because the front differential uses gears, it is stronger and more durable than other types of LSDs, with no plates or clutches that can wear out and require replacement.

 ----

Specifications

ENGINE

• Engine Type 2.0L MIVEC I4 turbocharged/intercooled
• Engine Code 4B11 T/C
• Valve Train DOHC, 16-valve, Mitsubishi Innovative Valve-timing Electronic Control system (MIVEC)
• Displacement (cu in./cc) 122/1998
• Bore x Stroke (in./mm) 3.4 x 3.4 / 86.0 x 86.0
• Compression Ratio 9.0:1
• Horsepower @ RPM (BHP) (Fed./Cal.) 291 @ 6500
• Torque @ RPM (lb-ft.) (Fed./Cal.) 300 lb.-ft. @ 4000
• Engine Block Aluminum
• Cylinder Heads Aluminum
• Redline RPM 7,000
• Fuel System MPI
• Emissions Fed: Tier 2 bin 5
• Recommended Fuel Premium Unleaded, 91 AKI min.
• Radiator Core size (mm) 700 x 408 x 27
• Engine Oil Type 5W-30
• Engine Oil Capacity (qt./l) 5.0/4.8 (filter + 0.3 qt; cooler + 0.5 qt.)

TRANSMISSION

• Type 5-speed manual (6-speed TC-SST)
• Ratios 
• 1st 2.857 (3.655)
• 2nd 1.950 (2.368)
• 3rd 1.444 (1.754)
• 4th 1.096 (1.322)
• 5th 0.761 (1.008)
• 6th   (0.775)
• Reverse 2.892 (4.011)
• Final Drive 4.687 (4.062)

SUSPENSION

• Front MacPherson type strut (inverted strut) with forged aluminum control arms MR adds : [Eibach springs and Bilstein shock absorbers]
• Front Stabilizer Bar Diameter (mm) 25
• Rear Multi-link type suspension with forged aluminum control arms MR adds : [Eibach springs and Bilstein shock absorbers]
• Rear Stabilizer Bar Diameter (mm) 23

EXTERIOR DIMENSIONS

• Wheelbase (in./mm) 104.3/2650
• Length (in./mm) 177.0/4495
• Width (in./mm) 71.3/1810
• Height (in./mm) 58.3/1480
• Track, Front (in./mm) 60.8/1545
• Track, Rear (in./mm) 60.8/1545
• Min. Ground Clearance (in./mm) 5.3/135

INTERIOR DIMENSIONS

• Passenger Seating Capacity 5
• Passenger Volume (cu. ft.) 100.2
• Luggage volume (cu ft) 6.9
• PASSENGER SPACE GSR / MR
• Front Head Room (in./mm) 40.6/1031
• Front Shoulder Room (in./mm) 54.7/1389
• Front Hip Room (in./mm) 53.3/1355
• Front Leg Room (in./mm) 42.5/1079
• Rear Head Room (in./mm) 36.9/937
• Rear Shoulder Room (in./mm) 54.3/1378
• Rear Hip Room (in./mm) 54.1/1373
• Rear Leg Room (in./mm) 33.3/846

WEIGHTS

• GVWR (lbs/kg) GSR: 4542 MR: 4542
• Curb Weight (lbs./kg) GSR GSR: 3517 / 1595 MR: 3594 / 1630
• Weight Distribution (% f/r) GSR GSR: 56.7 / 43.3 MR: 57.4 / 42.6
• WHEELS & TIRES GSR / MR
• Wheel Type GSR: Enkei cast aluminum alloy MR: BBS® forged aluminum alloy
• Wheel Size 18 x 8.5 in. 5JJ
• Tire Type Yokohama ADVAN asymmetrical performance tread
• Tire Size P245/40R18 93Y
• Spare Tire T145/70R18 107M

STEERING

• Type Rack-and-pinion, Hydraulic Power Assist
• Ratio 13.3:1
• Turn Circle – Curb to Curb (ft/m) 38.7 / 11.8
• Turns – Lock to Lock 2.27
• BRAKES GSR / MR
• Front Brake Type Ventilated disc with 4-piston caliper MR adds : [Two-piece rotor for weight reduction]
• Front Brake Diameter (in/m) 13.8/350
• Rear Brake Type Ventilated disc with 2-piston caliper
• Rear Brake Diameter (in/m) 13.0/330
• Anti-Lock Brakes 4 sensor, 4 channel Sports ABS with EBD
• Swept Area – front (sq in) 341.6
• Swept Area – rear (sq in) 267.2
• Total Swept Area (sq in) 608.8

ELECTRICAL

• Battery 65D26L
• Alternator (Amps) 130A
• FUEL CAPACITY GSR / MR
• Fuel Tank Capacity (gal./l) 14.5 / 55

EPA ESTIMATED FUEL ECONOMY

GSR: 5MT City / Highway (mpg) 16 / 22
MR: TC-SST City / Highway (mpg) 17 / 22

 ----

Prices

Packages

Accessories

 ----

Competitors and press reviews

"Steering feel and ride quality have not changed either; the MR Touring still rides on rails without feeling like it’s snorted a few too. It’s not as fast though — it’s faster. Running upgrades to the TC-SST six-speed dual-clutch transmission mean all new MR Evos are apparently the fastest of the 10th generation. Mitsubishi claims the MR and Touring will consistently hit 60 mph in under five seconds. A bold claim (and one we’ll have to test) since the last dual-clutch Evo we tested (2008 MR) managed only a 5.2-second blast." (MotorTrend)

"The MR Touring still drives like the Evo it is; it just seems to bring a little less craziness than do other Evos (and it can be argued that the normal one brings less craziness than most previous generations of Evos did). In other words, it’s fast, fun, and firm on the road. Retained are the sharp steering, the right-now brakes, and the very aggressively scooped seats. (We still have bruises on our right butt cheek from the first time we hopped in and didn’t quite clear the structurally reinforced lower bolster.)" (CarAndDriver)

Competitors

The Subaru Impreza WRX is being offered in both four-door sedan and five-doors version, both models being powered by a turbocharged intercooled Boxer engine that delivers a total of 265 hp at 6,000 rpm and 244 lb.-ft. of peak torque at 4,000 rpm. The Impreza WRX is priced between $24,995 - $34,995.

MazdaSpeed3

The 2010 Mazdaspeed3 is powered by a 2.3 Liter four cylinder MZR DISI Turbo engine that produces a total output of 263 HP and 280 lb-ft of torque shifted via a six speed manual transmission capable of reaching a top speed limited to 155 MPH. Prices for the Mazdaspeed3 start at $23,195.

BMW 3-Series

The BMW 3-Series (we are taking under consideration only the top version, the 335i) is powered by a twin turbocharged engine good for 300 HP and 300 lb-ft of torque thanks to the twin scroll turbine and the integration of Valvetronic engine technology. Sales start at $42,650.

Conclusion

An EVO model is usually used as a track machine. But Mitsubishi put it to the streets and we have to admit they made an amazing job! And with the improvements made for the 2010 model year, the Lancer Evolution is even better and faster than ever (we suggest to buy the MR versions if you want a really fast car, it will take you to 60 mph in less than 5 seconds).

Its true that the Lancer EVO is much more expensive than a Mazdaspeed 3 or a Impreza WRX, but in the same time i cost less than a BMW 3-Series. But when you want to buy a cool car, the cost has to be the last on your list. First you have to think on the car’s performances, and with the Super-All Wheel Control system the car handles simply superb.