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29. März 2024
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MR Touring
Listen here, sonny, that ex-rally racer known as Evo is all grown up. It goes by MR Touring now, but you'll know that the minute you see it. That ridiculous wing? Gone. A subtle, age-appropriate lip spoiler takes its place so there's no more guessing about the cop pacing behind. Inside, the Recaro racing seats are now lined in leather -- and heated to boot. A full color LCD now rests between the gauges and not only delivers more information (because of higher resolution), it's easier on the eyes. They've even put a powered sunroof in the thing - first time ever for any Evolution.
So this MR Touring definitely looks more mellow and certainly has additional creature comforts, but does this mean the mighty Evolution has gone soft? Limp even?
Not one bit.
Bilstein dampers and Eibach springs still suspend the MR Touring, so the crisp handling clarity has diminished not one iota -- even with the 30 extra pounds the Touring package adds. And that glass sunroof? Though it puts weight up high, you can't feel the Touring roll any more than a regular Evo -- which ain't much. 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.
What we do know is that, in Sport and Super Sport modes, the Touring we drove still drops rev-matched downshifts like a mechanized Makinen. Even better, TC-SST trans served up quick, yet velvety smooth shifts around town, at low speeds -- something few of these fancy dual-clutches seem to be able to manage. At this price point, the Evo has arguably the best dual clutch on the market.
So do all these upgrades make Mister MR Touring (1) worth the price and (2) a legitimate competitor to, say, an Infiniti G37 or BMW 3 Series? Well, prices are surprisingly close but clearly favor the Evo; a fully loaded MR Touring ends just about where the 335i begins - a hair over $40,000. Surprised? Don't be. Prices for both the Evo and its direct competitor Subaru WRX STI have crept steadily north since they first landed in this country. Whether they're worth it depends on what you're into.
If Mitsubishi's claim is to be believed, the smaller Evo is quicker than both the 335i and G37. The fancy torque-splitting Super-All Wheel Control system means stellar handling in all conditions too. Opt for that in either the BMW or Infiniti and you're looking at thousands more.
On handsome BBS alloys and sans wing (the automotive equivalent of a gel-helmet mohawk), the Touring does look more like an up-market sport sedan, though you won't likely confuse it with (or choose it over) either the BMW or Infiniti if you favor looks alone. It's not an ugly car by any means, but the large greenhouse paired with the rally racer fender bulges and jet/shark nose simply don't come from the same school of thought that produced the G37's sensuous curves or 335i's subtle surfaces.
And though the MR Touring is an Evo at its most polished, it's still a bit rough around the edges. Despite the upgrades, it's obvious this Mitsubishi remains a level below BMW and Infiniti. Cheaper plastics with an abundance of mismatched textures and seams are big tipoffs. So are the tactile differences in the way the buttons click and knobs spin. Despite the addition of sound deadening material, swirling vortices can still be heard off the side mirrors.
No, BMW and Infiniti marketers won't lose much sleep over the arrival of the MR Touring, but Mitsubishi knows this. The MR Touring's mission is to add refinement to the Evo line without losing any of the excitement. And in that case, it's well done, sir.
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