In our road test of the new entry-level Lancer Evolution, the Evo VIII 260, we suggested that despite its relative lack of power it was still a remarkable high-performance car, and in the real world a better machine for road use than the more dramatic FQ models in the range.With the introduction of the latest MR versions, it's beginning to look as if the 260 was actually the sign of a policy change. The 300-plus bhp MRs are not the ferociously capable and frankly intimidating cars that their immediate predecessors on the UK market were; instead, they feel almost as tractable and user-friendly as the 260 does, while also being considerably quicker.This isn't the entire Evo VIII story as it currently stands. Mitsubishi's UK importer, the Colt Car Company, can bring in only a certain number of Evos, and for the latest batch it decided to opt for the MR (standing for "Mitsubishi Racing") which in Japan is actually just a special edition variant. But this has been a good choice. The MR models differ from the regular FQ Evos in many ways, the most fundamental of which being that they are lighter - 10.7kg lighter, in fact, thanks to aluminium roof and side impact bars, and to wheels supplied for the UK cars by Team Dynamics.Mechanically, the 260 remains the oddball in the range. It has five gears rather than six, its engine is in a lower state of tune, and it's less visually aggressive with a much more modest rear wing than the MRs. There are three MRs in the range, and they are all essentially the same car. The FQ-300, FQ-320 and FQ-340 differ only in price and in power output, their bhp figures being marginally higher than the numbers in their titles suggest. (If you must know, the 320 gets its power increase over the 300 through revised breathing apparatus developed by Ralliart and HKS, and the 340 has a supplementary ECU.)Since the differences in output are relatively minor, this test effectively covers all three cars. We'd expected to have an FQ-340, but a last-minute change of plan meant that we got a 320 instead. Not to worry. Add or subtract a small percentage of enthusiasm to anything you read from here on about straightline performance, and you'll have an idea of what the 300 and 340 are like.That was already the case with the previous non-MR cars, but they had a bit of a problem. Monstrously quick though they were, they were also exceptionally awkward to drive on normal roads. Too stiff, too jarring, too obviously designed for track days. That was where the 260 really scored.The MR models close the gap. They use suspension developed at the Nürburgring (not always a good sign) by Mitsubishi Ralliart and Bilstein, who have between them managed to maintain superb traction and body control while also introducing vastly superior ride quality. The MRs are still very obviously intended to provide a thrilling driving experience, but they are also far more user-friendly than the regular FQs, soaking up bumps rather than reacting angrily to them.The softer set-up is more apparent at the front than at the rear, and just occasionally the nose of the MR will wallow slightly, as if it's not quite sure what to do next. But that happens only on large undulations, and the feeling doesn't last long. The more permanent impression of the MR is that it tucks neatly into corners, and once settled will take as much throttle as you have the nerve to give it. Quite simply, it feels far more stable and controllable on real roads than the previous FQs ever did.I honestly felt that the engine was more tractable than in the last FQ I drove (a 330 which came into our hands right at the end of its sale period, which is why it didn't qualify for a CARkeys test report). A Mitsubishi person told me that there hadn't been a change; slightly contradicting this, the press pack for the car says that power has been increased at the top end without compromising tractability at lower speeds. Either way, there is no official claim that low-speed response has improved, so perhaps my feeling that it had was based on the generally more benign behaviour at moderate speeds.The relationship between engine and chassis has certainly changed. The softer suspension means that applying power makes more of a difference to the car's attitude - you can feel a much greater change in how far the body leans over, though this isn't a big deal as long as you've got the car properly settled in the corner before applying the boot. There is more to think about if you're feathering the throttle in a long and perhaps slightly bumpy corner, since a reduction in power can lead to a more substantial attitude change which demands a quick reaction with the steering wheel. But I'd still go for this type of behaviour over the harsher characteristics of the regular FQ.I've already said that the suspension's abilities are more than a match for the output, and the same applies to the performance of the tremendous Brembo brake set-up. This includes ABS and EBD as a matter of course, but the MR has been developed here too. In previous FQ Evos, the active centre differential and yaw control module were disengaged when the ABS cut in, but they're not in the MR models.Basically this means that you still get the full quota of electronic assistance even if you're hard on the brakes when you turn into a corner. Mitsubishi has arranged this "in response to feedback from competition drivers" who "do not just use the brakes to slow the vehicle - they will also employ brake power to alter the balance of a car and to prepare it for a change of trajectory."I think we can safely assume here that most of the competition drivers who expressed an opinion take part in gravel rallies, where this is certainly an issue. I'd argue strongly against its relevance on a race circuit, and anyone who uses the technique on public roads is going way beyond any reasonable limit, and heading for a very big accident regardless of how much help they're getting from the electronics.Other than the 260, I was never really convinced by the Evo VIII as a practical road car, but the MR has changed my view on that. It's a superb development which makes the Evo a realistic proposition in almost any driving conditions. The performance is as extraordinary and as well controlled as before, but the elements that go towards achieving this have been joined by a new and rather surprising one: the MR is not only a very effective road/track/stage car; it is now also a graceful one. Engine 1997cc, 4 cylinders Power 326bhp Transmission 6-speed manual Fuel/CO2 21.6mpg / 334g/km Acceleration 0-62mph: 4.6 seconds (estimated) Top speed 157mph Price £29,999 Details correct at publication date
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