MITSUBISHI Lancer Evolution VI RSII: A Classic ATOMIC-SHOP Build from the Analog Tuning Era

The MITSUBISHI Lancer Evolution VI RSII belongs to a very specific period in performance-car history. Built around the CP9A platform, the 4G63T turbocharged engine and a mechanical all-wheel-drive layout, it represents an era when speed was still mostly mechanical: boost pressure, suspension geometry, braking confidence and the connection between the driver and the chassis.

This silver EVO VI RSII comes from the early ATOMIC-SHOP project archive — a build that reflects the tuning philosophy of roughly two decades ago, when performance was still defined mainly by hardware rather than software. At that time, a proper performance build was judged by something much simpler: how the car responded when driven hard.

Looking back at this project today is valuable because it shows how correct mechanical decisions age. Some builds become outdated as trends change. Others remain interesting because the logic behind them was right from the beginning.

The goal was not to erase the character of the Lancer Evolution VI. That would have missed the point. The car already had the rawness, the compactness and the rally-bred mechanical feel that made the EVO name so special. The purpose of the build was to support those qualities with carefully chosen hardware: stronger turbo response, better charge-air cooling, more controlled damping, reduced body roll, more consistent braking and a more focused steering position.

Forced Induction Update: EVO9 Turbocharger and HKS Hardware

The 4G63T engine was already one of the strongest turbocharged four-cylinder platforms of its generation. Its iron-block construction, simple mechanical toughness and huge tuning culture made it a natural foundation for a serious EVO VI project.

For this build, the powertrain was upgraded with an EVO9 Turbocharger. For the 4G63T platform, this represented a smart later-generation upgrade path. It offered improved airflow potential while keeping the responsive character expected from a proper Lancer Evolution.

The idea was not to turn the car into a peak-power machine that only worked at the top of the rev range. The goal was to give the engine a stronger, broader and more usable power delivery — the kind of response that made sense for fast driving, corner exits and repeated acceleration.

To support the upgraded turbo system, the car received an HKS Intercooler. On a turbocharged 4G63T, intake charge temperature control is essential when the car is driven hard. The intercooler helps reduce heat build-up in the intake charge and supports more consistent engine performance across repeated high-load use.

The exhaust system was upgraded with the HKS Hi-Power Silent Exhaust. This helped reduce exhaust restriction, supported turbo efficiency and gave the car a deeper, more purposeful JDM sound. It was the kind of exhaust choice that made sense for that era: functional, recognizable and still restrained enough to suit a serious build rather than a purely loud one.

Suspension and Chassis Control: ÖHLINS and CUSCO Integration

The original EVO VI chassis was shaped by rally thinking. It had compliance, mechanical grip and a willingness to work across imperfect surfaces. That was part of its personality. But for more focused circuit driving, the car needed better damping control and cleaner roll management.

The suspension was upgraded with the ÖHLINS MIS MI01 Road & Track DFV Damper Kit. This kit was originally developed for the later EVO VII-IX platform, but in this project it was integrated into the earlier EVO IV-VI chassis using the ÖHLINS MIZ MI00 Adaption Kit.

That detail is one of the most interesting parts of the build. This was not simply a case of fitting random suspension parts. It was a proper integration of later-generation ÖHLINS hardware into the CP9A chassis, giving the EVO VI RSII a more serious damping package while keeping its analog character intact.

ÖHLINS DFV technology helps the suspension maintain body control while allowing the wheel to recover more effectively after sharp inputs from curbs, bumps or surface changes. For an older all-wheel-drive platform, this makes the car feel more composed under braking, more stable during direction changes and easier to trust when loaded mid-corner.

To improve roll control, the car was fitted with CUSCO Sway Bars at the front and rear. These reduce unwanted body movement and help the AWD system work from a more stable chassis platform. The point was not to make the car artificially stiff. The point was to give the driver a cleaner response and a more predictable balance through the corner.

Braking System: DBA Discs and ENDLESS MX72 Pads

Once power, grip and chassis control improve, the brake system has to follow. On a track-driven EVO VI, braking performance is not only about one strong stop. It is about how the system feels after repeated braking, lap after lap.

The factory-style brake setup was upgraded with DBA Brake Discs. DBA discs were chosen because they offered better heat management and stronger consistency than a basic road-oriented setup, which made them a logical choice for a car intended to be driven properly.

The discs were paired with ENDLESS MX72 Brake Pads. MX72 became well known for offering a strong balance between street usability and circuit capability, with good bite, modulation and fade resistance compared with conventional street pads.

The result was not a mythical “fade-proof” brake system — no honest track brake setup should be described that way. The real improvement was more predictable braking, better pedal confidence and greater consistency when the car was pushed hard over repeated laps.

The Driver’s Interface: Analog Control with OMP

One of the reasons the EVO VI RSII still matters is the quality of its driver connection. It is mechanical, direct and free from the layers of filtering found in many newer performance cars. For that reason, the cockpit upgrade had to support the analog nature of the car rather than distract from it.

The factory steering wheel was replaced with an OMP OD0-1956-073 Corsica 350mm Steering Wheel in black and red suede. The deeper dish and motorsport grip surface improved control during fast steering inputs, especially when the car was being worked through tighter sections or corrected on corner exit.

A Steering Wheel Spacer was added to bring the wheel closer to the driver. This improved seating ergonomics, helped keep the driver’s shoulders in a stronger position and made steering inputs feel more natural during aggressive driving.

In a car like this, the steering wheel is not a cosmetic detail. It is one of the main contact points between the driver and the chassis. The right wheel position makes the car easier to read, easier to correct and easier to trust.

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