but they wore the same rubber, while the RS version continued on 15" rims. In reality, the main changes centred around revised aerodynamic appendages in order for the car to comply with the latest WRC regulations. The Evo VI featured a new front bumper with integrated grille ( to meet the 1999 FIA  regulations ), seperate oil and brake cooling ducts [the oil cooler duct was on the offside only, just ahead of the wheel], smaller foglights, and an offset number plate to increase airflow to radiators; the front indicators were now clear. Moving around the vehicle, the old side skirts were retained, but there was a new, smaller rear spoiler with twin blades ( it was made smaller to comply with FIA guidelines ); beneath the spoiler, the rear light cluster garnish had gone. More spot welding and special adhesives were employed to further strengthen the body, with stronger front shock mounting points. The front and rear suspension underwent subtle revisions, with a lower roll centre, and an increased stroke and more forged aluminium parts for the rear. However, the Evolution V suspension could still be specified on the RS for those who entered gymkhana-type events. As for the engine, a larger air intake hose was fitted, and there was better breathing on the turbocharger ( the GSR turbo was the same, but the RS used a TD05HRA- 16G6-10.5T unit with a more responsive titanium-aluminium alloy turbine blade ). A bigger oil cooler gave 23% better heat dissipation; the cooling system was also modified, and the lightweight pistons now incorporated oil cooling channels. A twin-plate clutch was listed as an option for the RS ( an hydraulically operated, single-plate unit was the norm ), while the AYC was improved via rally experience. The Brembo brakes ( standard on the GSR, optional on the RS ) were carried over
from the Evolution V, although revised caliper shapes helped to increase strength. Ventilated at both front and back, the diameters were 320mm and 300mm. The interior was basically the same, although the Recaro seats were now black with blue inserts, with blue stitching on the familiar Momo steering wheel, the leather trimmed gearknob and gaiter. Blue faced gauges featuring white markings continued the theme. Factory options included PIAA foglights ( not built in any more ), mudflaps, headlamp trim, a carbonfibre rear wing and a carbonfibre oil cooler outlet duct garnish. The spare key came on a presentation plaque - quite novel. The GSR model was priced at 3,248,000 Yen and the RS model at 2,598,000 Yen. A total of 7000 Evolution VI's were built. Autocar commented: "The world's greatest point to point missile just got better. Nothing can touch it across country, yet it's as practical as any other four-door saloon. Simply awesome". In June 1999, the Lancer Evolution VI limited edition was announced. This featured a number of Ralliart components, including an air suction and intercooler pipe set, a high performance air filter, sports exhaust and radiator and oil filler caps. The limited edition was sold through a small number of dealers in the Kanto ( Tokyo Bay ) area only; available in both GSR and RS guises. Retail price was just 100,000 Yen more than the standard Evolution VI, which represented quite a saving if an enthusiast tried to buy the parts separately from the aftermarket spares catalogue. The "Zero Fighter" was another Ralliart special as was the Extreme.

As Autocar put it: "It is less than a year since the Lancer Evolution V scalped Subaru's hottest Impreza and became the most astonishing saloon car we had ever driven. But the constant need to homologate new cars for rallying means that Mitsubishi has had to go back to its corporate shed and attempt the unthinkable; make the Evo V better". Announced in January 1999 ( sales started at the end of that month ), weights and dimensions for the Evolution VI were the same as those of the Evolution V. The engine and gearbox were basically carried over ( although there were a few subtle modifications and a new sump was adopted ). There were new OZ wheels,

The 1998 Tokyo Show saw the debut of the Evolution VI Tommi Makinen Edition. Officially announced at the end of the year, it was introduced to celebrate Makinen’s four consecutive World Championship for Drivers titles, and is sometimes referred to as the Evolution 6.5. Nationwide sales began on 8 January 2000. At the time of the Tokyo launch, Makinen said "It is a great honour for me to have my name on this car. I have spent so many hours behind the wheel of a Lancer, helping to develop certain areas where my input was of use to the engineers. It is not only highly efficient, but easy to control and fun to drive, too. It is a very well-balanced package, and one that I hope will take me too many more victories in the World Rally Championship". Engine and  transmission options were carried over, 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 RS kept its old turbo, with the new one as an option. 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 modifications bringing in the maximum torque 250rpm lower down the rev-band.
Easily distinguishable by its redesigned, aggressive looking front bumper / airdam, The Tommi Makinen Edition rode 10mm lower than the Evolution VI, as the GSR came with the tarmac suspension settings ( an option on the RS ). A front tower bar was standard on all cars, including the GSR, while the steering ratio was quicker than that of the earlier Evolutions. 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, gearknob 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 RS had a strict Evolution VI interior with blue inserts. 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 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 Factory options included front foglights ( PIAA ), and HID headlights from the Cibie concern.