In other words, the MR FQ-340 is blindingly fast but not madly frantic, relatively speaking. We've driven other 300bhp-plus Evos that rearrange your lunch every time they hit boost (our 320bhp lightweight Evo VII RS long-termer of a couple of years back springs to mind). This is its own kind of thrill but it can distract the chassis, tugging the front wheels around or kicking the tail out when you'd rather keep things tidy.

The MR (which stands for Mitsubishi Racing) is effectively an Evo 8.5 and incorporates many detail revisions. Some contribute to it being 10kg lighter than the straight VIII, including aluminium door intrusion bars (-3.5kg) and roof (-4kg). The latter is said to have the same effect as lowering the steel roof by 50mm. UK models also get 12-spoke Team Dynamics alloys, which save 0.8kg of unsprung weight per corner over the standard Enkei alloys.

All these incremental improvements contribute to the dynamic performance of the MR but the most significant effect is probably the switch to Bilstein dampers. Compression and rebound rates have been respecified and the rear bump stops have been reshaped. The Evo's formidable armoury of electronic chassis aids has also seen changes. Previously, when anti-lock was activated the Active Centre Differential and Super Active Yaw Control were disengaged. Now they are integrated into the braking effort to help keep the car stable should you jump on the middle pedal mid-corner or trail-brake into a turn.

MR models aren't Euro-homologated like the Evo 260, but unlike previous Japanese-spec cars, they do get the full three-year pan-European Mitsubishi warranty. The MR range comprises the FQ-300 (305bhp, ΂£27,999), FQ-320 (326bhp, ΂£29,999) and FQ-340 which has 345bhp, 320lb ft of torque and costs ΂£32,999. That looks like a big premium over the FQ-320 but you also get leather and Alcantara trim (a lesser hide interior costs ΂£1535 on other Evos) and Smartnav (normally ΂£524). Four colours are offered: white, red, silver and gun- metal grey (shown), which works beautifully with the MR's new matt- black-backed clear-lens lamps, badging and dark grey alloys.

Inside, the cabin is little changed save for strips of carbonfibre-effect trim, but the ambience of the FQ-340 is much enhanced by the Jaguar-like aroma of leather. The Ralliart-embroidered Recaros grip tightly, which is just as well because the cornering powers of the MR Evo seem higher than ever.

Compared with just about anything else, the Evo still feels hyper-active on a bumpy B-road but although the ride remains firm, right away you notice that there isn't quite as much fidget and distraction as there was. It seems to be partly the ride but more the steering, which feels a little less sensitive around the straight-ahead. You appreciate this most when you've got the throttle down and the chassis is loaded with full boost.

The handling is every bit as responsive and agile as it ever was, and grip from the broad-blocked Yokohama Advan A046s is huge. Dive keenly into a tight second- or third-gear corner and the nose will tuck into the apex with an enthusiasm that threatens to send the tail sliding out. Do nothing and full stability is resumed, calmly. Bury the throttle, though, and the response of the clever chassis is breathtaking; the rear slip is smoothly reined in, all four tyres haul hard and the MR fires out the other side at astonishing speed.

No question, of all the mega-fast Evos we've tried, the MR FQ-340 is the neatest and most driveable. The essential character of the Evo remains intact but there's a greater sense of composure, which is all the more impressive given the power and torque the FQ-340 upgrade asks it to cope with. The Evo evolution continues apace.