Mitsubishi Evo VI Makinen: PH Heroes
If there's one Evo to rule them all the Makinen is it - PH tips its hat to a true hero
Definitely a case of great personality' over looks
But the TME is utterly unapologetic about its rallying roots, having been built to flamboyantly celebrate Tommi Makinen's fourth consecutive World Rally Championship title 1999. The Evo V and VI may have been based on a rather innocuous looking saloon, but once in rally trim, they looked awesome - bedecked with an extreme bodykit, deep front bumper and oversized rear spoiler. Jeremy Clarkson said that the Evo looked like it had, 'been crashed into the local branch of Halfords', but for once he missed the point - you weren't buying an Evo to be subtle.
Looking for the Evo sweet spot? Right here
The TME added to this arresting style, being offered in a range of bold colours - red (which was unique to the TME), blue, silver, black and white. Needless to say, it's the red one with stripes, echoing the WRC cars, that proved the most popular then - and which are in the most demand now. The 17-inch Enkei alloy wheels, Momo steering wheel and Tommi Makinen Edition Recaros are hard to miss, too - as we say, it's unapologetic. And we love it for that.
It was't just a cosmetic exercise, though. The TME lost its dinner plate-sized front fog lights, and gained a front strut brace and quicker steering, as well as a 10mm drop in ride height, and a more responsive turbo. These were subtle touches that were designed to finesse the already brilliant dynamics - and many happy PHers will tell you that they work very effectively indeed.
Official output nothing special in numbers...
Rally style, innit
Jump into a TME, and despite the special edition flourishes, it's easy to be a little underwhelmed by the interior. It's generic to look at, and doesn't feel in any way special - especially if you compare it with something like an E46 M3 or Audi RS2. It's functional, though, with a great driving position and good visibility. And when you start it up, that lack of specialness continues - it idles loudly but anonymously.
...matters not a jot once you're up and running
But once spinning above 4,000rpm, the TME flies. But more so, it rides B-roads superbly the faster you go, and is sublimely damped into the bargain. Corners are all sweetness and light, too - there's no slop at all when turning in, and once adjusted to the lack of discernable understeer and super-fast steering, you'll soon be cracking along, inch perfect, far faster than non-Evo people would consider prudent. And when properly hooning, the most delightful aspect is how everything weighs-up consistently, giving you the confidence to push, push, push.
Every road feels like a rally stage in this car
Anyone who claims it's a digital driving experience, and Active Yaw Control takes primary sensations away, is talking out of their hat. AYC undoubtedly helps - especially in those unexpected, tightening bends - but transparently.
If you want one of your own, prepare for a long search, and don't expect bargains. The PH classifieds are a good starting point, but you absolutely must also join the Lancer Register and aim to get that cherished, enthusiast-owned example that pops-up from time to time. But prices are climbing, and if you're after the real deal in the right colours, like our featured example, owned by Chris Short, be prepared to pay a premium. Don't bother asking Chris, he's not selling...
We've already covered the why's and wherefore's of buying an Evo VI in great deal in the PH Buying Guide, but in short, check for a noisy gearbox bearings, abused brakes and dampers - and be prepared for eye-watering servicing bills that come round too quickly, thanks to the recommended interval of 4,500 miles.
Four-time champ left his mark on the Evo
But values and investment aside, the TME must surely be the greatest, most definitive Evo of them all, because it has the uncanny knack of making the driver feel special. It's capable of serving up dynamic magic, and by simply being greater than the sum of its parts. Despite being the best part of 15 years old, if you know how to drive, and are on a flyer in a TME, very few cars will be able to keep up, let alone catch-up. And just for once, here's a car that lives up to the fanboy hype. That you can still buy one for relatively sensible money makes the TME not only the definitive Mitsubishi Evo, but probably also the quintessential PH Hero of them all.
Thanks to Evo VI TME owner Chris Short, photos by Max Earey
MITSUBISHI LANCER EVOLUTION TOMMI MAKINEN EDITION
Engine: 1,997cc 4-cyl
Transmission: 5-speed manual
Power (hp): 280@6,500rpm
Torque (lb ft): 275@2,750rpm
0-60mph: 4.6 sec
Top speed: 150mph
Weight: 1,365kg
On sale: 2000-2001
Price new (2000): £32,995
Price now: £7,500-£17,500
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However the 'ultimate' Evo for me has to be the even rarer 'Zero Fighter' model, bigger wheels, brakes and better breathing mods which gave it 340bhp... Information on it seems scarce though!
There are a few other models like that (RS450 springs to mind, with others with more or less provenance) that while notable at the time and perhaps still sought after in their own light, pale in comparison to the TME which was a genuine factory model with unique parts, many improvements and all the desirability that brings.
The only ones that have anything like the following (unless things have changed significantly in the last few years) are the UK RS Sprint and RSX models which sit between the stripped-out RS and the normal GSR spec in terms of weight and drivetrain trickery. These are rarer than the TME and command similarly high prices, or at least used to, I'm sure someone will come along and correct me!
A mate of mine at work had one, a proper Makkinen, dealer offered him 4 grand as a part ex ! advertised it for 11 grand and sold it to a guy in Ireland in 20 mins of the ad going live.
I wondered what my mate was possibly going to follow it with, I mean, what, GTR, Porsche, no, a Audi A3 diesel Quatro, ok, its nice as A3's go but its no TME, I have given hom stick for this for the last 5 years or so.
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