Another year passes and another update of the Mitsubishi Lancer Evolution is rolled out. As per previous updates the changes to the car are cosmetic and mechanical and all have one focus and primary objective; that is the furthering of the breed and the brand. The latest raft of changes includes tweaks to the engine: a revised turbocharger and the introduction of Mitsubishi's variable valve timing system - MIVEC - to the Evo.

The looks of the Lancer have mellowed over the years. The front end is positively restrained in comparison to the uber-aggressor that was the Evo 6 and only the rear wing, in oh-so-cool carbon fibre, is a nod of acknowledgment to the more outrageous persona concealed beneath. The Evo IX has revised bumpers with the front now featuring small circular, nostril-type inlet ducts either side of the grille for airflow to the intercooler; the rear bumper now has an integral diffuser for improved airflow under the rear of the car. The bright red of our test car made it something of an attention grabber but more subtle hues of blue and grey are available that give this performance hero something nearer to an attention grabbing zero appearance.

Behind the distinctive nose sits the familiar in-line four-cylinder two-litre turbocharged engine that has, in one form or another, seen service in the Lancer for the last decade or so. This latest version differs from its predecessors by virtue of variable valve timing, or MIVEC in Mitsubishi terminology, which has endowed the Evolution with even more real world performance than before. Gone is the peaky nature of earlier Evos to be replaced by a usable power band of over 3000rpm and a noticeably fatter and, crucially, flatter torque curve. The FQ340 tested here benefits from a supplementary ECU for optimal control of fuelling and ignition timing and improved breathing courtesy of HKS intake and big bore exhaust.

There is some turbo lag, as you'd expect with a heavily blown relatively small unit pushing out 345bhp, but once the turbocharger is spooled up at 3000rpm the urge remains solid right up to the red line. Where previously you may have had the choice of one optimum gear for a given corner, now you have two. Headline figures aren't significantly quicker than the outgoing model's though, with 0-60mph in 4.3 seconds, 0-100mph in around 10 and a 157mph maximum. However, the more flexible nature of the engine is reflected in the 321lb.ft peak torque figure and noticeable improvement in in-gear urge over a broader range of speeds.

On the open road the Evo remains one of the very fastest methods of covering ground. The optimised four-wheel drive system with Active Yaw Control (AYC) takes a little getting used to as you have to learn how to extract the best from it. You can take it by the scruff of the neck and throw it around in fairly spectacular fashion, but this isn't the quickest method and I felt like I wasn't working with the technology when I did this. The workings of the active differentials are evident and the transfer of power from wheel to wheel is easily felt. The AYC reacts to changes in yaw (movement about the vertical axis) and so an aggressive change is usually met with an equally aggressive response from the electronics, which may sound crude but is effective.

A smoother and more considered driving approach is the most rewarding. The steering is full of feel, in spite of the amount of power being transmitted through the front wheels, and provides plenty of information as to the state of the road. Throwing the car into a bend on a trailing throttle will induce some understeer, particularly in low grip conditions, but this can be killed with a reapplication of power. Essentially, as long as the transmission has some power to deploy it will sort out putting it down onto the road. The effectiveness of the chassis was underlined during our week with the car as the weather was fairly awful leaving road surfaces salted and slippery at best, soaking wet at worst.

Conditions such as these that have rendered other powerful cars in our keeping (such as the BMW M6 a few weeks ago) partially impotent or at least restricted in their effectiveness, only enforce the Evolution's abilities. Driving the same road back to back in an Evo and then in a "normal" car in the same slippery conditions is a deeply impressive experience. The difference in progress due to grip and traction levels is simply a revelation and only increases as conditions worsen. With the roads in this state there are only a handful of cars that can keep this kind of pace: other Evos for one, maybe the latest Imprezas and exotica such as the Porsche 911 Turbo with its sophisticated four-wheel drive system. The only weakness in the dynamic armament of the Evo for me is the six-speed gearbox. The shift quality of which was a disappointment and falls some way short of the previous excellence of the five-speeder fitted in the older Evos.

Further improvements are afoot courtesy of the now standard fit Bilstein suspension. It sounds laughable but this latest Evo also surprised me with its softer nature. It actually has something resembling ride quality, something missing in action on many previous versions, and now absorbs lumps and ridges where previous cars were dependant on the occupants' spinal column to absorb head shaking transmission of road imperfections. The Evo is now actually quite a comfortable car and a fairly amiable travelling companion when motorway mile coverage, rather than back road devastation, is the preferred approach. Refinement is something of a weakness though, as that big HKS exhaust never stops droning.

So dynamically the Evo is stronger than ever but some weaknesses are ingrained and are proving somewhat more persistent. In some ways the Evolution is beginning to show its age. The interior and ergonomics are poor for a £35k car, as is the laughable 55 litre fuel tank, giving a piddling 200 mile range at best. However, both of these things are fundamentals that won't be addressed until the model is replaced from the ground up sometime in the next year or so. The Concept-X we saw at the Tokyo Motor Show in October is the closest hint yet at what is to come.

Overall though, the current Evolution IX is still a deeply desirable car. It has completed the journey from cult car to renowned enthusiasts' choice and as such will always be a relevant part of the automotive demographic. Very few cars offer such ground covering abilities coupled with involving adrenaline inducing driver involvement. Personally I'd struggle to justify the expenditure on this range topper over lesser variants, especially as I still have a deep soft spot for the MR260 we drove last year, but for many though the fact that this is the ultimate iteration of the genetic line will justify the purchase and I would struggle to find a truly valid reason to dissuade them. No doubt the Evo X will move the game on, but for now, this is the peak of Evo-dom and as such a glorious and thrilling machine.