The Mitsubishi Lancer Evolution VI stands as the pinnacle of homologation specials, representing the final iteration of the legendary CP9A platform that dominated rallying throughout the 1990s. Launched in 1999 as the first officially imported Evolution model in the UK market, this rally-bred monster combined cutting-edge technology with raw performance in a package that remains highly sought after by enthusiasts today. Built to commemorate Tommi Mäkinen’s fourth consecutive World Rally Championship victory, the Evo VI introduced significant mechanical improvements over its predecessors whilst maintaining the pure, uncompromising character that made the Evolution series legendary. With only 7,000 units produced globally and approximately 2,500 reaching UK shores, finding a quality example requires careful consideration of multiple technical and cosmetic factors that can dramatically impact both performance and value.
Mitsubishi lancer evolution VI technical specifications and engine analysis
4G63T turbocharged engine performance characteristics
The heart of every Evolution VI lies in its legendary 4G63T turbocharged inline-four engine, a masterpiece of Japanese engineering that delivered official power figures of 276bhp at 6,500rpm and 275lb-ft of torque at 3,000rpm. However, industry insiders widely acknowledge that actual output exceeded these conservative Japanese market figures, with dyno testing consistently revealing power levels closer to 300bhp in standard tune. The engine featured forged internals including pistons and connecting rods, enabling it to handle significant power increases with appropriate modifications.
The TD05HR-16G6 turbocharger represented a significant upgrade over previous Evolution models, featuring improved response characteristics and enhanced durability under sustained high-load conditions. This unit incorporated a titanium turbine wheel in Tommi Mäkinen Edition variants, reducing rotational mass and improving throttle response. The intercooler system received substantial upgrades, with increased core size and optimised piping reducing intake temperatures by up to 15 degrees compared to the Evolution V.
MIVEC variable valve timing system operation
Unlike later Evolution models, the Evo VI did not feature Mitsubishi’s MIVEC variable valve timing system. Instead, it relied on fixed cam timing optimised for peak power delivery in the mid-to-upper rev range. This configuration contributed to the engine’s characteristic power delivery, with minimal turbo lag below 3,000rpm followed by explosive acceleration as boost pressure built. The absence of variable valve timing actually enhanced the engine’s tunability, as modifications could be implemented without complex ECU recalibration of variable timing systems.
All-wheel drive S-AWC torque distribution mechanics
The Evolution VI’s all-wheel drive system represented the evolutionary pinnacle of Mitsubishi’s mechanical torque distribution technology. The system featured a centre differential with a default 50:50 torque split, modified by the Active Yaw Control (AYC) system that could redistribute power between the rear wheels independently. This sophisticated setup utilised helical limited-slip differentials front and rear, with the AYC system employing a planetary gear arrangement and hydraulic clutches to vary torque distribution.
During cornering, the AYC system would transfer power to the outside rear wheel, effectively pulling the car through corners and reducing understeer. This system operated seamlessly with the front helical LSD, creating a chassis balance that allowed aggressive corner entry speeds whilst maintaining stability and traction. The complexity of this system, however, introduced multiple potential failure points that buyers must carefully evaluate during inspection.
Brembo brake system configuration and stopping power
Evolution VI models featured Brembo braking hardware as standard equipment, with four-piston calipers gripping 320mm ventilated discs at the front and single-piston sliding calipers with 290mm solid discs at the rear. This configuration provided exceptional stopping power, though the system’s aggressive pad compounds and high operating temperatures made brake judder a common issue on higher-mileage examples. The brake cooling ducts integrated into the front bumper design helped manage thermal loads during spirited driving.
Evolution VI model variants and trim level breakdown
CP9A chassis TME vs GSR specification differences
The fundamental distinction between Evolution VI variants centres on the GSR and TME (Tommi Mäkinen Edition) specifications, each offering different approaches to the rally replica concept. GSR models represented the mainstream Evolution with comprehensive equipment levels including climate control, electric windows, central locking, and premium Recaro sports seats. These vehicles targeted buyers seeking the full Evolution experience without compromising daily usability or comfort features.
The chassis designation CP9A remained consistent across all Evolution VI variants, though internal reinforcements varied between specifications. Both GSR and TME models featured the same fundamental structure with 130 additional spot welds compared to the standard Lancer, creating exceptional rigidity that contributed to the Evolution’s precise handling characteristics. The body-in-white weight differences between variants remained minimal, with most mass variations attributable to equipment levels rather than structural modifications.
Tommi mäkinen edition exclusive features and upgrades
The TME represented the ultimate expression of Evolution VI technology, incorporating numerous enhancements that justified its premium positioning. The titanium turbocharger delivered improved response characteristics, whilst revised ECU mapping optimised power delivery across the rev range. Suspension modifications included retuned damper rates and spring rates, along with a quickened steering rack ratio that enhanced turn-in response and overall agility.
Visual distinctions included unique 17-inch Enkei wheels that replicated the WRC car’s design, revised front and rear bumpers with improved aerodynamic efficiency, and distinctive red interior stitching throughout the cabin. The TME’s Passion Red paint option became particularly desirable, especially when combined with the optional rally graphics package that directly referenced Mäkinen’s championship-winning livery. Production numbers for the TME totalled approximately 2,500 units globally, making it significantly rarer than standard GSR models.
RS limited slip differential and weight reduction package
The RS variant represented Mitsubishi’s most focused Evolution VI offering, designed primarily for motorsport applications and enthusiasts prioritising performance over comfort. Weight reduction measures included deletion of air conditioning, electric windows, central locking, and sound deadening materials, resulting in a mass saving of approximately 50kg compared to GSR specification. The RS retained the same engine and drivetrain components as other variants but featured more aggressive suspension tuning optimised for track use.
Interior appointments in RS models were deliberately spartan, with basic cloth seats replacing the GSR’s leather-trimmed Recaros and simplified door panels eliminating electric window mechanisms. Despite these deletions, the RS maintained the same structural rigidity enhancements as other Evolution VI variants, ensuring that chassis performance remained uncompromised. UK market RS models remained relatively rare, with most buyers preferring the more complete GSR or TME specifications.
JDM vs export market configuration variations
Japanese Domestic Market Evolution VI models featured several distinct characteristics that differentiate them from export variants. JDM specifications included different ECU mapping optimised for Japanese fuel quality, alternative exhaust system configurations, and unique interior trim options unavailable in export markets. The absence of side impact reinforcements in JDM models resulted in marginally lower kerb weights, though the practical impact on performance remained negligible.
Export market vehicles, particularly those destined for the UK, required modifications to meet local safety and emissions regulations. These changes included additional side impact protection, modified lighting systems, and recalibrated ECU mapping to accommodate different fuel octane ratings. Understanding these distinctions becomes crucial when evaluating imported vehicles, as documentation and parts availability can vary significantly between market specifications.
Pre-purchase inspection points for evolution VI models
Crankwalk detection and 4G63 engine internal assessment
The infamous “crankwalk” phenomenon represents one of the most serious potential issues affecting 4G63T engines, particularly in higher-mileage examples or those subjected to aggressive driving. This condition involves excessive crankshaft endplay that can result in catastrophic engine failure if left unaddressed. Early symptoms include clutch pedal vibration during engagement, unusual noise from the transmission bellhousing area, and difficulty engaging gears smoothly.
Professional inspection should include measurement of crankshaft endplay using appropriate tooling, with acceptable tolerances typically ranging between 0.002-0.007 inches. Values exceeding this range indicate worn thrust washers that require immediate attention. The inspection process necessitates transmission removal, making it an expensive diagnostic procedure that buyers should factor into their evaluation process. Prevention remains more cost-effective than cure , making low-mileage examples with documented gentle use particularly valuable.
Transfer case and centre differential wear evaluation
The Evolution VI’s transfer case and centre differential assembly represents a critical component that experiences significant stress during normal operation. Common failure modes include worn output shaft bearings, damaged planetary gears within the centre differential, and seized or leaking hydraulic components within the AYC system. Symptoms of impending failure include whining noises during acceleration, grinding sounds when turning, and illuminated warning lights on the dashboard.
Proper evaluation requires road testing at various speeds and load conditions, listening carefully for abnormal noise patterns that might indicate internal wear. The AYC system’s hydraulic pump should operate smoothly without excessive noise or vibration, whilst fluid levels and condition provide important clues about maintenance history. Replacement costs for major transfer case components can exceed £5,000, making thorough inspection essential before purchase.
Rust prone areas including rear arches and sill inspection
Japanese market vehicles typically lack the comprehensive anti-corrosion protection required for European climates, making rust inspection a critical element of any Evolution VI evaluation. The most vulnerable areas include rear wheel arches, door sills, front suspension mounting points, and the area surrounding the fuel filler cap. These locations trap moisture and road salt, creating ideal conditions for accelerated corrosion that can compromise both structural integrity and aesthetic appeal.
Thorough inspection requires removal of interior trim panels and boot carpeting to access hidden areas where rust typically initiates. Professional underseal treatment applied immediately upon importation can prevent many issues, but vehicles lacking this protection may exhibit extensive corrosion requiring expensive remedial work. Surface rust can often be managed , but structural corrosion affecting suspension mounting points or chassis rails may render a vehicle economically unviable for restoration.
Turbocharger TD05 health and oil feed line verification
The TD05HR turbocharger’s longevity depends heavily on maintenance quality and operating conditions throughout its service life. Common failure modes include compressor wheel damage from ingested debris, turbine housing cracking due to thermal cycling, and bearing failure resulting from oil starvation or contamination. Visual inspection should focus on compressor and turbine wheel condition, checking for impact damage, excessive play, or oil contamination within the housing.
Oil feed and drain line condition provides crucial insights into maintenance standards and potential future issues. Blocked or restricted drain lines can cause oil pooling within the turbo housing, leading to seal failure and oil consumption issues. The oil feed line banjo bolts require periodic retightening to maintain proper flow rates, whilst the small orifice within these fittings can become blocked with debris from poor-quality oil or extended service intervals.
Active yaw control system diagnostic procedures
The AYC system’s complexity introduces multiple potential failure points that require systematic evaluation during pre-purchase inspection. The hydraulic pump, located in the rear differential housing, should operate quietly without excessive vibration or noise. Dashboard warning lights provide the most obvious indication of system malfunction, though intermittent faults may not trigger warnings during brief test drives.
Professional diagnosis requires connection to appropriate diagnostic equipment capable of interrogating the AYC control module and monitoring system parameters in real-time. Common faults include pump motor failure, hydraulic fluid leakage, and electronic control module corruption. Repair costs can be substantial, with pump replacement typically exceeding £3,000 including labour charges. Some owners opt to disable the AYC system entirely, though this significantly alters the vehicle’s handling characteristics and may impact value for purist buyers.
Market values and pricing analysis for evolution VI purchase
Evolution VI values have experienced dramatic appreciation over the past decade, transforming from affordable performance cars into serious collector vehicles commanding premium prices. Current market analysis reveals significant price stratification based on specification, condition, and provenance, with the most desirable TME variants in concours condition approaching six-figure valuations. This appreciation reflects growing recognition of the Evolution VI’s historical significance and its status as the final pure homologation special from the golden era of rallying.
Entry-level GSR examples in driver condition typically command £20,000-£30,000, though buyers should budget additional funds for immediate maintenance and potential mechanical issues. Mid-range examples displaying good maintenance history and minimal modifications fall within the £35,000-£50,000 bracket, whilst exceptional low-mileage TME variants can exceed £80,000. The premium for Passion Red TME models with original rally graphics reflects their iconic status and relative scarcity within the UK market.
Geographic factors significantly influence pricing, with Japanese market vehicles often offering better value despite importation costs and complexity. However, buyers must consider the additional expense of UK registration, safety inspections, and essential modifications such as lighting systems and speedometer recalibration. Documentation quality and provenance verification become crucial factors when evaluating imported vehicles, as incomplete or fraudulent paperwork can create significant legal and financial complications.
Understanding the true cost of ownership extends far beyond the initial purchase price, encompassing insurance, maintenance, and the inevitable modifications that most owners eventually undertake to enhance performance or personalise their vehicles.
Common modifications and aftermarket enhancement pathways
The Evolution VI’s exceptional tuning potential has spawned an entire industry dedicated to extracting additional performance from the 4G63T engine and chassis platform. Engine modifications typically follow a progressive path, beginning with intake and exhaust system upgrades that can yield 20-30bhp gains with appropriate ECU remapping. Free-flowing air filters, larger intercoolers, and de-cat exhaust systems represent popular initial modifications that enhance both performance and sound character.
More ambitious builds often incorporate upgraded turbochargers, with the popular TD06-20G unit capable of supporting 400bhp+ with appropriate supporting modifications. However, such power levels necessitate comprehensive engine internals upgrades, including forged pistons, connecting rods, and upgraded head studs to maintain reliability. The transmission and drivetrain components also require attention at higher power levels, with upgraded clutches and reinforced transfer case components becoming essential for longevity.
Suspension modifications range from simple spring and damper upgrades to comprehensive coilover systems offering full adjustability. Popular choices include Bilstein, Öhlins, and KW variants that maintain the Evolution’s characteristic handling balance whilst providing enhanced adjustability for different driving conditions. Brake system upgrades typically focus on pad compounds and brake fluid rather than wholesale component replacement, as the standard Brembo hardware provides excellent performance when properly maintained.
When evaluating modified vehicles, buyers should prioritise quality over quantity, seeking examples where modifications have been implemented by recognised specialists using proven components. Documentation of tuning work and dyno results provides valuable insights into the vehicle’s current state of tune and reliability expectations. Poorly executed modifications can significantly compromise both performance and reliability, making thorough evaluation by knowledgeable specialists essential before purchase.
Ownership costs and maintenance requirements for daily driving
Evolution VI ownership demands a realistic understanding of maintenance costs and requirements that exceed those of conventional vehicles. The 4G63T engine’s high-performance nature necessitates frequent oil changes using fully synthetic lubricants, typically every 4,500 miles or six months regardless of driving conditions. The AYC system requires periodic fluid changes every 9,000 miles using specific Mitsubishi DiaQueen fluid, whilst brake fluid changes every 18,000 miles help maintain the Brembo system’s performance capabilities.
Major service intervals occur every 45,000 miles, encompassing timing belt replacement, spark plug renewal, and comprehensive fluid changes throughout the drivetrain. These services typically cost £800-£1,200 when performed by Evolution specialists, though costs can escalate significantly if additional components require attention. The complexity of the AYC system and the engine’s tight tolerances make specialist knowledge essential for proper maintenance and diagnosis.
Insurance costs reflect the Evolution VI’s performance capabilities and theft risk, with annual premiums often exceeding £2,000 for younger drivers or those with limited experience. Agreed value policies provide the most appropriate coverage for appreciating examples, though insurers may require proof of specialist storage and security measures. Parts availability remains generally good for common service items, though some components specific to the Evolution VI may require sourcing from specialist suppliers at premium prices.
Fuel consumption
typically averages 18-22mpg in mixed driving conditions, though enthusiastic use can see this figure drop significantly. The high-octane fuel requirement adds further to running costs, as the engine demands 97+ RON fuel for optimal performance and reliability.
Daily driving an Evolution VI requires acceptance of its uncompromising nature, as comfort features remain minimal compared to contemporary vehicles. The firm suspension setup and aggressive alignment specifications can result in rapid tyre wear, particularly on front tyres which may require replacement every 15,000-20,000 miles depending on driving style. Road noise levels and the characteristic turbo whistle make the Evolution VI an involving but potentially tiring companion for extended motorway journeys.
Depreciation considerations have shifted dramatically in recent years, with well-maintained examples now appreciating rather than losing value. This transformation from depreciating asset to appreciating classic has altered the ownership proposition significantly, as careful maintenance and preservation can now be viewed as an investment rather than simply a cost. However, this appreciation has also increased the pressure to maintain vehicles to ever-higher standards, as any shortcuts in maintenance or repairs can have disproportionate impacts on value.
Storage requirements should not be underestimated, as Evolution VIs benefit enormously from covered, dry storage conditions that protect against the corrosion issues that plague many examples. The investment in proper storage facilities, security systems, and climate control can add £1,000-£2,000 annually to ownership costs, though this expense is easily justified when considering the potential impact of corrosion on vehicle value. Prevention truly remains cheaper than cure when it comes to preserving these increasingly valuable machines.
The Evolution VI’s transition from affordable performance car to serious collector vehicle has fundamentally altered its ownership profile and associated costs. What was once a relatively straightforward enthusiast purchase has evolved into a significant financial commitment requiring careful planning and realistic budgeting. However, for those able to accept these responsibilities, the Evolution VI continues to deliver an ownership experience that few modern vehicles can match, combining historical significance with genuinely thrilling performance in a package that remains as relevant today as it was at launch over two decades ago.