Consider the new Lancer MR (for Mitsubishi Racing). It's a lightweight, special-equipment-style Evo that was launched in Japan in February and officially went on sale in the UK on April 1 (although actual deliveries are not expected until late April/early May).

In the UK, the 280 MR replaces the current regular Evo VIII and is priced at ΂£27,999. Further up the revised range sits the FQ-300 MR (΂£29,999) and range-topping FQ-330 MR (΂£31,999). The recently-introduced Euro-spec Evo 260 (΂£23,999) remains as the entry model, though it doesn't get the MR badging.

Here and now, though, we're strapped in the tight-fitting Recaro of a Japanese-spec 280 MR GSR. True to form, Mitsubishi is selling the MR in Japan both in full-spec GSR trim with a six-speed gearbox (this is the car that will become the 280 MR in the UK range) or as a stripped-down, pared-back, competition-based RS with five-speed 'box and throwaway 15-inch wheels and tyres for motorsport competitors (doubtless a few of those will find their way to the UK, too).

Ahead of us lie the narrow, empty lanes at the bottom of a snow-clad Mount Fuji. We have brilliant winter sunshine, open tarmac up ahead and all day to go and play.
There are few clues from the outside that the MR offers anything very different to the regular Evo VIII. But the bits that make it tick and the differences over the standard-issue Evo VIII come to the fore the moment you attack a series of decent corners in anger.

Though the MR runs with the exact same headline power figure (280PS, or 276bhp) as the Evo VIII, Mitsubishi has reprofiled the mighty 2-litre turbo's delivery to provide stronger mid and upper-end torque (up 6lb ft to 295 at an unchanged 3500rpm).

In Japan, it's only the GSR that gets this modified engine, which has a larger turbine nozzle and new cam settings to deliver that extra pulling power plus a new two-solenoid wastegate. Mitsubishi has also improved engine oil and water cooling, while lighter balancer shafts help make this rapid-fire engine even more responsive.

There are useful weight savings all over the car. A trick new aluminium roof panel saves some 4kg and lowers the centre of gravity, which in turn benefits handling. The test car was wearing the new-style, optional BBS lightweight alloys which altogether save a further 5kg. Aluminium, rather than steel, front door impact bars cut an additional 3.5kg, while the Super AYC rear diff has had 800g shaved off it.

A new, bespoke set of Bilsteins with different compression and rebound rates put more give into that jarring ride. The net result is that the MR feels several degrees more stable and forgiving over bumps and ruts than the previous Evo VIII. Likewise, upgrades to the Evo's computerised ACD (Active Centre Differential) and AYC (Active Yaw Control) systems see the power go down more consistently, allowing the MR to track harder and more accurately through dry corners.

Any Evo pilot will immediately recognise the infectious, ferocious turn of speed, and the extra torque and reduced weight just give the MR even more urge.

Given that the Evo VIII already stands as one of the most devastatingly quick point-to-point cars in the book, the MR adds an extra level of straight-line and cornering speed. The only thing you might crave is a little more adjustability on exiting bends and a bit more steering sensitivity to go with all that crushing competence.

On the other hand, the chassis improvements that make the MR more civilised on a day-to-day basis (you still get the hopeless QE2-style turning circle though) contribute to what is arguably the most complete Evo to date.

What you're looking at here is effectively an Evo 8.5, ushering in a series of welcome improvements - and creating yet another Evo to shake your stick at.