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'99 Mitsubishi Lancer Evolution VI - Who’s The Bozz?

Bozz Speed’s EVO VI still hangs tough

Dino Dalle Carbonare
Mar 28, 2011

What is it that makes it so hard to move on? Human nature definitely has something to do with it we look toward the future, but it’s very hard for us to let go of the past. We are now well into the new millennium, with a modern wave of highly technological cars that do everything so well. Yet, there’s something that keeps us from completely letting go of certain models, those cars that helped create the golden era of Japanese sports cars. The Mitsubishi Lancer Evolution VI is the perfect example; now 10 years old, it still looks the part among newer and more advanced machinery. But it’s the potential these cars still have that attracts us to them, like the Bozz Speed EVO VI you see here. Built as a track weapon, this modern classic sports a massively powerful engine and one of the most curious-looking exteriors we’ve ever seen.

Modp 1104 01 o+1999 mitsubishi lancer evolution vi+front view Photo 2/10   |   '99 Mitsubishi Lancer Evolution VI - Who’s The Bozz?

Powering this full time attackspec Lancer is a stroked 4G63, a motor that Hisada-san of Bozz Speed built to produce some serious power. At its heart is a bulletproof bottom end made up from the JUN fully counter balanced crankshaft and H-section connecting rods. Joining these are the Cosworth 85.5mm forged pistons, which together with the longer crank, stroke up the capacity to 2,159cc. Head specialist NAPREC was called in for a heavy dose of porting and polishing to boost the engine’s response and power capabilities. Once the head was returned back to Bozz Speed, HKS 280-degree duration camshafts were fitted, 10.8mm lift for the intake and 10.2mm lift on the exhaust side. A Bozz Speed metal head gasket was added, ready to take the abuse of serious boost. A lot of thought was given to what turbocharger to run, but in the end, the Trust TD06SH 25G was chosen for its high power potential and good spool up at lower rpm. Exhaust gases are fed to it via the Trust stainless steel manifold, which has been heat-wrapped to keep engine bay temperatures down. The Trust external wastegate and the HKS EVC boost controller work together to control boost, while spent gases are dumped into the big-bore Cusco downpipe and then on to the one-off Bozz Speed T-one Pro titanium exhaust. More titanium is used for the intake pipe, which feeds the TD06 with fresh air scooped up from the corner of the front bumper and filtered via the HKS SPF filter. One-off piping is used to plumb in the HPI intercooler and then on to connect the JUN intake plenum, which is fed by a Nissan Pulsar 80mm throttle body. Joining the copious amounts of air coming is the fuel, sprayed by the 1,000-cc/min Power Enterprise injectors. To keep these massive squirters happy, the fuel system has been rebuilt, starting with a Power Enterprise fuel pump, a Sard surge tank and FPR all connected up with Earls braided lines. Engine management is down to the HKS F-Con V Pro, which, thanks to some fine-tuning, allows the engine to develop a massive 620 hp without sacrificing response.

On the transmission side of things, the stock 5-speed is joined by an Exedy Comp-D twin plate clutch and lightweight flywheel. To get all that power down, the AWD driveline has been beefed up with Cusco LSDs at the front and rear as well as an upgraded center differential. >>

All that power without a sorted chassis would be futile, so to stiffen up the shell Hisada-san fitted a Cusco rollcage and Cusco front and rear carbon strut tower bars. Quantum T3-CR adjustable dampers are at the heart of the handling modifications and are fitted along with Nova springs, 14 kg/mm up front and 16 kg/mm at the rear. Cusco stabilizer bars help the car stay flat through the corners and make the most out of the track-spec alignment. Finally, Bozz Speed lower arms bushes help stiffen things up. Since the EVO VI has been considerably lightened, the standard Brembo brakes are up to the job of brushing off speed on track.

There is no doubting the EVO VI’s original design it was the last Lancer to be a true rally homologation car, and it looks the part without any aesthetic additions. But to turn it into a track weapon, some changes were necessary starting with the front M-Technique bumper, which offers increased cooling for the intercooler as well as two massive side intakes to feed the brakes and the oil cooler.

Taking the concept of the side canards to new extremes, Bozz Speed created the most in-your-face series of winglets around the front end to boost downforce around the track. We aren’t sure what to classify it as, but it certainly looks like it is going to work. To help shed weight and expel more hot air from the engine bay, a carbon-fiber Bozz Speed hood has been fitted. More weight saving comes in the form of Bozz Speed carbon doors, which have also been fitted with HPI acrylic windows for that extra weight advantage. BFM side skirts are more for looks than anything, while the huge rear wing from Esprit balances the increased downforce up front. Ganador mirrors are the final touch, being far more aerodynamic than the stock units. Rays Engineering’s now discontinued Volk Racing SE37K were some of the lightest wheels the company ever produced and are fitted to the Bozz Speed EVO VI along with Bridgestone Potenza RE55S semi-slick tires. The wheel size is 1-inch wider up front, helping stiffen the sidewall, giving better front-end bite. A lot of time attack AWD machines use these kinds of staggered setups, sometimes far more aggressive than this.

Modp 1104 03 o+1999 mitsubishi evolution vi+right view Photo 6/10   |   '99 Mitsubishi Lancer Evolution VI - Who’s The Bozz?

Things are kept very functional in the stripped-out interior, where only one Sparco racing bucket seat is fitted. Prodrive supplied the deeply cupped steering wheel, which is mated to an extended Tanida boss hub. The stock Mitsubishi instrumentation is joined by a series of HKS dials that give accurate readings of water and oil temperature, oil pressure and the all-important boost. Like on most high-powered builds of this nature, Bozz Speed fitted the Neko Corporation A/F meter, which is one of the most accurate out on the market, and is fitted next to the HKS boost gauge in the center air outlets. The HKS EVC boost controller is preset with different levels of boost, according to ambient temperature and quality of fuel used.

Hisada-san is very happy with the EVO IV’s performance so far, even on low boost and during its first outing the car was nudging the 1-minute-flat barrier at Tsukuba, hinting at the true potential of this car. With such high possibilities offered by cars like this, it’s no doubt we all have a hard time moving on to newer machinery. Until the industry catches up, there is nothing wrong with having some fun with old cars.

Exterior M-Technique front bumper; Bozz Speed custom canards & diffuser, dry-carbon hood, carbon doors; BFM side underskirts; HPI acrylic windows; Esprit Type-052 1,800mm carbon GT wing; Ganador mirrors; tow hook

Modp 1104 09 o+1999 mitsubishi evolution vi+right view Photo 7/10   |   '99 Mitsubishi Lancer Evolution VI - Who’s The Bozz?

Specs & Details
'99 Mitsubishi Lancer Evolution VI
Engine Mitsubishi 4G63 inline-4

Engine Modifications Fully prepped block; Cosworth 85.5mm forged pistons; JUN H-section connecting rods, fully balanced crankshaft, intake plenum; NAPREC high-response head kit, head porting; HKS camshafts, slide cam gears, Super Power Flow air filter, fuel rail, 15-row oil cooler; Trust timing belt, stainless steel exhaust manifold, TD06SH 25G, external wastegate, outlet pipe; Bozz Speed metal head gasket, T-one Pro one-off titanium exhaust system, titanium intake pipe, custom oil catch tank; Cusco front pipe; HPI race intercooler; Nissan Pulsar 80mm throttle; Power Enterprise 255-lph fuel pumps; SARD collector tank, adjustable FPR; Braided fuel lines; Power Enterprise 1,000cc injectors; Tabata twin-core aluminium radiator; Samco hoses; NGK N10 spark plugs

Engine Management HKS F-Con V Pro ECU

Drivetrain Exedy Comp-D twin plate clutch, lightweight flywheel; Cusco 1-way front LSD, center differential,1.5-way rear LSD

Suspension Quantum T3-CR adjustable dampers; Nova springs 16 kg/mm (f) & 14 kg/mm (r); Cusco stabilizers (f/r), carbon strut tower bar (f/r); Bozz Speed lower arm bushings

Interior Cusco bolt-in rollcage; Sparco bucket seat; Crow Enterprizes racing harness; Prodrive suede rally steering wheel; Tanida boss spacer; HKS EVC boost controller, water & oil temperature, oil pressure & boost meters; Neko Corporation AF-700 A/F meter; Auto Meter Pro Shift Lite

Wheels, Tires & Brakes Volk SE37K wheels 17x9.5" +28 (f) & 17x8.5" +30 (r); Bridgestone Potenza RE55S tires 255/40R17 (f/r); Winmax Zelos circuit-spec CF5 brake pads (f), circuit-spec CF4 brake pads (r); Plot mesh brake lines

Things are kept very functional in the stripped-out interior, where only one Sparco racing bucket seat is fitted.

By Dino Dalle Carbonare
122 Articles

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