Image Gallery

The eagerly awaited rally-born and bred Mitsubishi Ralliart Evolution VI has finally hit Australian shores. Only 100 Evos have been brought into the country, and according to importer Ralliart Australia, most have owners’ names on them already.

All are Tommi Makinen Editions, very closely resembling the Lancers that made Makinen World Rally Champion an unprecedented four consecutive times from 1996 to 1999 inclusive.

Powered by a two litre DOHC 16-valve intercooled turbo engine tuned for maximum performance, the special edition Evo VI also has a redesigned airdam, specially tuned suspension, plus enhanced aerodynamics and engine cooling. The engine develops a stunning 206kW of power and 373Nm of torque, giving the Evo VI blindingly fast times at top revs and super quick acceleration off the line. For example, 0-100km/h takes just 5.76 seconds, with the standing 400 flashing by in 14.31 seconds.

Handling and stopping power are just as impressive, with the surefootedness of fulltime four-wheel drive enhanced by the inclusion of Active Yaw Control, which comes into play via the rear differential to improve overall driveability and cornering capability. To match the go and ensure the whoa, the Evo VI is fitted with BREMBO brakes; 17” ventilated discs with four-pot aluminium calipers up front and 16” ventilated discs with 2-pot aluminium calipers in the rear.

To complement the aggressively styled body kit and striking 17” light alloy wheels, interior treatment features a leather bound Momo steering wheel, leather-accented gear shifter and dedicated, logoed Tommi Makinen Recaro sports seats. As well, dual airbags, electric windows, aircon, power mirrors and central locking come standard. Aluminium is used for specific sections of bodywork, such as the bonnet and front over-guards.

“We’re tremendously excited to now be able to offer the EVO VI to an enthusiast Australian public,” said Ralliart’s Chief Engineer Bob Riley. “The Evo is a car with a long and successful rallying history; one that not only offers proven scorching performance, but has heaps of street cred as well. The legend has landed.”

Available in four different colours – Scotia White, Satellite Silver, Passion Red and Pyrenees Black - the Mitsubishi Ralliart Evolution VI is now on sale at the following selected Ralliart specialist dealers:

• Sydney: Northshore Mitsubishi (Crows Nest) and Sutherland Mitsubishi (Kirrawee).
  
• Melbourne: Southern Mitsubishi (Moorabin) and Eastside Mitsubishi (Nunawading).
  
• Adelaide: Yorke Motors.
  
• Perth: Skipper Mitsubishi.
  
• Brisbane: Nundah Mitsubishi.
  
• Townsville: Geoff Pickering Mitsubishi.

1. INTRODUCTION
Born in the battlefield of fierce international rally competition, the Evolution series of performance cars have established a reputation for performance, reliability, and importantly winning.

Similarly, Tommi Makinen has risen from the snowy and icy forests of Finland to become arguably the world’s best rally driver. Begining in Production Class (Group N) he quickly moved into Group A.

Subsequently he became four times consecutive world champion between 1996 and 1999. This year (2001) Tommi has again showed his class and professionalism, and currently leads the Driver’s World Championship in the hybrid Group A/WRC Mitsubishi.

It is only fitting, therefore, that Tommi’s unequalled feat of four successive championships be honoured with a performance car bearing his name. The Tommi Makinen Edition Mitsubishi Ralliart Evolution VI is that car.

While the Evo VI is fully imported from Japan, there were a number of small modifications Ralliart Australia had to make for ADR compliance.

Ralliart technicians replaced the curved driver’s side rear view mirror with a flat one, and fitted a CD/radio, a narrower unleaded filler, an instrument dimmer and child restraint anchorages.

The most work was done in modifying the front side intrusion bars to improve strength.

All 100 Evos are September 2000 build, and all are fitted with Wicker-type twin rear spoilers. Just as on the rally car, the attack angle of the upper wing is adjustable, to maximise negative pressure, critical for improved aerodynamics and downforce.

The arrival of the Evo VIs has introduced the fire-breathing performance and driving pleasure enjoyed by world rally champions to 100 lucky Australian enthusiasts.

2. ENGINE

Based on WRC experience, a lot of work has been done on the engine to achieve maximum outputs without endangering reliability. With peak power of 206kW (at 6500rpm), the Evo VI has a mass to power ratio of 6.2kg per kilowatt. It’s a very quick car.

In the high response turbo, a titanium alloy exhaust wheel and redesigned propellor blades help achieve this sort of performance – particularly with regard to low and mid-range torque – while a larger capacity intercooler has pumped overall engine output. A new high performance muffler featuring a large round tailpipe has lowered exhaust system back-pressure, and oil cooling passages are now built into the pistons, improving cooling efficiency and significantly boosting overall engine performance. As well, the aggressive front bumper with the new airdam not only improves the car’s aerodynamics, but ensures stable engine output by lowering the temperature of intake air.

The Mitsubishi Ralliart Evo VI has not been detuned, and will run on PULP as minimum fuel requirement. However, Ralliart recommends the new higher octane fuels to enjoy the car’s full potential.

3. DRIVETRAIN

The Evo VI runs a five-speed manual transmission through a permanent, viscous-coupled four-wheel drivetrain, assisted by an active yaw control-type differential, giving assured handling and grip whatever the circumstances.

Active Yaw Control.
‘Yaw’ was originally purely a nautical term meaning the difference between the intended course and the actual course, and this also applies directly to the motion of a car.

Incorporating two wet multi-disc clutches in a torque transfer rear differential, the AYC system hydraulically controls the difference in driving force between the left and right rear wheels when cornering, thus maximising tyre grip. In addition, it decreases load on the front wheels, biasing it towards the rear, so cornering on any given radius becomes possible with reduced steering wheel inputs.

Active Yaw Control also maximises safety by coming into play when braking and accelerating, suppressing sudden changes in vehicle attitude and behaviour to create superior stability under all driving conditions, even when the edge of the performance envelope is being explored.

AYC operates in conjunction with individual sensors measuring wheel speed, steering wheel angle, throttle position and both lateral and longitudinal G-forces. It’s all controlled by an AYC ECU that operates together with the ABS ECU. In all, there are three computers governing a variety of functions in the car, the final ECU looking after engine operation.

4. SUSPENSION

Suspension setup on the Evo VI follows the same principles as that on the standard Lancer, but there are very important differences.

The rear is multi-link with a stabiliser bar, but the Evo suspension arms are made of aluminium. Most other manufacturers use cast iron.

Up front is McPherson strut and stabiliser bar, but the Evo differs from standard in having, once again, aluminium lower arms, and in using inverted-type KYB shock absorbers.

As a direct result of WRC experience, these shocks are designed to deliver rapid initial response, optimising handling performance on a variety of surfaces.

5. BRAKES

A performance car needs a great set of picks, and the Evo VI meets the high expectations set by world class rally drivers.

The Evo VI is fitted with BREMBO brakes; 17” ventilated discs with four-pot aluminium calipers up front and 16” ventilated discs with 2-pot aluminium calipers in the rear.

This set-up ensures safe, quick stops every time.

6. HANDLING
What a package!

Firm, sports suspension added to the best full-time all-wheel drive performance drivetrain, a potent 206kW turbocharged firebreathing engine and crisp, super-responsive rack and pinion steering provides a package to satisfy the most ardent motoring enthusiast.

Perfected over many years, in many continents, a variety of diverse weather and driving conditions, and in the cauldron of battle known as the World Rally Championship, the Mitsubishi Ralliart Evolution VI provides the ultimate in spirited driving for the spirited enthusiast driver.

It has breathtaking performance, and equally breathtaking handling and braking capabilities. The car’s capabilities go well beyond most driver’s nerves, with its grip, cornering ability, straight line speed and stopping being universally acclaimed by motoring journalists around the world.

7. INTERIOR

When you buy a car like the Mitsubishi Ralliart Evolution VI you expect a high level of standard equipment. And, you won’t be disappointed, with the following list of standard equipment which provides the best possible driving environment for the spirited driver:

• Power steering,
  
• MOMO leather-wrapped airbag steering wheel with contrast stitching,
  
• Leather-wrapped gear shift knob with contrast stitching,
  
• Special Tommi Makinen Edition Recaro seats,
  
• Digital trip/odometer,
  
• Front and rear ELR seatbelts,
  
• Driver and front passenger SRS airbags,
  
• Air conditioning,
  
• Power windows,
  
• Power mirrors,
  
• Central door locking,
  
• High quality audio system,
  
• Rear centre armrest,
  
• Cupholders.

Until 1992 Mitsubishi Ralliart competed in the World Rally Championship with the Galant VR-4. However, the Company decided if it wanted to be more competitive it should develop a rally machine based on the lighter and more compact Lancer sedan.

The production Lancer provided the ideal packaging for high-speed WRC stages, as its stiff and strong four-door body sits on a relatively long wheelbase which provides a spacious and comfortable interior.

As most competitors at that time were competing in Group A, Mitsubishi needed to to sell at least 2,500 of the base production model to quality.

The Evolution I was the actual homologation model, created to be more competitive and incorporating a wealth of knowledge gained over years of successful rally participation.

Evo I was distinguished by its engine. Production Lancers had offered models powered by 1.8 litre intercooled turbocharged engines for some time, however the first Evo was powered by the 2.0 litre 4G63-type in-line four-cylinder DOHC intercooled turbocharged engine that had powered the Galant VR-4 to success.

The engine was given a larger capacity intercooler, a higher compression ratio, modified port configuration, new injectors, a lighter crankshaft, con rods and pistons. The increased power resulted in 187kW at 6000 rpm, and 315Nm of torque at 3000 rpm.

The engine was coupled to a modified VR-4 driveline, and it was distinguished at the front by an aluminium engine hood with large air outlets and open grille-integral front bumper which was extended 40mm forwards to house the uprated intercooler. At the rear a large reardeck spoiler reduced lift by 18%.

The Evo I weighed in at 1,170 kgs - 180 kgs less than the VR-4.

And, a legend was born!

The Evolution II was launched in 1993, and incorporated a number of modifications to boost its performance and handling stability in particular.

Modifications to the engine included an increase in turbo boost pressure, reduced exhaust back pressure, and increased valve lift.

To improve handling larger wheels and tyres were used, the wheelbase was improved by moving the front wheel centre 10mm forward, and the front and rear tracks were widened by 15mm and 10mm respectively to accommodate the wider tyres.

Suspension changes included new lower control arms and longer struts for the front, while the stabiliser bar was attached directly to the lower control arms to quicken steering response.

Front camber was optimised. When added to the longer damper bump stroke there was a dramatic improvement to Evo II’s handling.

Styling changes included the addition of an airdam under the front bumper, and a wicker rear spoiler. OZ alloy road wheels, and other numerous styling touches completed the picture.

Evolution III debuted in 1995, boasting further power improvements. Reduced exhaust back pressure - the result of a fatter front exhaust pipe and lower pressure losses in the main muffler - a new turbocharger compressor, and a higher compression ratio meant the Evo was now pumping out nearly 203kW at 6250 rpm, while torque remained constant at 315Nm at 3000 rpm. The addition of a second intercooler spray nozzle helped stabilise power and torque characteristics at high engine speeds.

However, the most significant improvements to the Evo III were its aerodynamics.

The front bumper openings were enlarged, a larger airdam was fitted that featured brake cooling ducts and transfer cooling slots. Lowering ground clearance reduced airflow under the body to generate extra downforce. The lines of the front airdam were continued along the side and into the rear wheel house. A larger wicker and wing for the rear deck spoiler generated additional downforce.

Following the fully redesigned Lancer series released in 1996 (CE series in Australia), Evolution IV also underwent a major remake.

While the 4G63 powerplant was retained it underwent extensive modifications. As well as a high-speed cam profile and lighter pistons, turbo lag was reduced by minimising gas flow interference in the exhaust manifold. The introduction of a twin-scroll turbocharger improved performance, generating more low and mid-range torque. Evo IV also featured a straighter intake manifold, and a metal head gasket which withstood the higher compression ratio and boost pressures better.

The introduction of a secondary air induction system improved turbo on-off response, thereby keeping turbine speed from dropping under deceleration.

All of these changes pushed maximum power to 206kW at 6500 rpm, while torque increased to 360Nm at 3000 rpm.

As well as the standard close-ratio 5-speed transmission, Evo IV was also offered with a super-close-ratio box. The RS model was developed primarily for competition use, and was offered with a torque-adaptive helical gear front LSD - a first on a 4WD model. The rear diff incorporated another world first - Active Yaw Control - and this realised a significant improvement in cornering performance and stability under hard braking.

Although 1997 marked the debut of WRC cars, Mitsubishi continued in Group A with its Lancer, as it considered the class to be much closer structurally to the production model. Launched in 1998 Evolution V was given a much wider track in order to remain competitive.

This resulted in using aluminium front fenders and macho rear over-fenders. It ran on 17” wheels, shod with 225/45R17 rubber as standard.

At the front, aerodynamic and cooling performance was enhanced with a canard-spoiler under the front bumper and larger grille openings to match the uprated radiator. The outlets in the engine hood were enlarged and reshaped for better heat extraction. While retaining the delta shaped wicker, the rear deck spoiler was optimised for position and used an aluminium wing with adjustable attack angle.

The suspension was optimised for the wider track, with the front gaining a camber adjuster and inverted struts. The wheel stroke was lengthened and the steering box relocated (weight was reduced and geometry optimised).

At the rear improvements were made to all the pivot points, geometry was optimised, weight reduced and stiffness increased substantially. The rear roll centre was also optimised to realise more responsive behaviour, and give better tyre contact with the road.

With the large tyres braking was also upgraded with the fitting of Brembo 17” ventilated discs at the front with 4-pot calipers, and 16” ventilated discs with 2-pot calipers at the rear.

The use of turbocharger nozzles with larger surface areas increased torque to 373Nm (still at 3000 rpm).

Evolution VI arrived in 1999 with some fine tuning to its aerodynamics, and a dramatic improvement in cooling performance.

Cooling was improved by offsetting the licence plate and using smaller fog lamps to enable the effective area of the bumper openings to be enlarged, while the new ventilator and airflow ducts in the bumper enhanced the performance of the oil cooler.

Drag was reduced with the introduction of hemispherical fog lamp covers, while the introduction of a twin-wing rear spoiler made up for the reduction in downforce caused by its smaller size.

Evo VI’s engine generated the same power and torque, but detail modifications improved its reliability and responsiveness. A titanium-alloy turbocharger - another world first - improved throttle response, while the addition of a cooling channel in the pistons improved reliability.

Detail changes to the suspension included greater stiffness from the use of forged front knuckles, and a lowering of the roll centre. Both resulted in better tyre/road contact.

At the rear, the use of forged aluminium for the lower control arms, trailing arms and toe control arms reduced the unsprung weight of the car. A longer rebound stroke also improved tyre/road contact, while body stiffness was improved with an additional 130 spot welds, the use of structural adhesive and the use of thicker gauge metal in some panels.

And, then there was the Tommi Makinen Edition, developed to commemorate his unprecedented feat of four consecutive WRC Driver’s Championships.

The engine and suspension were tuned for optimum performance and handling on tarmac.

Major changes were made to the front bumper, with priority given to aerodynamic performance.

The standard 17” alloy road wheels are the same as the WRC works car, as is the special coloring package offered.

The TME Evo VI uses the same twin-scroll turbocharger with titanium alloy turbine as the Evo VI, with optimised compressor wheel size and blade configuration. Ducts in the front bumper cool engine intake air.

Other features exclusive to the TME include a large diameter tail pipe and sports muffler that reduce exhaust pressure losses and noise, and a new design fuel tank resevoir cup that stops fuel surge under high-G cornering.

Overall height was lowered 10mm, while the front and rear roll centre height was optimised.

Handling response was also enhanced with the use of a quicker steering gear ratio, and quicker response shock absorbers.

9. THE MAN
Tommi Makinen started competing on farm tractors, and won the Finnish national ploughing title in 1982 and 1985.

He then turned to rallying in 1985, and tackled his first WRC event - the 1000 Lakes Rally - two years later.

By 1989 he was winning European Championship events, and his career really took off in 1990 when he teamed with the vastly experienced Seppo Harjanne (who had won the 1985 WRC with Timo Salonen). The pair contested five WRC rallies in a Group N Mitsubishi Galant VR-4. Twice they finished in the top 10 overall, and won Group N three times.

In 1994 Tommi joined the Ford team for two events - the Mantta Rally and 1000 Lakes - winning them both. Makinen debuted for Team Mitsubishi Ralliart in 1995, going on to become World Champion in 1996, 1997, 1998 and 1999.

Tommi now has now competed in 100 WRC events, and with 22 WRC victories to his credit, he is the winningest driver, and arguably the best rally driver of all time.

Date of birth:	26 June 1964
Place of birth:	Puuppola,Finland.

10. SPECIFICATIONS/DIMENSIONS

DRIVE SYSTEM Type Full-time 4WD DIMENSIONS & WEIGHT Overall length 4,350mm Overall width 1,770mm Overall height 1,405mm Wheelbase 2,510mm Track Front 1,510mm Rear 1,505mm Ground clearance 140mm Cabin length 1,805mm Cabin width 1,430mm Cabin height 1,175mm Kerb weight 1,280kgs Seating capacity 5 people Turning circle 11.0metres ENGINE Type 16 valve DOHC intercooled with titanium aluminium turbine Displacement 1,997cc Bore and stroke 85.0 X 88.0mm Compression ratio 8.8:1 Maximum power 206kW@6,500 Maximum torque 373 Nm@3,000 Fuel supply system ECI-MULTI Fuel type/capacity PULP/50 litres TRANSMISSION Type 5-speed manual Gear ratio 1st 2.785 2nd 1.950 3rd 1.444 4th 1.096 5th 0.825 Reverse 3.416 Final 4.529 STEERING Type Rack and pinion (power assisted) SUSPENSION Front McPherson strut with inverted-type shock absorbers, stabiliser bar and aluminium suspension arms. Rear Multi-link with stabiliser bar, aluminium suspension arms. BRAKES Front BREMBO braking system 17" ventilated discs(4-pot aluminium calipers). Rear BREMBO braking system 16" ventilated discs(2-pot aluminium calipers). TYRES & WHEELS Tyres 225/45ZR17 Wheels 17 X 7.5JJ alloy