Initially referred to as the Lancer Evolution and launched in October 1992, the Evolution 1 was an immediate sales success with all 2,500 cars selling out in Japan in just 3 days of its launch. Evolution 1 inherited Mitsubishi's 2-litre 4G63-type in-line4-cylinder DOHC intercooler-turbocharged plant used in the Galant VR-4. The engine was given a larger capacity intercooler, a higher compression ratio, modified port configuration, new injectors, and lighter crankshaft, con rods and pistons.
The engine was mated with a large bore exhaust system, TD05H-16G-7 turbo and oil cooler.
These changes resulted in a maximum power to 250bhp at 6,000 rpm, and maximum torque of 228lbs/FT at3,000rpm.
Evolution 1 also inherited the VR-4 driveline with viscous-coupled centre differential and a rear limited slip differential. Modifications included the use of double-cone synchromesh on second gear for improved shift action and durability, an uprated clutch with more positive pedal action
Evolution 1 Extras
To match the heavier front end and the substantial increase in suspension inputs, the body underwenta major strengthening and stiffness optimization program resulting in a 20%increase in torsional stiffness over the base model. To alleviate the weight increase stemming from the extra reinforcement, the vibration-damping under coat was totally eliminated.
Evolution 1's suspension used MacPherson strut and a multi-link arrangement to locate and control the front and rear wheels respectively. Optimized to increase stiffness, pillow ball upper mounts were used to replace rubber bushings on the rear upper and lower control arms and the outer control.
Evolution 1's exterior was distinguished at the front by an aluminium engine hood with large air outlets, and open grille-integral front bumper extended 40mm forwards to house the uprated intercooler unit. At the rear, a large rear deck spoiler reduced lift by 18%.
The GSR model came with halogen headlights, 15-inch alloy wheels, air conditioning, Recaro bucket seats, power-assisted steering, electric windows, remote control wing mirror sand a 6-speaker stereo system as standard as well as a choice of colours.
Options included a front LSD, sunroof, and fog lights.
The Evolution 2 wasintroduced in January 1994 and as sales were so successful with Evolution 15,000 RS and GSR models were produced. It was still highly successful with all5,000 cars being sold 3 months later.
Evolution 2 incorporated a number of modifications designed to boost its performance and handling stability in particular. Modifications to the engine included an increase in turbo boost pressure with the same turbo as Evolution 1, reduced exhaust back pressure an increased valve lift.
These changes pushed engine output up to 260bhp at 6000 rpm, with torque remaining at 228lbs/ft at3000 rpm. An increase in the number of tarmac stages in WRC events meantimprovements were called for in Evolution's handling.
Modifications in Evolution 2 included: the use of larger wheels and tires, the wheelbase was extended by moving the front wheel centre 10mm forward and the front and rear tracks widened 15mm and 10mm respectively to accommodate the fatter tires.
Evolution 2 was 10kg heavier, but torsional rigidity had increased by 30%.
Evolution 2 Extras
Optimization of the front suspension following these changes included: the use of new lower control arms and longer struts; the front stabiliser was attached directly to the lower control arms to quicken steering response, and front camber was optimized. Together with a longer damper bump stroke and other detail improvements, these changes brought a dramatic improvement to Evolution 2's handling performance making for quicker response, and raising its cornering limit, particularly on tarmac surfaces.
Evolution 2 gained an airdam under the front bumper, while the addition of a wicker increased the effectiveness of the rear deck spoiler which now came with Evolution II molded into it. The use of OZ alloy road wheels, with their powerful rally image, and other styling touches also made Evolution II a more attractive machine.
Internally, Evolution 2changed very little over Evolution 1 except for new, deeper Recaro seats.
The third-generationEvolution debuted in 1995 with again 5,000 RS and GSR cars being produced.
It boasted a 10bhp increase in power output. The engine was tuned to run at higher speeds with the same TD05H-16G-7 turbo, pumping out 270bhp at 6,250rpm, with maximum torque unchanged at 228lbs/ft at 3000rpm. Changes to the engine included: reduced back pressure throughout the exhaust system, 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.
These changes resulted in a maximum power to 250bhp at 6,000 rpm, and maximum torque of 228lbs/FT at3,000rpm.
The Evolution 3 was also the first Evolution to gain an intercooler water spray system - 2 jet manually operated.
Evolution 3 Extras
The most significant improvements introduced in Evolution 3 were to its aerodynamics. With ever-increasing speeds over fast rally stages requiring even better aerodynamic performance, Evolution 3’s aero parts specification underwent a full redesign. The front bumper openings were enlarged, and a larger airdam fitted that featured brake-cooling ducts and transfer- cooling slots. Lowering ground clearance reduced airflow under the body to generate extra downforce. The front airdam lines were continued into the sides, along the large side airdams and into the rear wheelhouse, visually tightening up the rear end and serving as a rear side airdam. A larger wing and wicker in the rear deck spoiler generated additional downforce. These changes gained FIA homologation and proved their worth in WRC events.
There were no major changes to body stiffness or the suspension in the new model. However, the addition of a second intercooler spray nozzle helped stabilise power and torque characteristics at high engine speeds. Without a doubt, Evolution 3 delivered the highest levels of refined performance in the series to date.
Evolution 4 was launched in August 1996 and was big change to previous Evolutions being based on the entirely new chassis and body shell of the 5th generation Lancer.
While the 4G63 power plant was retained, it underwent extensive modifications. In addition to the use of a high-speed cam profile and lighter pistons, Evolution 4 reduced turbo lag by minimising gas flow interference in the exhaust manifold. The introduction of a twin-scroll turbocharger (TD05HR-16G6-9T) improved turbo charging performance, generating more torque in the low and medium range.
Evolution 4 also featured a straighter intake manifold, and a metal head gasket that withstood the higher compression ratio and boost pressures better. The introduction of a secondary air induction system improved turbo on-off response by feeding pressurised air above the turbine and reducing negative pressure, thereby keeping turbine speed from dropping under deceleration. All this new technology realised a substantial increase in engine performance, pushing maximum power output up to 276bhp at 6,500rpm and maximum torque to 260lbs/ft at 3,000rpm.
Evolution 4 Extras
The RS model, developed primarily asa base vehicle for competition use, was offered with a torque-adaptive helical gear limited slip front differential- a world first on a 4WD model. And on the GSR the rear differential incorporated another world first: ActiveYaw Control.
Generating a stabilising yaw moment by creating a torque differential in the rear wheels, AYC realised a significant improvement in cornering performance and in vehicle stability under hard braking.
Externally the car was styled for efficiency rather than cosmetics, making Mitsubishi’s WRC intentions for this car clear. The Evolution 4 was fitted with a new front bumper, front airdam with large fog lights, revised side skirts and rear splitter. A larger delta shaped rear wing was fitted and the bonnet air outlet enlarged.
Evolution 4 saw a shift towards more on-road testing during development, enabling it to evolve into a machine capable of showing the opposition just as clean pair of heels on the circular track as in rallies.
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