|
The plot thickens with the automatic transmission, as it acts like an on-off switch, with a time delay. One moment you're hardly making any progress and after two seconds you're piloting a cruise missile, dodging your way through slower traffic. Shifts are perceptible, as a subtle dip at lower revs, and as a harsher tug at higher rpm. There's a sport mode for the A/T, but it didn't seem to make much difference in the response or shift quality. Curiously, even if you press the throttle into the carpet, the transmission shifts the engine at about 4800 rpm, way short of the 6000 rpm redline, even in sport mode. The SuperSport's 3-2-1-ignition behavior was certainly amusing for our few days with it, but it might wear out its welcome if you have to put up with it for years of ownership. As for cornering, the Adventure chassis is much more obedient than the drivetrain. Body roll is kept under control, and turning is quite stable. There are no wallowing movements either. However, watch out that you don't get overconfident during long sweeping corners, such as highway entry points, as the back end can twitch if you go too fast. The Adventure has made tremendous improvements in its ride quality. Where in the previous model you might feel you’re being Osterized at a setting of 10, now it’s down to about 6. The bounciness has been excised, and the SuperSport now feels composed. Don't expect a magic carpet, though: the ride is still quite firm, and nowhere near the comfort of the latest sedans. Bumps and highway joints are keenly felt. Now to the all-important question: how many can the Highlander carry? Officially, of course, it's 10. Three in the front bench, three in the middle bench, two in each of the two side-facing jump seats. For maximum comfort, the configuration should be two in front, three in the middle, luggage in the rear. The front seats are oddly shaped, with too much support in the upper back and not enough in the lower back. Headroom in the jump seats is limited, and legroom even more so. Of course, for short jaunts or if there's really no choice then you can pack them all in as needed. Overall, we were pleasantly surprised to see how much progress this Mitsubishi has made in just two generations, particularly in engine capability and chassis responsiveness. Its price advantage versus the new competition will allow it to stay ahead for now. This is not the time for the company to rest on its laurels, though. It may be ahead in the AUV game, but there are plenty of other creatures competing for consumer money. It's a highly competitive segment, and the third-generation Adventure should have a more responsive transmission, a more comfortable ride and a more original interior if it wants to keep its lead. |
|
|||||
