Why now, after over a decade and eight generations? Daniel Nacass, public relations manager of Mitsubishi Motors Europe, says it's make or break time for the company in Europe. When DaimlerChrysler became the major shareholder two years ago, serious consideration was given to winding up the whole operation. Instead the decision was taken to reposition the brand, with the Evo VIII as the flagship. 'We used to chase volume,' says Nacass, 'but now the emphasis is non-mainstream. We want to be a Japanese Alfa Romeo, if you like, with a sporting heritage, interesting design and soul.'

In the UK the Euro-spec model will be known as the Evo 260 (its actual bhp is 261) and will cost ΂£23,999. That makes it as potent as its mortal enemy, the UK-spec Subaru Impreza STi, for ΂£1000 less.

The European Evo looks very like the one we've become used to seeing around, even down to the six-spoke Enkei alloys, but there are minor differences: a chrome boot badge reading 'Evolution', and a low-rise spoiler (the taller one fitted to Japanese models will be a ΂£2000-plus option). Other details include a proper mount for a long front number plate and bespoke Bridgestone RE050A tyres. Interior changes are similarly subtle, though those of broader beam should appreciate the slightly wider Recaros. Leather trim is an option, at around ΂£900.

Noise and emission requirements drove the engine development program, and the changes include a revised intake manifold, a new ECU and a new exhaust with two catalytic converters. On a diet of 98 octane unleaded, the intercooled, turbocharged 2-litre 'four' makes 261bhp at 6500rpm and 262lb ft at 3500rpm - 15bhp and 27lb ft down on the Japanese spec car. Surprisingly, the engine is hooked up to a five-speed gearbox, not the six-speeder found in other Evo VIIIs and the Impreza STi.
This I noticed straight away because I was driving a German-registered left-hand drive example, and therefore concentrating more than usual on gearchanging. As you'd hope, the Euro VIII feels and sounds just like any other at moderate speeds, with hyper-responsive steering, a firm in-town ride and a muted, plain-sounding four-cylinder thrum from under the bonnet.

You don't need a Japanese version tagging along to know that the engine is different. As usual, boost builds just ahead of 3000rpm but the kick that follows is neither as strong nor as sustained. By the time the rev-counter needle is at 6000rpm, the Euro Evo's engine is feeling a bit breathless. In the lower gears it runs to the redline with some vigour but in third and above you find yourself shifting up a bit earlier. I prefer the more open gate and easier shift of the five-speeder but it would be easier to keep this engine on the boil on a decent road with six closer ratios.

Maybe the engine will free up with miles, though. The car we tried had barely 300km (200 miles) under its wheels when we set out, a fact we realised only when, five miles into a good road, the smell of hot brake pads percolated the cabin. Clearly the Brembos hadn't been used in anger before then, and the lack of miles also explained the uncharacteristic understeer and general lack of grip.

After a few hours and a chunk more miles, the brakes were up to their usual keen standard, and the tyres had scrubbed in nicely. On wet roads they still lacked real bite though, which helped demonstrate the adjustability and poise of the four-wheel-drive chassis, enhanced by Super AYC (Super Active Yaw Control), but left a question mark over their effectiveness. They're the same size as on other VIIIs - 235/45 R17s - but with a tame tread pattern.

Overall, the Euro Evo is just what you'd expect, really, albeit with one gear less. It's not quite as fast as the Japanese version but here in the UK it costs ΂£3K less, and it isn't an import, which means a full three-year, unlimited-mileage warranty, and servicing at your local Mitsubishi dealership.
Mitsubishi plans to sell 3000 in Europe and expects the UK to be the biggest taker, accounting for 800 units. Yet while the STi is the obvious rival, I can't help thinking the lesser WRX with the PPP upgrade (taking it to 260bhp) is the best Impreza, and costs just ΂£22K. It doesn't have the Evo's looks or image, though.