In its 16th year, the Evo is designed to be a daily driver that can double as a weekend racer.  After spending a week behind the wheel of the Evo GSR, it's clear that Mitsubishi engineers are truthful in this claim.

Mitsubishi has upped the ante in '08 with a new powertrain.  It features two new transmissions--a five-speed manual, found on the GSR model, and the six-speed twin-clutch automatic with electronic manual control for the MR version.  Both the transmissions deliver power from its all new 2.0-l. inline four-cylinder aluminum engine. 

 
The tested Evo GSR came equipped with the new 4B11 2.0-l. turbocharged, intercooled engine, mated to the manual transmission.  The 4B11 engine differs greatly from the 4G63 it replaces.

The 4B11 is built with a reinforced cast-aluminum cylinder block versus the cast-iron block used in the 4G63; aluminum is also used for the cylinder head and cover and the timing chain case.

The new 4B11 produces 291 HP at 6,500 RPM (five more HP than its predecessor) and 300 lb.-ft. of peak torque at 4,400 RPM.  The engine provides a broader torque curve, as well.  Its new turbocharger yields up to a 20 percent quicker response than its predecessor.

A major divergence from earlier engine architecture is in the use of a direct-acting valve train in place of the roller rocker arm configuration, which reduces the engine's weight.  A timing chain replaces the belt, and MIVEC variable valve timing is used on both intake and exhaust camshafts.  The rear-located stainless-steel exhaust manifold helps improve weight distribution, and the freer-breathing exhaust system features a larger-volume main muffler with dual tailpipe outlets.

The power in the tested GSR was delivered via the new five-speed manual transmission (W5M6A) that boasts a higher-torque capacity, requiring greater gear-face width.  To make the room needed without lengthening the case, the W5M6A does not have a dedicated reverse gear. Instead, reverse is provided by meshing 1st and 3rd gears with the help of an idler gear.

The W5M6A manual also uses triple synchros on first and second gears and a double synchro on third.  The new transmission adds double synchros on fourth and fifth to enhance durability when used on high-speed tracks, for example. Like the previous manual transmission, the new W5M6A unit uses a 240-mm single-plate dry clutch.

To reduce transmission oil agitation during performance driving, the W5M6A transmission case features oil separator ribs and a large-capacity oil tank reservoir that stores oil during high engine speeds.

For those who prefer an automatic, the MR model fills the bill, equipped with the new six-speed Twin-Clutch Sportronic Shift Transmission (TC-SST).  Essentially, the TC-SST is a manual transmission that can select two gears at a time: one gear is engaged by one of the two wet multiplate clutches, and the other is preselected, waiting to be engaged by the second clutch.

Techno lingo aside, this manual powertrain setup can set you back in your seat even when shifting into third gear.  However, when hammering the throttle, there's a bit of a turbo lag unless the RPMs are raised when engaging the clutch.

The Evo handled the road as if it were on rails, thanks to Mitsubishi's Super All-Wheel Control (S-AWC). S-AWC isn't just an all-wheel-drive system because it regulates drive torque at each wheel by controlling a network of handling technologies, including: Active Center Differential (ACD) four-wheel drive, Active Yaw Control (AYC) rear differential, Active Stability Control (ASC), and ABS brakes. Integration of ASC is new for all markets and provides a significant advance in dynamic capability and safety.

The ACD splits torque up evenly between the front and rear wheels with an electronically controlled hydraulic multiplate clutch. With input from the S-AWC computer, ACD regulates the differential limiting action to optimize the front/rear wheel torque split. 

Data input from steering wheel angle, throttle opening, wheel speeds, and the vehicle's longitudinal and lateral movements determine the vehicle's path of travel, a feature rally enthusiasts would appreciate on gravel or dirt.  The tested unit came with Yokohama Advan tires that performed well on the pavement.

As the previous Lancer Evolution did, the 2008 model offers three driver-selectable traction modes: Tarmac, Gravel, and Snow, a feature that didn't seem to make much of a difference on pavement.

The window sticker says that the GSR achieves 16 MPG in the city and 22 on the highway.  During the test period, it fell a bit short of that, given the temptation to drive the GSR like a racecar.

The exterior of the Evo is modest, save the air spoiler in the rear.  The hood sports an air scoop and engine heat outlets, has boxed fenders, and 18-inch alloy wheels that allow a clear view of the oversized rotors and bright-red Brembo calipers.

The GSR's interior is well appointed with Recaro racing-style seats, and dark upholstery.  It also has a Rockford Fosgate 650-watt stereo system with a 10-inch Subwoofer, which pounded out tunes from the Sirius radio.

Considering the performance of the Evo GSR when stacked up against the likes of the Audi S4 or Subaru WRX STI, the $35,640 price tag is attractive.