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Sanctifier
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 Posted: Mon May 24, 2010 5:06 pm Post subject: Evolution 6 - Birth of a Legend! |
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This begins a series of Road Tests on the iconic Evolution 6 in all it's iterations.
Just 'click' on the thumbnails here to open...then 'click' again to read full sized pages of the article.
In the beginning was the WORD!... and it was Good... DAMN GOOD! 
| AutoCar wrote: |  Evolution 6 GSR:
0-60 mph.. = 4.4 sec.
60-0 mph.. = 2.5 sec.
Top Speed = 150 mph.
FOR:........ Shattering performance and handling, brakes, styling.
AGAINST: Plain interior, thirsty when thrashed, not a lot else. |
   
   
| AutoCar wrote: | In bald terms you need nothing less than a Ferrari 550 Maranello to go faster.
If the roads are even remotely wet, however, you can forget the contest altogether -
The Mitsubishi would leave the Ferrari for dead. In a straight line. |
| AutoCar wrote: | ...between 50mph and 70mph in fourth in 3.1 sec...
To put that into context, a Lamborghini Diablo SV is a full second slower. |
| AutoCar wrote: | | ...as refined as a Nissan Primera on the motorway, yet one that can out-corner and out-brake any product currently made by Lotus. |
Think they said it all, right there...and this was just the original Evo 6 GSR...
The RS2 was even better...and even quicker Evolution 6 models came later. 
Here's some dessert. A Track Test of the Evo 6 by Vikki from Top Gear. (Sorry, NO embedding available.)
Link--> Top Gear - Mitsubishi Lancer Evo VI.
EDIT: Embed code just became available...
.........
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Last edited by Sanctifier on Wed Jul 15, 2015 4:26 pm; edited 10 times in total |
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Sanctifier
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| Posted: Tue Jun 01, 2010 2:17 pm Post subject: |
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Hmm...so many views...and no feedback. 
Anyway...on to the 2000 Evolution 6 Tommi Makinen Edition GSR...
Here's some background information and specifications...
| Quote: | In the Evo 6 TME GSR... Engine and transmission options (including the rear AYC) were carried over (from the Evo 6 GSR), along with the gear ratios on the five-speed box...
However, the high response titanium-aluminium alloy turbine blades were now specified on the GSR's turbocharger [Type TD05HRA-15GK2-10.5T] as well, combined with a smaller diameter compressor wheel;
The Evo 6 TME RS model kept its old turbo, [Type TD05HRA-16G6-10.5T] with the new one as an option...(and also dropped the GSR's rear AYC for a clutch-type LSD.)
In addition, there was a new exhaust with a big bore tailpipe.
Ultimately, the engine provided lots of torque in the low to mid-range, the Evolution VI TME GSR modifications bringing in the maximum torque 250rpm lower down the rev-band. |
To quote the advertising hype in the Auto magazines...
| Quote: | TD05HRA-15GK2-10.5T… High response titanium-aluminium alloy turbine blades now specified on the GSR, combined with a smaller compressor wheel;
TD05HRA-16G6-10.5T… Evo 6 TME RS kept its old turbo, with the new one as an option.
In addition, (for all TME models - GSR & RS/RS2) there was a new exhaust with a big bore tailpipe.
The Evolution VI TME modifications bringing in the maximum torque 250rpm lower down the rev-band. [with smaller TD05HRA-15GK2-10.5T.] |
| Quote: | Additional gains in early spool [150 (RS)-to-250 rpm (GSR) lower] were achieved because of "High response titanium-aluminium alloy turbine blades" in both types.
Easily distinguishable by its redesigned, aggressive looking front bumper / airdam, The Tommi Makinen Edition rode 10mm (0.39 in.) lower than the Evolution VI, as the TME GSR came with the tarmac suspension settings [an option on the TME RS]. A front tower bar was standard on all cars, including the GSR, while the steering ratio was quicker (@ 2.2 turns lock-to-lock) than that of the earlier Evo 6 GSR (@ 2.6 turns lock-to-lock.)
White Enkei 17" alloys [the same as those used on the works Group A cars] came as part of the GSR package, and could be bought as an option for the RS grade. Combined with the so-called Special Color package [available on the Passion Red GSR as a 20,000 Yen option], the exterior could be made to resemble an authentic WRC machine. Inside, although the style of the interior and its components was carried over, there were now black-faced gauges with red numbers and calibrations, and red stitching graced the Momo leather trimmed steering wheel, gear-knob and gaiter.
The cockpit remained predominantly black, but the Recaro seats had red fabric inserts and a "T. Makinen" logo on the GSR, while the (Evo 6 TME) RS/RS2 had a strict Evolution VI interior with blue inserts...and "low side-bolster" front Recaros similar to the 4wd (CM5A) 1800 GSRs.
Chassis codes were the same as those used for the Evolution VI, although the GSR based Special color package carried the SNGF2 designation. Weights were also the same (*Incorrect: details later) as was the fuel tank capacity, which remained at 11 imperial gallons/50 litres, although the shape of the tank was changed slightly to stop petrol moving around so much during extreme cornering.
The GSR was priced at 3,278,000 Yen, whilst the RS was slightly cheaper at 2,598,000 Yen. A lucky 2500 buyers received a resin scale model mounted on a wooden plaque, while dealer options included front fog-lights [PIAA], and HID headlights from the Cibie concern. |
Here's the Road Test of the 2000 Evolution 6 Tommi Makinen Edition GSR...
  
| Sanctifier wrote: | Yup, it's the same 4.4 sec to 60 mph... and the same 150 mph top-speed as the previous Evo 6 GSR...but what you can't measure...
is the lightening-fast steering response from the 2.2-turn steering-rack; mounted lower on the special TME "Tarmac" cross-member to reduce bump-steer...
Trust me: THIS is the most impressive feature of the Evo 6 TME GSR... Also standard on Evo 6 RS/RS2 and Evo 6 TME RS/RS2 models.
...or the reduced body-roll and go-cart-like cornering from the 10mm lower (front & rear) springs...
...or the 'instant' spool and increased drivability from the world's first "titanium" turbine-wheeled (TD05HRA-15GK2-10.5T) turbocharger... |
BTW here's another quote from AutoCar magazine...
| AutoCar wrote: | | The 1365kg kerb weight endows the Makinen with a power-to-weight ratio of 202bhp per tonne - 29bhp per tonne more than that other famous crazy-horse Jap, the Nissan Skyline GT-R R34... |
Then came the Evolution 6 RS/RS2... 
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Last edited by Sanctifier on Mon Nov 07, 2011 6:19 am; edited 2 times in total |
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Sanctifier
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| Posted: Tue Jun 22, 2010 3:48 am Post subject: |
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Lancer Evolution VI RS/RS2... possibly the most "sought-after" model of the OEM Evo 6 range.
Cont'd... Car Reviews > Mitsubishi LANCER EVO VI (1998 - 2001)
Mitsubishi LANCER EVO VI (1998 - 2001) (2005-10-17)
MODELS COVERED: (4 dr saloon 2.0 petrol [GSR, RS, RS II, RSX, Tommi Makinen Edition, Extreme])
| ANDY ENRIGHT wrote: | The Mitsubishi Lancer Evolution VI is one of the most extreme cars available for purchase, and one of the closest things to a top-flight competition car on general release. Despite being based on the prosaic Carisma saloon, the Evo VI (as it is usually called) is a road-going version of Mitsubishi's World Rally Championship winning car, and even in its less extreme guises never feels anything but ridiculously quick. A used Evo VI is going to appeal to a small sector of drivers who appreciate warping speed and otherworldly handling. With a wide variety of limited edition variants, grey imports, official imports and ex-rally cars there's plenty for the buyer to look out for.
The Lancer Evo VI offers extreme performance and barely credible reserves of grip, yet its not a particularly intimidating car to drive. Being based on a humble Carisma means that you get four doors, a big boot, an upright seating position and pretty good space for rear passengers. When you look in the mirror youll see a lot of rear wing, but with this car perhaps more than any other, form is definitely following function. Some may feel that the Evo VI is chunky, aggressive and purposeful, while most will think it plain ugly.
The variants all offer varying degrees of unreality when you plant your right foot. The original and, many would argue the best is the Evo VI GSR. This is probably the variant most suited to everyday driving, with 280bhp on tap, climate controlled air conditioning, anti-lock brakes and Active Yaw Control. This system is a stability control device to prevent excessive differences in wheelspin or deviations from the intended route when cornering.
About 85% of all Evo VI models sold were in GSR trim. The Evo VI RS and RS II models were lightweight versions of the GSR without anti-lock brakes, the clever Active Yaw Control system or any form of warranty, Ralliart reckoning that these models would, by and large, go straight into the hands of Group N rally contestants. Nonetheless, there were still a handful sold to buyers looking to use them as road and track cars. When Ralliart UK was launched in 1999, the RS II was rebranded as the RSX, and gained better Recaro seats and higher quality interior trim.
Only 30 were built. The true Evo enthusiast is going to look for one of the rare Tommi Makinen Editions, or the rarer still Extreme. The Tommi Makinen offered bigger Brembo brakes, a restyled front spoiler and bumper, Makinen monogrammed interior trim, inverted shock absorbers, modified turbocharger and the option of a special colouring package. The monstrous Extreme was the UK version of the Japanese Evo VI Zero Fighter and came with lowered suspension, a remapped engine control unit and a carbon fibre interior.
With 340bhp on tap, this is one model which, unlike the Carisma upon which its based, certainly lives up to its name.
Used prices for Lancer Evo VI models vary enormously due to the wide range of sources for the cars. Many will have been privately imported from Japan, and whilst cheap, they may have some hidden pitfalls. The first of the Ralliart cars from 1998, the GSR, can be found from around £15,000 while Japanese import models tend to open at £13,000. Insurance will be a hefty Group 20.
In order to compete so successfully in world rallying, the Lancer Evo VI is a hardy beast. Despite the standard versions boasting between 276 and 300bhp (depending upon who you ask), the engine is untemperamental and has yet to develop any significant faults. Tyre bills can be massive, as the Evo rewards an unsophisticated chuck and drift style of cornering. Likewise, it would be prudent to check the suspension and also to have a good look for any signs of crash repair.
Interior trim quality has never been an Evo strong point, so don't be put off by any minor squeaks and rattles, just turn the engine's volume up. The key thing to look out for is that the car is what it purports to be. Ralliart dealers concede that any Evo VI variant can be turned into any other quite readily if the owner knows what he or she is doing. Therefore you may find RS models masquerading as Zero Fighters and so on.
Pay close attention to the car's history. Patchy or non-existent history on an imported car means a shot in the dark and at around £16,000 for an early import it could be a costly gamble. If you are happy with an import, check it has been modified to proper UK standards, with changes such as fog lights, mile-calibrated speedometer, and UK fuel filler necks fitted and the 112mph speed limiter removed. Even the UK spec cars need looking at.
The RS and RS II models were sold without warranties, due to the expectation that they would be instantly torn to pieces and rebuilt as Group N rally cars. This didn’t always happen. The benefits of buying an ex-Ralliart UK car are many. Aside from the support of the Mitsubishi UK dealer network, you’ll have product liability cover, a three year from new warranty, an SVA certificate, will have UK-language handbook and product information, and will be monitored should a recall be implemented for safety, security or technical reasons.
In case you were wondering why UK cars were still more expensive, there’s part of your answer.
(approx based on a 1998 Evo VI GSR) The specialist nature of the Lancer Evo VI means that theres a vast price differential between parts prices dependent on how extreme you want the car to be. As such, prices quoted range between standard and performance options. Clutch kits are between around £350 and £550, front brake pads range from £85 up to £330, and these prices also apply to rear pads. A new radiator costs between £450 and £650 whilst a replacement headlamp is around £275.
The Lancer Evo VI is an astonishingly effective B-road tool, capable of holding huge speed mid-corner. It is on this sort of road that the car excels and nothing will stay with a well-driven Evo, (especially an RS or RSX model) in these conditions. Trying to follow in a Porsche or Ferrari would be very hard work, with only the super-quick models able to hold station with the little Lancer. The Evo VI’s capabilities are instantly apparent as soon as the turbocharger spools up.
It is possible to drive the car off-boost, and make measured progress, but it requires discipline, and the car never feels particularly happy being driven in this manner. It’s best to let the revs hit 2500rpm and feel the thrust, time and again. The way that the Lancer builds speed isn’t as viscerally sickening as a Nissan Skyline or as dramatic as a Ferrari 360. No, the effect is vaguely comical.
You realize that somebody has just switched the scenery into fast forward, whilst you’re sitting bolt upright looking past the funny little wipers and plasticky interior, listening to an engine that sucks, whistles and hisses like a faulty immersion heater. Unlike an Impreza, a Lancer Evo has a constant feeling of being on tiptoes, an impression reinforced by most models' lofty ride height. It is savagely quick, yet retains a strangely surreal, detached feeling, much like watching an arcade game. The GSR version is the one to go for if you like your cars to go round corners at speeds which will reduce passengers to gibbering wrecks.
The Active Yaw Control system keeps the nose and tail of the car in check and gives an enormous sense of confidence. The RS, RS II, and RSX models feel even quicker than the GSR, but play a little bit looser with their handling characteristics. After all, who wants a rally car that won’t swing its tail out in a perfect pendulum turn? It just means that on the road you’ve got to be prepared to dial in some opposite lock on the steering when you feel the back end swing round. Exciting stuff from a true five-star drivers’ car.
Anybody purchasing a used Lancer Evo VI should do his or her homework. Try to speak to existing owners or dealers to try to establish which model is right for your needs. In most cases it'll be a GSR, being fast enough and comfortable enough for most cases. A late 1999 GSR is probably the best used bet, but if you’re on a budget, an early RS is very tempting.
Whichever model you choose, make sure you’re getting a good example and you’ll have the quickest real-world car on the road. |
Enjoy.
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Last edited by Sanctifier on Tue Nov 15, 2011 2:00 pm; edited 1 time in total |
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Sanctifier
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| Posted: Thu Nov 03, 2011 4:05 pm Post subject: |
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Long overdue... but better late than never!
From the Archives... Evolution VI RS - Car & Driver
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Sanctifier
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| Posted: Thu Nov 03, 2011 4:42 pm Post subject: |
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From the Archives... Evolution VI RSX
    
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Sanctifier
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| Posted: Fri Nov 04, 2011 4:01 am Post subject: |
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"There goes that song again"... That Evo 6 RS Sprint song that is!...
Yup, it's a cross-post. Just keeping things in sequence to avoid confusion...
See You Later Homologator!...
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Last edited by Sanctifier on Sat Jan 11, 2014 11:08 am; edited 2 times in total |
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Sanctifier
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| Posted: Fri Nov 04, 2011 4:51 pm Post subject: |
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Road Test - AutoCar 1999: The Evo 6 eXtreme... a.k.a. the Evo 6 Zero Fighter in Japan.
| "Sanctified" AutoCar journalist with dirty pants wrote: | I'm not sure that it's wise to go into specific detail about what happens over the course of the next half an hour, save to say that I emerge on the other side convinced that there is no faster car made on this earth.
Prodrive and Subaru may well have combined recently to make the P1 a genuine rival to the regular Evo VI...
but the Extreme would eat it alive. |
 
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MG Man
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| Posted: Sat Nov 05, 2011 11:38 am Post subject: |
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kid bumping around in the back seat was hilarious
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Sanctifier
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| Posted: Sun Jan 08, 2012 4:04 pm Post subject: |
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Yup, a bit out of posting sequence... but it "reads" better this way...
... And now it's time for dessert 
They say a picture is worth a thousand words... so how much is a video worth 
After the great AutoCar Road Test (above)... now it's time to see the Evo 6 eXtreme in action...
And while drag racing is okay and has its fans...THIS is what really "bakes my cookies"...
and who better to REALLY test it than the late, great Pentti Airikkala of WRC and RAC Rally fame...
Actually, the lady ain't too bad a driver either.
.........
AHHH Now THAT was GOOD
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Sanctifier
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| Posted: Sun Jan 08, 2012 5:09 pm Post subject: |
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Here's another Road Tester's perspective of the iconic RalliArt Evo VI Extreme...
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VK-Sportsman
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| Posted: Mon Feb 06, 2012 9:42 pm Post subject: |
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Some good stuff there
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Sanctifier
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| Posted: Tue Feb 07, 2012 9:53 am Post subject: |
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^ ^ ^ Thanks VK. Just looking for a couple more articles (archives & on-line)... and then I'll wrap up with the Evo 6 RS450 Road Test (repost.)
If you have any other R/Tests for E6 models, please email to me or post here. Thanks.
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Sanctifier
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| Posted: Sun Dec 01, 2013 3:58 pm Post subject: |
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Here's a bit of COOL info that I came across from the Juha Kankkunen Car Collection interview.
| Alistair Weaver on Edmond's.com wrote: | The 560 bhp WRC "Group B" Lancia Delta S4 in which Juha Kankkunen won the WRC again in 1991, weighed just 2,116 lbs.
Zero to 60 mph took just 3 seconds. |
| Sanctifier wrote: | For the record, a bone stock, 276 bhp Evolution 6 GSR, tested by AutoCar magazine in 1999 weighed 3009 lbs.
Zero to 60 mph took 4.4 seconds... from a car available for sale to the general public!!!  |
IMHO that's one hell of a skewed comparison... and one hell of an achievement for , especially way back in 1999.
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VK-Sportsman
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| Posted: Sat Dec 07, 2013 5:00 pm Post subject: |
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So then would the 6 RS have a "slightly" faster time than the "AutoCar's 4.4s" due to less weight?....
I always admire the RS edition from the 6-10....... well the 10 being the fattest sibling.
"RS = Really Sweet family car!" ....
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Sanctifier
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| Posted: Sun Dec 08, 2013 1:20 pm Post subject: |
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^ ^ ^ 6 RS have a "slightly" faster time... Yup, definitely! Although I never found an AutoCar Road Test for the Evo 6 RS or the RS2; the RS has 231 lb less kerb weight than an E6 GSR... = weight of a heavy passenger.
My RS2 also has the factory option of the Group N rally box with a 4.875:1 final drive ratio.
It won't hit 155 mph like a GSR... but who cares! 0-100 mph is FUN!  Now that is an AutoCar Road Test that I'd love to read.
I do know that when I swapped the original E6 engine/box for an E7 engine (with identical parts) & std box (4.53:1 final drive), it felt like I threw away the 4th cylinder... The car was DEAD SLOW in comparison!
My $0.02¢
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