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Evo 1 Gsr Awd Lsd Transmission In 2g

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keltalon

Supporting VIP
3,474
959
Jun 29, 2003
Luthersville Ga, Atlanta, Georgia
Okay I recently mixed some gears on my fwd transmission build and it turned out very successful. I ended up using 1997 1rst and 2nd gear and 1990 3rd and 4th gears the transmission turned out absolutely amazing shift quality was awesome everything was cryo treated , shot peened and wpc treated I have going to start another fwd project later down the road. Now that I have an Awd project I want to do the same thing. I want to use the 1990 3rd and 4th gears in my current 2g Awd transmission. I have been doing a lot of reading and found that there are a few more items to try and match so as to keep all gear ratios matched between transfer case and transmission than the fwd gut swap. The current Awd tranny in the car is 23 spline with matching transfer case and the 1990 unit is 21 spline in which I don't have a transfer case. I will get the numbers off the awd tranny and post them just so that we all know what year 2g awd tranny I have. I know Tim has a lot of information on this for he is the one who let me know exactly what to lookout for on the fwd gut swap. Tim if your input is greatly appreciated. Also let me know what center diff I need to send in to you to have the 4 spider machining done. thank!

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Okay just found out that I have something kind of rare in my possession:D can someone confirm the transmission vin code please.

W5M33-2-WQWE...92-93 Evo1 GSR (and RS?) (viscous front LSD) (3.909
 
I'll send it over to Brian Terhune he will know for sure :). Can't wait my trans for the gvr4 is about to be delivered! Time to unleash the beast haha, well as soon as my built 4bolt arrives anyway. Looking forward to see your progress kels ;)

Brian confirmed evo1 with LSD!
 
Take it apart and you will know whats in it. Gear ratios for dsm tranies are the same. Evo isnt. Some important changes are involute of 3rd gear/cctr diff and final drive of front diff from 90-96 vs 97 up.
 
  1. twicks69 DSM Wiseman


" The Evo 1 transmission is different in several ways from either the Evo 2 or Evo 3 transmission internally though and only shares the same final drive (pinion output shaft and ring gear), 5th/Reverse gearset and hub/slider assembly, and a few other parts.

The Evo 1 does have the tallest 1st gear ratio available from OEM mitsubishi parts for the W5M33 transmission. The Evo 1 1st gear is 2.571:1 ratio, the Evo 2/3 1st gear is 2.751:1 ratio, and the DSM 1st gear is 3.083:1 ratio, and the Galant VR4 1st gear is 2.846:1 ratio. Being that the Evo 1 had such a tall ratio 1st gear, the reverse idler gear lever arm was a different shape to clear the gear, so if you ever find an Evo 1 1st gear/2nd gear/input shaft, you will need to either clearance your DSM or GVR4 rail lever to fit the gear or find an Evo 1 rail lever (nearly impossible).

The Evo 1 also had solid steel shift forks, and solid steel shift rails/rail ends that were extremely beefy. The downside to the transmission was that it did not come with a shot-peened input shaft or gearset while the Evo 2/3 did have shotpeening work on certain parts done from the manufacturer.

All Evo 1/2/3 transmissions had options of either an open front differential or a clutch-type LSD front differential. All Evo 1/2/3 transmissions came with a standard 2-spider viscous center differential.

Unfortunately, the Evo 1 solid steel shift forks and rails are no longer available from Mitsubishi.

Hopefully this random information is helpful to you or anyone else.

  1. To give you an idea of what the Evo 1 first gear means for insanely tall, here is a breakdown of the DSM 3.545 final drive ratio being used on the following 1st gear options on a 25" diameter tire:

    DSM AWD (3.083)
    2000rpm =14 mph
    3000rpm =20 mph
    4000rpm =27 mph
    5000rpm =34 mph
    6000rpm =41 mph
    7000rpm =48 mph
    8000rpm =54 mph
    9000rpm =61 mph
    10000rpm =68 mph

    Galant VR-4 (2.846) (8.5% taller)
    2000rpm =15 mph
    3000rpm =22 mph
    4000rpm =29 mph
    5000rpm =37 mph
    6000rpm =44 mph
    7000rpm =51 mph
    8000rpm =59 mph
    9000rpm =66 mph
    10000rpm =74 mph

    Evo 2/3 (2.751) (12% taller)
    2000rpm =15 mph
    3000rpm =23 mph
    4000rpm =30 mph
    5000rpm =38 mph
    6000rpm =46 mph
    7000rpm =53 mph
    8000rpm =61 mph
    9000rpm =69 mph
    10000rpm =76 mph

    Evo 1 (2.571) (20% taller)
    2000rpm =16 mph
    3000rpm =24 mph
    4000rpm =33 mph
    5000rpm =41 mph
    6000rpm =49 mph
    7000rpm =57 mph
    8000rpm =65 mph
    9000rpm =73 mph
    10000rpm =82 mph


    The Evo 1 Input shaft, 1st gear and 2nd gear are a matched set. They must be used together as the 2nd gear is 5% taller than a DSM or Evo 2/3 2nd gear.

    The downfall to the stock Evo 1 transmission case is only the lack of shot-peening of parts from the factory, and the lack of double synchros. Other than that, it is a fun transmission because of the tall 1st/2nd, the close-ratio 4% shorter 3rd and 4% shorter 4th, and the 8% taller 5th.
 
It sounds like Kel struck gold. You can shot peen those parts easily, and have them machined/modified for double synchros. Or you could get them faceplated.


Good information Kelvin!
 
I was ask to take a picture of the differential where the axles slide in he said a True lsd will be hollow all the way through.
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As I gather information on this tranny I will be posting it here so that it all in one place for quick reference.

Taken from evo forum:cool:

EVO I CD9A: GEAR RATIOS INPUT/INTERMEDIATE:
1st - 14/36 = 2.571
2nd – 20/32 = 1.600
3rd - 25/29 = 1.160
4th - 29/25 = 0.862
5th - 34/21 = 0.617
GEARBOX CODES:
WQGE-GSR no LSD
WQWE-GSR with viscous front LSD (The one I have)
WQYE-RS no LSD
WQFE-RS with viscous front LSD
selector ring size is 96.8 on input and 96.8 on int
EVO I Front Diff Crownwheel = 64 teeth
EVO I output shaft = 15 teeth
Front Diff Ratio = 64/15 = 4.266
Output shaft to transfer case = 23 teeth
Transfer ratio = 1.09
Rear diff ratio = 3.545
Rear diff ratio: 3.909

EVO II-III CE9A: (EVO III has slightly different transfer and front diff ratio)
GEAR RATIOS INPUT/INTERMEDIATE :
1st - 12/33 = 2.750
2nd – 19/32 = 1.684
3rd - 25/29 = 1.160
4th - 29/25 = 0.862
5th - 34/21 = 0.617
GEARBOX CODES EVO II
WPGE-GSR no LSD
WPWE-GSR with viscous front LSD
WPYE-RS no LSD
WPFE-RS with viscous front LSD
selector ring 92.9 input 97.2 int
EVO II Front Diff Crownwheel = 64 teeth
EVO II output shaft = 15 teeth
EVO II Front Diff Ratio = 64/15 = 4.266
EVO II Transfer ratio = 1.09
Rear diff ratio: 3.909
GEARBOX CODES EVO III
UPGE-GSR no LSD
UPWE-GSR with viscous front LSD
UPYE-RS no LSD
UPFE-RS with viscous front LSD
selector ring 92.9 input 97.2 int
EVO III Front Diff Crownwheel = 63 teeth
EVO III output shaft = 15 teeth
EVO III Front Diff Ratio = 63/15 = 4.200
Output shaft to transfer case = 23 teeth
EVO III Transfer ratio = 1.074
Rear diff ratio: 3.909

GSR LANCER CD5A:
GEAR RATIOS INPUT/INTERMEDIATE:
1st – 12/35 = 2.917
2nd – 19/32 = 1.684
3rd – 26/29 = 1.115
4th – 30/25 = 0.833
5th – 33/22 = 0.666
GEARBOX CODES
NRBE-GSR no LSD
NRWE-GSR with viscous front LSD.
selector ring size is 96.8 on input and 96.8 on int
GSR Front Diff Crownwheel = 58 teeth
GSR output shaft = 15 teeth
Front Diff Ratio = 58/15 = 3.866
Output shaft to transfer case = 23 teeth
Transfer ratio = 1.09
Rear diff ratio: 3.545 (39/11)

OK, now just put this together for you for the DSM 1G
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1G DSM AWD W5M33-2-NPXV Gearbox code.
Fitted to 91-94 Eclipse AWD 5spd manufactured between 6/90 - 2/94.
The 1G AWD manual transmission actually shares the same input and intermediate shafts as our CD5A GSR Lancer's do.
It actually shares quite a lot the same as our GSR boxes and only difference is a different 1st and 3rd gear cog to the GSR!!
1st gear = 12/37 = 3.083 (1G specific 37 tooth gear cog which lives on the intermediate shaft).
2nd gear = 19/32 = 1.684 (same tooth count as GSR and EVO I-III) Note: EVO 1 uses a completely different gear. All are double synchro.
3rd gear = 25/29 = 1.160 (same tooth count as EVO I-III) Note: But EVO II-III use double synchro 3rd gear sets.
4th gear = 30/25 = 0.8333 (same as GSR) Single synchro.
5th gear = 33/22 = 0.666 (same as GSR) Single synchro.
Reverse = 3.166
1G Front Diff Crownwheel = 58 teeth
1G output shaft = 15 teeth
Front Diff Ratio = 58/15 = 3.866
Output shaft to transfer case = 23 teeth
Transfer ratio = 1.09
Rear diff ratio: 3.545 (39/11)

Here are the DSM gearbox ratios to compare to: http://www.vfaq.com/mods/Trannies.html


Just found out the transfer case on the car is definitely from a 1995-96 2g 58 tooth ring gear. Once I crack open the transmission I will see of the ring gear has been changed from the jdm tranny to match, from the looks of it I doubt it. This also will be corrected during the bullet proofing of the tranny.

Some more information gathered from evo forum.

EVO I-III RATIOS:

Info I've gathered and discovered over time and summarised below.

TRANSFER CASES:
* VR4 gearbox + VR4 transfer case input spline count = 22 (You will need a 1.090 VR4 transfer case when using a VR4 gearbox as its the only transfer case to suit the gearbox output shaft's spline count) = 3.545 rear diff ratio result. NOTE: VR4 EVO have a 23 spline count therefore refer to below GSR stats.


* GSR gearbox + GSR transfer case input spline count = 23 (You can mix and match a GSR gearbox with a GSR or EVO I-II 1.090 transfer case only) = 3.545 rear diff ratio result


* EVO I-II gearbox + EVO I-II transfer case input spline count= 23 (You can mix and match EVO I-II gearbox with GSR or EVO I-II 1.090 transfer cases only) = 3.909 rear diff ratio result


* EVO III gearbox + EVO III transfer case input spline count = 23 (You MUST USE the EVO III 1.074 transfer case with the EVO III gearbox only as it corrects the ratio to accept a 3.909 rear diff) = 3.909 rear diff ratio result

REAR DIFFS:
* First thing's first. All EVO I-III rear diff ratios are 3.909. All EVO I-III RS/GSR had a rear mechancial LSD diff centre, except the EVO 1 GSR which had a viscious LSD rear centre with different length rear driveshaft cups and shafts.


* If you are using an EVO III gearbox, YOU MUST also use an EVO III transfer case to correct the rear ratio to 3.909 - this will suit any of the EVO I-III 3.909 rear diffs.


* To make an EVO rear mech LSD a ratio of 3.545 to suit a E39A Galant VR4 or GSR 3.545 gearbox - Simply keep your existing GSR or VR4 rear diff housing, remove the diff centre and remove the 3.545 crown wheel and pinion from it. Get an EVO rear mech LSD centre, and transfer your 3.545 crown wheel and pinion into it.

The replaced parts will NEED to be done by a professional as they need to setup the backlash and tooth contact correctly. If its a tiny bit off you're screwed. This can then go back into your existing housing and your existing axles can plug straight in.
__________________________________________________

The gear ratios are on lancerregister.com under 'evo 1-3 buyers guide'
Here they are anyway:

EVO I:
2.571 (1st)
1.600
1.160
0.862
0.617 (5th)
Rear diff: 3.909

EVO II-III: (EVO III has slightly different transfer and front diff ratio)
2.750 (1st)
1.684
1.160
0.862
0.617 (5th)
Rear diff: 3.909

GSR: (CD5A)
2.917 (1st)
1.684
1.115
0.833
0.666 (5th)
Rear diff: 3.545

I have also got some info on EVO/GSR/VR4 diff and transfer case ratios below which I got from NZ MMC:

VR4s and GSRs:
1.090 Transfer ratio (TR) (24/22)
3.867 (58/15) front diff ratio. (FDR)
3.545 (39/11) Rear diff ratio (RDR)
RDR x TR = 3.866 combined rear final drive
Total final Drive ratio TFD of 4.9333

EVO 1 and 2s:
1.090 (24/22) TR
4.266 (64/15) FDR
3.909 (43/11) RDR
RDR x TR 1.090 (24/22) = 4.264 combined rear final drive
TFD = 5.443

EVO 3
1.074 TR (29/27)
4.200 (63/15) FRD
3.909 (43/11) RDR
RDR x TR = 4.199 combined rear final drive.
TFD = 5.358

The total final drive TFD, is the diff ratio (front or rear+transfer) multiplied by the 37/29 (1.276) primary reduction inside the gearbox that occurs before the diffs.

Contrary to belief, converting one of these 4WD 'boxes to FWD will NOT change the final drive ratio, why the hell would it?

"and yes an evo 2 gearbox and evo 3 rear diff would work together using either the evo 2 or gsr transfer case"

These are all JDM part numbers for the Evo 1/2/3 transmissions (W5M33):


3rd Gear Double Synchro MD747255
4th Gear Double Synchro MD747255
5th Gear Synchro MD745892
Reverse Synchro MD746439
1/2 Steel Shift Fork - MD749754
3/4 Steel Shift Fork - MD749755
3/4 Forged Shift Rail - MD749456
Input Shaft (Evo 1) - MD747885
Input Shaft (Evo 3) - MD747887
1st Gear (Evo 1) 2.571 Gear Ratio - MD748095
1st Gear (Evo 3) 2.750 Gear Ratio - MD743979
2nd Gear(Evo 1) 1.600 Gear Ratio - MD744839
Evo 1 2nd gear synchro - MD742614
Evo 3 3rd Gear - MD747250
3rd Gear Subgear - MD743314
3rd/4th Hub/Slider - MD747378
3rd/4th Gear Hub Springs - MD742441 x2
3rd/4th Gear Hub Keys - MD742777 x3
Evo 3 4th Gear - MD747376
Evo 3 10% taller 5th Gear - MD743980
Evo 3 5th Intermediate Gear - MD743319

92-93 Evo 1 large single synchro 3rd Gear - MD743313
92-93 Evo 1 large single synchro 4th Gear - MD743316
93 Evo 1/2 shallow recess double synchro 3rd gear - MD746748
93 Evo 1/2 shallow recess double synchro 4th gear - MD747252
Evo 1 HD large diameter 3rd/4th hub and slider- MD747651
Evo 1/2 HD small diameter double synchro 3rd/4th hub and slider - MD746716
92-93 Evo 1 large diameter single synchro for 3rd or 4th gears - MD742536

Evo 1 Reverse idler gear shift lever (MUST USE WITH EVO 1 Input Shaft and 1st/2nd gear assembly) - MD743281

If you are going to use the Evo 3 double synchro 3rd/4th gearset with a USDM 3rd/4th hub and slider assembly (MD747646), you will need to machine the hub to clearance the double synchros, otherwise you will desroy it immediately. You should otherwise use the proper hub/slider assembly from Japan (MD747378).


2G Synchros:
1st gear MD745477 (original OEM)
1st gear Shallow (uses 2 springs) MD742419
2nd gear (double synchro) MD746435
3rd gear (93-99) MD745479
4th gear (93-99) MD745479
5th gear (93-99) MD745892
Reverse gear MD746439

Input Shaft and Gearset Info:
Input Shaft (1990.10-1999) MD747884
Input Shaft Inner Tapered Roller Bearing MD732314
Input Shaft Outer Tapered Roller Bearing MD726235
3rd Gear Subgear MD741925
3rd Gear Subgear Wave Washer MD723535
3rd Gear Subgear Snap Ring MD724392
3rd Gear Needle Bearing MD718033
3rd Gear MD748582
3rd/4th Gear Hub Springs MD742445 x 2
3rd/4th Gear Hub Keys MD748663 x 3
3rd/4th Hub/Slider MD749416
4th Gear Needle Bearing MD749902
4th Gear MD741838
Input Shaft Snapring (1.4mm) MD723276
Input Shaft Snapring (1.45mm) MD730889
Input Shaft Snapring (1.5mm) MD723277
Input Shaft Snapring (1.55mm) MD730890
Input Shaft Snapring (1.6mm) MD723278
Input Shaft Snapring (1.65mm) MD730891
Input Shaft Snapring (1.7mm) MD723279
Input Shaft Snapring (1.75mm) MD730892
5th Gear Needle Bearing MD719137
5th Gear MD743162
5th/Rev Hub Springs MD742441 x 2
5th/Rev Hub Keys MD742777 x 3
5th/Rev Hub/Slider MD747654
Input Shaft End Shaft Oil Seal MD739390

Intermediate Shaft and Gearset Info:
Intermediate Shaft (1991.5-1999) MD748830
Intermediate Shaft Inner Bearing (ALL YEARS) MD726236
Intermediate Shaft Outer Bearing (ALL YEARS) MD736638
Intermediate Shaft Snapring (1.4mm) MD703779
Intermediate Shaft Snapring (1.5mm) MD703780
1st Gear Needle Bearing (1990-1999) MD737652
1st Gear (DSM 3.083 Gear Ratio) MD743179
1st/2nd Hub Springs MD742445 x 4 (use 4 springs with shallow synchro -- 2x springs per side, 3 springs with OEM synchro -- 2x springs on 2nd gear side/1x spring on 1st gear side)
1st/2nd Hub Keys MD742775 x 3
1st/2nd Hub/Slider MD749414
2nd Gear Needle Bearing (1991-1999) MD737652
2nd Gear MD748577
5th Intermediate Gear (ALL YEARS) MD742581

Output Shaft and Pinion Shaft:
Output Shaft (23-spline 91.06-99) MD741190
Output Pinion Shaft (91.06-99) MD742530
Output Shaft needle Bearing MD718578
Output Shaft Inner Tapered Roller Bearing MD718322
Output Shaft Outer Tapered Roller Bearing MD727861


Center Differential:
1990 FWD Turbo Differential Carrier (M/T Diff Case) Bearings: MD710663
90-99 Center Differential Inner Tapered Roller Bearing MD727860
90-99 Center Differential Outer Tapered Roller Bearing MD720623
Center Differential Case 1991.5-1999 MD741919
Center Diff Pinion Gear Kit + Spider Gears MD733338
Center Differential Spider Gear Side Shims (x2) MD737658
Center Differential Cover MD727551
Center Differential Case Bolts MD727552
1991-1999 Center Diff Oiling Washer 2.75-2.82 MD741405
1991-1999 Center Diff Oiling Washer 2.67-2.74 MD741406
1991-1999 Center Diff Oiling Washer 2.59-2.66 MD741407
1991-1999 Center Diff Oiling Washer 2.51-2.58 MD741408
1991-1999 Center Diff Oiling Washer 2.43-2.50 MD741409
1991-1999 Center Diff Oiling Washer 2.33-2.42 MD741410
1991-1999 Center Diff Oiling Washer 2.25-2.32 MD741411
1991-1999 Center Diff Oiling Washer 2.17-2.24 MD741412
1991-1999 Center Diff Oiling Washer 2.09-2.16 MD741413
Pinion Gear Oiling Washer 1.17-1.24 MD724949
Pinion Gear Oiling Washer 1.09-1.16 MD720677
Pinion Gear Oiling Washer 1.01-1.08 MD720676
Pinion Gear Oiling Washer 0.93-1.00 MD720678
Pinion Gear Oiling Washer 0.83-0.92 MD720679
Pinion Gear Oiling Washer 0.75-0.82 MD720680
Pinion Gear Oiling Washer 0.67-0.74 MD724950
Pinion Gear Oiling Washer 0.59-0.66 MD724974

Front Differential:
Front Differential Roller Bearings (x2) MD706566
Front Differential Case MD763447
Front Differential Gear Kit MD722127
Front Differential Spider Gear Oiling Washers (x2) MN178197
Front Differential Cross Shaft MB001106
Front Differential Cross Shaft Roll Pin MN178199
Front Differential Ring Gear 1991-1996 58-tooth MD748872
Front Differential Ring Gear 1997-1999 57-tooth MD770499
Front Differential Ring Gear Bolts (x8) MD040557
Front Differential Shim Kit MB185340

Shift Forks:
1st/2nd Gear Shift Fork MD723439
3rd/4th 1992.5-1999 Gear Shift Fork MD746854
5th/Reverse Shift Fork w/ plastic shift pads MD748630

Shift Shaft Assembly Parts:
Gearshift Interlock Retainer Bolt MD717876
Gearshift Interlock Retainer Bolt Gasket MD720602
Shift Shaft Assembly (9405.2-1999) MD747904
Shift Shaft Limiter Plate MD740179
Shift Shaft Stopper Kit (w/ retainer spring) MD720248

Shift Linkage Lever Assembly Parts:
Inner and Outer Linkage Bushings MD719165
Shift Linkage Lever (9405.2-1999) MD721253
Inner Flat Washer MD713416
Outer Flat Washer (95-99) MF450194
Lock Washer MF450405
End Nut MF430005
Dust Cap MD713757
Shift Selector Roll Pin (M5x22mm) MD705490

Misc.:
End Shaft Nut (x2) MD731948
Plastic Shift Pad MD712919
Roll Pins 5.2mm x 26mm (x3) MD701722
Transmission Filter MD738053
Input Shaft Seal MD741818
Front Left Axle Seal MD719710
Front Diff (Right Axle) Oil Seal MD707184
Output Shaft Seal MD723202
Throwout Bearing MD749998
Throwout Bearing Retainer Spring MD706185
Throwout Bearing Bellhousing Sleeve MD716349
Clutch Fork MD770506
Clutch Fork Pivot Ball MD719602
Clutch Fork Boot MD718077
Bell Housing Case MD739932
Gear Cluster Case (8903.1-9208.1) MD726632
Gear Cluster Case (9208.2-1999) MD744770
Intermediate Case Section MD746412
5th Gear Outer Cover (9105.3-1999) MD741184
Short Outer Bolts (x9) MF241294
Long Outer Bolts (x2) MD720558
Transmission Case Bolts (x12) MF241288
Black Plastic Intermediate Shaft Oil Guide MD726480
Transmission Breather #1 (x2) MD711443
Transmission Breather #2 MD721764
Transmission Breather Bulb MD733296
Bellhousing Dowels (x2) MD020260
Transmission Case Dowels (x4) MF472405
5th Gear Outer Cover Dowels (x2) MF472402
Reverse Wave Spring MD744342
Reverse Cone MD725928
Reverse Cone Machine Screws (x3) MD736513
Reverse Switch MD730979
Reverse Switch Washer MF660035
Reverse Lockout Bolt MD734488
Reverse Lockout Bolt Washer MF660035
Shift Rail Interlock Plunger MD720908
Bellhousing bolts (2G): MF140471
cont. MD740892
cont. MF140266
cont. MD706012
cont. MF140021
Viscous Coupler Detent Ball MF540008
Viscous Coupler Snapring (1.5mm) MD720687
Fill Plug MD701850
Fill Plug Gasket Washer MF660036
Drain Plug MD728088
Drain Plug Gasket Washer MN130495
Drain Plug Magnet MD955485
Reverse Bracket Allen-Head Screw MD734702

Take it apart and you will know whats in it. Gear ratios for dsm tranies are the same. Evo isnt. Some important changes are involute of 3rd gear/cctr diff and final drive of front diff from 90-96 vs 97 up.
Thanks Paul I will be cracking this thing open real soon.

It sounds like Kel struck gold. You can shot peen those parts easily, and have them machined/modified for double synchros. Or you could get them faceplated.


Good information Kelvin!
yeah this transmission has the gear ratio that I need for the 1/2 mile event :D
 
Kel I have an evo 1 trans in one of my cars. I thought it was stock until the center diff locked up on the interstate on my way to the shootout last year. It had the 4.26:1 front diff ratio. I was told by the seller it had a gvr4 first gear. The issue with these transmissions is you can no longer get the input shaft so when its toasted the whole transmission is done for.

My evo 1 is WQNK non lsd. I really hope your center diff is in good shape. There are 3 different style center diffs. 1). 92-99 with a single tab for the lower oiling washer, 2) 90 which has a different oiling washer design and a different outer gear profile, 3) early 91 which has the updated oiling washer (92+) but shares the gear profile with the 90(and my evo 1). I built an extra center diff from a 92+ bc the evo CTD looked like the 92+. When I was assembling the transmission all excited I hit a road block with the CTD bc the gear profile was wrong. I should have welded my extra early 91 ctd (its not rebuild able) but I pulled a mint ctd out of a 90 trans and used it. Tim told me the evo 1 with the 90 ctd gear cut were the early models so your ctd should be 92+. Just trying to give a heads up.
 
Last edited:
do you have the passenger side axle for the lsd?

the lsd axle is about 1/2 inch longer.

transfer cases are the same, just a 91-96 case for the evo 1-2 and 97-99 for the e3

or just swap the 90 shaft and use the 90 t case if you have one

your going to swap in dsm final drive im assuming?

i did this exact swap 5 yrs ago
evo 1 trans no lsd tho

that tall first was incredible!
but i was in a colt with 23 inch tires and 2550 lbs
might be a bit tall for a 3000 lb car

i have an evo3 lsd box in my colt and its the best mod ever. ive only gone down the strip ten times or so with it but i have yet to miss a shift
trans is usually the last thing guys upgrade but to me its the most important mod.
it was always so frustrating missing shifts at the track
crunch!
haha
even the evo first gear makes a huuuge difference because it makes a smaller gap to second as well
 
The 2.57 first gear rules in a 1g. I can actually cruise parking lots in first. Its really annoying in parking lots with a standard dsm trans... Run first at 4k rpm or chug around in second. The 8% taller 5 sucks at 55mph tho, its not enough rpm and lugs the motor and I find myself downshifting for hills (8.5:1 cr with 272/272 14b) once you get above 60mph it rocks and its awesome at 70.
 
If your trans has the large synchro 3-4 you'll want to toss those parts in the trash, as the large synchro 3-4 uses the 2g style hub/slider that explodes over about 400ft/lbs.
 
Good luck man with everything at the track.
do you have the passenger side axle for the lsd?

the lsd axle is about 1/2 inch longer.

transfer cases are the same, just a 91-96 case for the evo 1-2 and 97-99 for the e3

or just swap the 90 shaft and use the 90 t case if you have one

your going to swap in dsm final drive im assuming?

i did this exact swap 5 yrs ago
evo 1 trans no lsd tho

that tall first was incredible!
but i was in a colt with 23 inch tires and 2550 lbs
might be a bit tall for a 3000 lb car
Thanks guys. this transmission has been in this car for 9 years and was driven from Arizona to Atlanta according to the previous owner he had no idea about it being a evo 1 unit until I texted him LOL. I only pulled it out of the car to change the clutch but decided to go ahead and tear it apart to replace the sychros and have the gears wpc treated in preparation for the 800hp engine. I will try and tear it down today. Thanks for all the heads up for sure!
 
The only problem I see here is that the Evo's viscous LSD has a specific crown wheel, and nothing else will fit on it. The bolt pattern spacing is wider, so you're locked into Evo gearing if you want to keep the viscous LSD. And yes, you need the longer axle cup for the right side. It's very hard to find.
 

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The evo 1's didn't have double synchros. The evo 1 is an oddball its nothing like the evo3 they only share output shafts, possibly center diff, and shift rails. The forks gears, input, intermediate are all different.
 
The only problem I see here is that the Evo's viscous LSD has a specific crown wheel, and nothing else will fit on it. The bolt pattern spacing is wider, so you're locked into Evo gearing if you want to keep the viscous LSD. And yes, you need the longer axle cup for the right side. It's very hard to find.
As stated above I been driving this car for 3 weeks with this transmission and decided to change the clutch because it was slipping. Therefore the axles were not an issue. So you're saying the ring gear from a 2g will not fit.
 
Someone had to change the front diff ring gear to match the dsm rear end bc if they didn't the center diff would have failed a long time ago.
This is my thinking as well. but check this out when I got the title from the owner the difference in mileage 9 years later was only about 4,000 and I have put 3000 on it since I had the car. But the reason I think the ring gear has not been changed is because the speedo was off from gps and the gear ratio seemed kind of high. But I will open it up soon. Can the ring gear, and shaft be changed to match 2g transfer case 95-96 early?

The only problem I see here is that the Evo's viscous LSD has a specific crown wheel, and nothing else will fit on it. The bolt pattern spacing is wider, so you're locked into Evo gearing if you want to keep the viscous LSD. And yes, you need the longer axle cup for the right side. It's very hard to find.
Is the picture an evo 1 lsd?
 
Yes, that's Evo 1-3 open diff on the left and Evo 1-3 viscous on the right. I think you may have lucked out double here, I've got a suspicion that you have either a Cusco or Ralliart LSD and somebody did change the ring gear. Or, your center viscous coupling already ate itself.
 
Okay got it apart. what I do know is the shift fork is 3 hole ,the 3/4 hub slider is the large sychro, the center diff has the grooved gear and the lsd gas the 64 tooth ring gear. I am typing with my phone and will post pictures later. Okay I am open for suggestions. I am considering face plating 3rd and 4th to eliminate the weak slider that way I can keep the taller gears.
 
Can you take a picture of the front and center LSDs please?
That ring gear is Evo 1, so something is funky.
 
Definitely a viscous front and stock center, so the center viscous coupling isn't enjoying this.
 
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