Mitsubishi Evo VII GT-A

Anyone put off by the manual RSII's pumped-up styling will find the GT-A easier on the eye. Gone are the WRC-look spoiler and bonnet vents, replaced by a more discreet rear wing. Inside, the seats are less bucket-like, mounted slightly higher and trimmed in leather. But what really makes the GT-A ideal for urban roads is that gearbox. Based on the five-speeder fitted in the Galant VR4, it's been re-programmed to deliver a more sporty change. The turbo 2.0-litre engine has also been tweaked to produce slightly less power ί¿½ 272bhp at 6,000rpm instead of 276bhp ί¿½ but generates its 343Nm of torque across a 3,000 to 5,000rpm range, giving better low-speed response and a virtually lag-free delivery.

Combined with a reduced-ratio first gear, this means fearsomely fast getaways. In performance terms, however, it lacks the outright shove of the manual ί¿½ especially at high revs. Unusually, the gearbox also keeps these at a steady 3,900rpm under full acceleration, almost as if it's hunting for peak torque like a CVT unit. As the speed increases, though, the revs rise as in a regular automatic machine.

In normal conditions the five-speed gearbox offers impressive refinement, slurring the upshifts smoothly. For maximum acceleration, you simply slide the lever into Sports Mode and tap it backwards and forwards. The transmission also features steering wheel-mounted controls ί¿½ but these feel cheap and fiddly, and are just a distraction.

Despite the promise of a 'softer, more relaxed ride' and improved cabin refinement, the GT-A remains a car for the committed enthusiast. Softening the suspension and fitting a slower steering rack have made it more stable and forgiving at high speed. But the low-speed ride is still very firm, the brakes powerful enough to pull the eyes out of your sockets and the cornering limits are a league above pretty much anything this side of a Touring Car.