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Old 10-30-2009, 02:19 PM   #1
AVANTI R5
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Default Comparison Test: 2010 Ford Taurus SHO vs. 2010 Mitsubishi Lancer Evolution MR Touring




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At first blush, this pair made about as much sense as comparing an Antonov An-225 to an F-22 Raptor. The spry yet Spartan Mitsubishi Lancer Evolution on one hand, hailing from a production history created by WRC homologation, while the original mash-'n'-go Ford Taurus SHO is rumored to have been birthed from a surplus of juicy Yamaha-sourced V-6 engines that needed homes.
But look closer and these two reveal some striking parallels in what they were to enthusiasts back then and more importantly what they have evolved into today. Both were passenger cars for basic transportation that became icons of their time once their mundane unit-bodies were injected with a healthy dose of hormones. They were inarguably true enthusiast cars then; so what of them today?

We headed northwest, piloting the latest iterations of these hopped-up all-wheel-drive turbocharged sedans, logged hundreds of miles on highways and winding roads through California's central coast and discovered just what they're made of, whom they speak to and what remains of their original DNA.

The An-225 may be a far reach from the F-22, but they were both engineered to fly!

Slideshow >>

2010 Mitsubishi Lancer Evolution MR Touring

The last time I was here on Highway 229, it was at the wheel of a Ferrari F430, having one of those moments when happiness nearly drives you to guilt. This state of mind involves a car that makes you feel as if you're one of the great undiscovered drivers of your time. The Evo has the innate ability to deliver this experience, with appreciably less risk, on wicked undulating roads such as this. The suspension feels perfectly dialed-in, with enough compliance to keep each wheel attached to the road while it keeps the overhangs off of it. The standard Brembo brakes withstand abuse that would engulf most others in flames and the sophisticated drivetrain rips apart any misconceptions about all-wheel drive's sole intent being for snow or dirt. The ability to leave nearly anything in your dust on a back road especially a Taurus SHO alone would be reason enough for an enthusiast to look no further.

Introduced in 1992 for the Japanese market, the Mitsubishi Evolution is now currently in its 10th generation (known as the Evo X), the most technologically advanced model to date. The legendary turbocharged iron-block 4G63 inline-4, which served nine tours, was replaced by a lighter and more potent all-aluminum turbo inline-4, the 4B11. The 2.0-liter displacement remains but it gains Mitsubishi's MIVEC variable valve timing on the exhaust side in addition to the intake side and features a square bore (where bore = stroke). Mitsubishi worked hard to minimize an inline-4's inherent imbalance to the point that no balance shaft is deemed necessary.


Slideshow >>

With 291 bhp at 6500 rpm and 300 lb.-ft. of torque at 4400 rpm extracted from this diminutive 4-banger, the Evo's power-per-liter figure eclipses the SHO's twin-turbo V-6 by more than 40 bhp and 50 lb.-ft. And though there's still the inherent torque deficit issue of a tiny engine at low rpm, which tempts many manufacturers to correct with more displacement, Mitsubishi tackles the problem head on with its Twin Clutch Sportronic Shift Transmission (or TC-SST for short-ish).

While it had a few rough edges in our long-term 2008 Evolution MR test car, TC-SST has since been smoothed out via software reprogramming for 2010. Compared with the 5-speed manual gearbox in the Evo GSR, the MR's 6-speed box benefits from a shorter overall ratio in every gear for better pickup, seamless shifting and that extra gear for more comfortable highway cruising. We might fault Mitsubishi's failed attempt to come up with a digestible name for it, but we applaud the company for building a gearbox that maximizes the torque at hand and in the process creating what we believe to be the best twin-clutch transmission on the market.

Three modes of operation (Normal, Sport and Super Sport) selectable by a rocker switch next to the gear selector offer the ideal engagement and shift logic for any scenario. Normal mode's day-to-day driving dynamics are nearly infallible.

There is no excessive clutch lag and take-off driveability approaches the smoothness you'd get from a great torque converter. Sport mode the mode I prefer to do most of my driving in calls up crisper shifts that occur at a higher rpm but allows you to grab a gear early or downshift at will via the column-mounted magnesium paddles (the SHO requires you to be in manual mode to use the paddles).

Lastly, Super Sport is the mode to call upon when you want to wring every ounce of performance (and invoke launch control) from the boosted aluminum workhorse. In a straight line it gets the Evo from 0 to 60 mph in a mere 4.6 seconds, tagging the quarter-mile mark in 13.2 seconds at 103.6 mph. The engine is essentially taken up to redline in every gear before it grabs the next, and it'll downshift the millisecond you fall below an optimal rpm it's the mode that drives like you do when you're going for a fast lap or having a really bad day.

To delve into the complexities of Mitsubishi's omnipotent Super All-Wheel Control (S-AWC) system is a huge undertaking in itself. Other advanced all-wheel-drive systems like Acura's SH-AWD and BMW's xDrive accomplish some amazing feats for their respective vehicles, but none quite deliver the physics-defying sensation of the Evo's all-wheel-drive system (with the exception of the Nissan GT-R's ATTESA E-TS).

"Driver intent" is the key phrase here, and if you intend to clip an apex, then by golly this Evo is going to get you there! A key difference between this U.S.-approved Evo and the two before it is Active Yaw Control (first introduced in the fourth-generation Japanese Evo) that is made possible via a torque-biasing rear differential, individual brake-force control and a host of sensors, one of which delivers yaw rate in real time. The ultra-quick steering ratio provides hair-trigger turn-in as the mechanicals rotate and tighten your line on demand, all the while keeping the chassis completely balanced. Nothing short of David Blaine could offer entertainment like that.

Bundled with a computer-controlled center differential, Active Stability Control and an advanced braking control Mitsubishi calls Sports ABS, S-AWC is one of the most advanced and competent all-wheel-drive systems we've ever experienced.

For the 2010 model year, Mitsubishi introduced a new trim model called the MR Touring. This Evo variant is less extroverted than the standard model celebrated by the Fast & Furious crowd. Specific to the Touring model is a power glass sunroof (a steel roof replaces the aluminum one), heated leather-wrapped Recaro buckets in lieu of the synthetic suede set, a rear lip spoiler where the rear wing used to sit (boldly obstructing your rear view) and better sound insulation, perfect for when those sticky Yokohamas warm up and hurl everything on the road surface at the undercarriage.

Other changes you'll notice (included on all 2010 models) are wider and more aggressive rocker panels that look good and also serve to keep gravel from pockmarking the flanks, and an attractive new color instrument-panel display that adds an extra quality feel inside and helps to justify the price tag our Touring model commands. This slightly more mature approach to the Evo got us thinking that, in terms of mission, this Mitsubishi is the SHO's kindred spirit.
As close to perfection as the Evo comes, it has a few shortcomings. Its minimal trunk space (with no pass-through) almost automatically relegates any real cargo to roof-mounted storage, it gets the worst fuel mileage of any 4-cylinder car on the market and doesn't offer a telescoping steering column (really just a personal geometry issue for me) all small sacrifices to make for a car that deserves a crown.

2010 Ford Taurus SHO
Ford chiseled a new niche in 1989 with the advent of the Super High Output Taurus. Showcasing the then-new Taurus' better-than-expected chassis, the Taurus SHO combined a high-tech revvy engine, plush interior and garden-variety sedan platform to make a fiscally approachable sports sedan that dared challenge the BMWs of the day for tens of thousands less dollars. Prized by a small core of enthusiasts willing to overlook the car's inherent front-wheel-drive weakness, the first generation V-6 SHOs were followed in 1996 by a more luxury-oriented V-8 version before fading away in 1999 as the Taurus it was built on stagnated into rental car ignominy.

There's no danger of finding the new Taurus SHO on a Hertz lot, though. With crossovers and minivans now doing the daily hauling, Ford has propelled its full-size flagship sedan deep into luxury-car territory and reincarnated a SHO version along with it. It's the old SHO fixed, and more.

So, unlike the athletically exuberant Mitsubishi Evo, the Taurus SHO makes a point of its 10-way power, heated, air-conditioned and dual-massage seats, not to mention its heroic dimensions. Seen fender to fender, the SHO lords over the Evo with fortress-like massiveness inherent in an 8-in.-longer wheelbase plus its low greenhouse and tall beltline proportions. When it comes to straight-out size, the SHO positively eclipses the Evo by 25.9 in. of overall length, 2.4 in. of height and 4.9 in. of width.

Obviously the Mitsu doesn't stand a chance when it comes to passenger or luggage room. The SHO graciously embraces four adults and their gear, a fact we verified repeatedly by always choosing the SHO over the Evo whenever it was time for editors and photographers to pile in one car for a lunch run. Furthermore, the SHO's generously large and plush seating, plus its seemingly endless sybaritic delights, shame the bottom-pinching Evo front buckets and coach-class rear space.

Sound, or the lack of it, is another runaway win for the SHO. Its doors thunk solidly and it wissshs unobtrusively at high speeds in complete contrast to the Evo's tin can acoustics.
Of course, with mammoth size and all those ergonomically excellent twiddle knobs comes weight over 850 lb. more of the stuff, give or take an electric servo motor. But much of that weight has been put to good use in a brick-stiff chassis, all-wheel drive and the SHO's thumper of a V-6.

Displacing 3.5 liters, or just 213 cu. in. using somewhat appropriate muscle-car terms, the SHO's 24-valve dohc aluminum six is augmented by an excitingly efficient combination of direct fuel injection and twin turbochargers EcoBoost, Ford calls it. And while the resulting 365 bhp is impressive enough, it's the looming mesa of torque that stamps the "Super" in SHO and differentiates it from the Evo's more frenetic four. Double that thought for the smoothly tuned paddle shifting that trades a little shift speed for grace compared to the Evo's multi-mode driveline clanging and snagging through gears.

Although well dressed in base trim, the real action is in the shouldn't-be-optional Performance Package that delivers a numerically higher final-drive gear a strong tonic for this mature performance car's corpus. This shorter gearing surprisingly didn't improve the SHO's 060 time (due to an additional shift), but its advantages were palpable in the quarter mile with 3/10ths of a second shaved and a 2.2-mph faster trap speed. Sportier summer tires on 20-in. wheels and improved front brake pads are two more commendable Performance Package improvements, as are a more precise calibration of the electric power steering and the ability to turn the traction/stability control completely off.

The amalgamation of these upgrades resulted in an additional 0.06g around the skidpad, an extra 2.1 mph in the slalom and reduced braking distances from 60 and 80 mph by 8 and 15 ft., respectively. These tools put the needed final edge on the SHO's performance, and with no apparent downside.

So-equipped, the SHO is exciting, luxurious transport. Native to the open road with its silken power, ready grip and hushed personality, it simply processes distance as a basic function. Twenty-five highway miles per gallon and a 19.0-gal. tank mean few stops. Radar-guided cruise control maintains one of three pre-set following distances, automatically slowing and resuming speed while you merely steer. Optional navigation and powerful concierge electronics intuitively provide fuel and food locations, even pricing and real-time traffic conditions (it might as well be cheating when dodging urban snarls).

Fatigue, even the transcontinental variety, seems a quaint concept in the new SHO. Besides the lounging room inherent to this full-size car, some of the optional equipment stretches our concept of a performance sedan. The power moonroof and 12-speaker sound system are givens, but heated rear seats sorry, no air-conditioned leather hides back there and a power rear sunshade are living large in a go-fast car.

When the road becomes more engaging the paddle shifters provide extra control and the chassis stable confidence. The SHO doesn't loop or barrel roll like the Evo, but it definitely carves turns and doesn't hesitate to tackle mountain switchbacks or sinuous river runs. Only when pushed indecorously does the chassis at last surrender, the front end scrubbing like a Dutch maid until a few miles per hour are dissipated. This happens only long after the passengers have been checking their parachute harnesses, of course.

Back in town, the SHO continues to deliver unexpected electronic tricks. A good example is Cross Traffic Alert, where yet another radar array peers around neighboring vehicles when reversing out of parking spaces; it sounds an alarm long before the driver could see such threats. This same hardware also lights an amber warning dot in the outside rearview mirrors when a car lurks in the SHO's blind spot on the freeway.

It's difficult to reconcile so many features, the SHO's large size and its surprising emphasis on luxury with its pony-car acceleration and sports-sedan handling. Ultimately we realized the latest SHO has not only retained its original mantra of affordable, sedan-based performance, but chiseled out yet another new niche by adding no-excuse luxury to its potent performance mix.

And so, as it did 20 years ago, the SHO defies easy categorization. It has traded some immediacy for huge steps forward in comfort and utility, not to mention performance. Like the Evo it remains compellingly affordable and threatens today's blue-blood sports sedans for tens of thousands dollars less. But this time there are no inherent limitations and, brother, it still flies.
http://www.roadandtrack.com/article....rticle_id=8461






















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Old 10-30-2009, 02:37 PM   #2
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Reading that makes me want to consider an Evo X but then I come back to its size, weight and appearance (inside and out) and reconsider.
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Old 10-30-2009, 02:58 PM   #3
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Ironically, these 2 cars aren't very far off each other in price.

If I were spending nearly $40K on a sedan, it would be neither of these two, but I would choose the Taurus over the Evo. Still, I think the Taurus is priced too high.

I'd like to see a Taurus SHO comparison test with a Hyundai Genesis 4.6 sedan. That would be a good comparo, along with nearly equal pricetags.
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Old 10-30-2009, 02:59 PM   #4
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Ford should build a Fusion SHO, with the Taurus SHO's drivetrain...
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Old 10-30-2009, 03:09 PM   #5
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^^^ genius!
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Old 10-30-2009, 03:23 PM   #6
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It's also available in the Flex. Nice to see that motor getting around.
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Old 10-30-2009, 03:28 PM   #7
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I saw a new Taurus today, and I must say that it is a really handsome car. I also saw a Lancer Sportback in blue, and was not quite as impressed.

If it was up to me, I think the Ford would be my choice.
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Old 10-30-2009, 04:02 PM   #8
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Ford should build a Fusion SHO, with the Taurus SHO's drivetrain...
Agree 100%
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Old 10-30-2009, 04:11 PM   #9
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When looking at the new Taurus, all I can think of is, "That's a huge bitch!"
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Old 10-30-2009, 05:35 PM   #10
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I would take either of them, gladly. I wish it were lighter, but well done Ford.
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Old 10-30-2009, 06:32 PM   #11
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Ford should build a Fiesta SHO, with the Taurus SHO's drivetrain...
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Old 10-30-2009, 07:12 PM   #12
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Radar-guided cruise control maintains one of three pre-set following distances, automatically slowing and resuming speed while you merely steer.
Unless I'm missing something, I think they didn't review an SHO with the performance package. The adaptive cruise control and blind spot warnings are not available on the SHO in combination with the performance package. I think they just got an SHO with 20s, and missing the axle ratio.


BTW, I test drove one a few days ago. Nice and fast, but that thing is big! Anything that makes a Crown Vic seem small......
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Old 10-30-2009, 10:02 PM   #13
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That article lost all credibility here.

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Nothing short of David Blaine could offer entertainment like that.
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Old 10-30-2009, 11:28 PM   #14
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When looking at the new Taurus, all I can think of is, "That's a huge bitch!"
And an ugly one too.
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Old 10-31-2009, 12:23 AM   #15
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I'm surprised that the recalibration of the MR's transmission has made it that much faster than the 2008 MRs, which usually did the quarter in 13.9-14.0, then consider that they were using the slightly heavier Touring model.
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Old 10-31-2009, 02:37 AM   #16
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^^^ that's good news! I always wondered if Mitsu played it safe the first year to gather data on trans reliability. Our crap fuel is also a bogeyman for US spec cars. I'm curious to see if Mitsu messed with the boost in each gear to get those considerably faster times...it's not like the the trans could shift any faster than before. Sure, everyday drivability could have been smoothed out, but in SS mode, I couldn't see it yielding that much of a difference.

That SHO is cougar hawttt!
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Old 10-31-2009, 07:39 PM   #17
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It's also available in the Flex. Nice to see that motor getting around.

I think Ford's plan is to put it in every model they practically can - including pick-ups. I think the Ecoboost in the Escape would make a fine little sleeper.
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Old 10-31-2009, 08:18 PM   #18
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They need a 2.5L V6 Ecoboost. Most other manufacturers are throwing 3.5L or 3.6L V6s in their CUVs and such, so the 3.5L Ecoboost doesn't really offer a fuel economy advantage in those types of cars. I think they'd beat the power and fuel economy of the other brands with a smaller displacement turbo V6.
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Old 10-31-2009, 10:12 PM   #19
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Saw a base Taurus on a transport truck today...LOOKED GOOD!!!
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Old 11-01-2009, 01:13 AM   #20
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I'd get that in a second.
3.5 ecoboost in a smaller, more nible, better handling car - Yes please!


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Ford should build a Fusion SHO, with the Taurus SHO's drivetrain...
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Old 11-01-2009, 01:15 AM   #21
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2.0 ecoboost will make 230-240 hp and will power many Ford vehicles starting next year, why make another v6 ecoboost?



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They need a 2.5L V6 Ecoboost. Most other manufacturers are throwing 3.5L or 3.6L V6s in their CUVs and such, so the 3.5L Ecoboost doesn't really offer a fuel economy advantage in those types of cars. I think they'd beat the power and fuel economy of the other brands with a smaller displacement turbo V6.
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Old 11-01-2009, 08:11 PM   #22
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They need a 2.5L V6 Ecoboost.
I'd like to see Ford bring back the Probe, and put this motor in it.
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Old 11-01-2009, 09:30 PM   #23
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I'd take Japanese over ANYTHING American, ANY day!
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Old 11-01-2009, 09:33 PM   #24
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I'd take Japanese over ANYTHING American, ANY day!
Not surprising such a comment is coming from someone with something Subaru related in their screen name. Personally, I won't touch any of those new ****box Subarus with a ten foot pole.

The myth that Americans can't build a good car is very outdated, very lame and very incorrect.
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Old 11-01-2009, 09:46 PM   #25
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I'd take Japanese over ANYTHING American, ANY day!
One word...Corvette.... thats what i thought.
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