The new Evolution positively bears a strong resemblance to those concepts, and it manages to have a more menacing appearance than the Lancer, thanks to a blacked-out front bumper, which serves to bring out the sharklike front grille, the prominent, elevated rear wing, and the flashy cast-alloy Enkei wheels or forged-alloy BBS wheels with sticky Yokohama high-performance tires.

Underhood there's an all-new four-cylinder engine, coded 4B11 within the company. It displaces the same 2.0 liters as last year's engine, and is still turbocharged and intercooled, yet it's a completely new, all-aluminum design. Variable timing applies to both intake and exhaust valves, and the engine gets some design improvements that should extend durability and reduce maintenance, such as a timing chain instead of a timing belt, and a direct-acting valvetrain instead of roller rockers.

And now for the all-important power figures: For the U.S., preliminary output stands at 291 horses and 300 lb-ft of torque - up slightly from the 2006 model. However, curb weight of the 2008 Evo is also up slightly. With a revised turbocharger though, throttle response is 20 percent quicker at low engine speeds versus the 2006 model, which should bring a big improvement in real-world drivability even if it doesn't show in the numbers.

In other big news, there's a new, sporty alternative to the standard five-speed manual transmission. The so-called 'TC-SST Automated Manual Transmission,' similar to Volkswagen's SMG, executes shifts far faster than a conventional automatic by using two multi-plate clutches and pre-selecting the next anticipated gear. The system has three shift programs, Normal, Sport, and S-Sport, each with manual and fully automatic modes, and includes steering-wheel paddle shifters.

A road- and track-oriented all-wheel drive system is of course part of the package. The new system, called Super-All Wheel Control, is biased toward the front wheels but can send up to 50 percent to the rear wheels, through an Active Center Differential with electronically controlled multi-plate clutch; there's also a mechanical, helical-gear front differential. For the first time, the Evo gets electronic stability control, along with a new sport-tuned anti-lock braking system, and Active Yaw Control helps optimize the Evo's balance and grip at the rear wheels by limiting the yaw moment. As in the previous Evolution, the AWD system includes Tarmac, Gravel, and Snow modes.

The suspension system on the Evo will be quite different than that of the Lancer, using inverted struts and a multi-link configuration in front and in back, and forged aluminum components to save weight. An MR model will upgrade to Bilstein shocks and Eibach springs.

The previous Evolution was woefully short on safety features, like side airbags, when compared to its peers. Mitsubishi has that covered with the new Evo; side curtain airbags, covering front and rear outboard occupants, are now standard, along with seat-mounted side airbags, and there's even a driver's knee bag.

Inside, the Evolution also promises to be better for those who have long commutes or want to take road trips. Well contoured Recaro sport seats should provide good comfort and support, additional sound insulation will help mute road noise, and if the lesser Lancer's interior is any indication, the Evolution will be a sea change in overall refinement. Entertainment possibilities inside will include a 650-watt Rockford-Fosgate sound system with subwoofer, and a 30-gigabyte hard-disk navigation system with music-server function.

Increased content adds weight, so to save some pounds and bring down the center of mass, the roof, hood, front fenders, and bumpers are made of aluminum in the Evolution, rather than steel.

The new Evolution is looking better inside and out, and kitted out with high-performance hardware, but will it still have the lean, sharp-edged driving personality that distinguished the last Evo from the rest of the performance-car market? Stay tuned for our driving impressions.