FQ-400 Evo X [Merged]
you can't compare European prices with American. I live in Europe and I have 2008 MR and I payed for it in September 47000 EURO(in September exchange rate was more then 1.50 USD=1 EURO, so the price for my car was 70000 USD) and GTR costs more then 80000 EURO in Europe it makes it more then 120000 USD. So getting FQ400 for 80000 USD is a bargain it is 40k cheaper.. in America FQ400 would have costed may 50k or a bit more. So don't complain you are lucky.
Hmmm..
GT-R 0-60 in 3.5 sec. (using launch control = kill the tranny)
or
Evo X FQ 400 0-60 in 3.7 sec. (using 5 speed that can handle the abuse)
Decisions decisions....I guess I'm lucky I don't have $70,000 (plus or minus $15,000) to drop on a car. I'll just be happy with my RA.
GT-R 0-60 in 3.5 sec. (using launch control = kill the tranny)
or
Evo X FQ 400 0-60 in 3.7 sec. (using 5 speed that can handle the abuse)
Decisions decisions....I guess I'm lucky I don't have $70,000 (plus or minus $15,000) to drop on a car. I'll just be happy with my RA.
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Joined: Feb 2009
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From: London
How bout we compare this to the V8 Audi R8 instead, what do you guys think, is it faster , R8 is 0-62mph in 4.4 seconds while this is rumored from 3.3-3.6, I think the FQ is a better buy but I would still get the R8 instead.
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Posts: 165
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From: London
Why not get a VII and be different from the majority on here, VII's are going from around £7 500 to £10 000,
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From: Richmond VA
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Joined: Apr 2007
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From: MI
http://www.carenthusiast.com/reviews...rst+drive.html
"| First Drive | Cirencester, England| Mitsubishi Lancer Evolution X FQ-400 |
Mitsubishi ups the ante on its Lancer Evolution X with its new range-topping FQ-400, boasting 403bhp from its 2.0-litre turbocharged engine. Never a shy-retiring car in standard guise, the FQ-400 gets more muscular looks to match its enhanced performance. Ferociously fast, what's really surprising is its civility when you're not chasing a stage time, the FQ-400 proving to be more than just a maximum-attack car.
In the Metal
It's not the metal bits that attract attention on the FQ-400, but the composite add-ons. The FQ-400 builds on the visual head-butt looks of its FQ relatives and like the performance it brings there's little in the way of restraint. There's a carbon-fibre front splitter on the leading edge of the PIAA motorsport light-equipped (and lightened) bumper that could double as a snow-plough; a vortex generator on the roof directs air to a revised rear wing. Nine-spoke alloy wheels wear near-slick Toyo Proxes R1R tyres, those wheels also filling the FQ-400's arches better thanks to a drop in ride height - that effect increased with the FQ-400's unique side skirts.
Of all the FQ-400's visual enhancements it's the bonnet and rear diffuser that are the most obvious. More a collection of holes than a conventional bonnet, the numerous vents are necessary to allow the heat to escape from the seriously tweaked 403bhp turbocharged 2.0-litre nestling underneath it. Around the back there's a carbon-fibre diffuser within which a massive single trapezium-shaped exhaust exits. Not quiet looking then, but that's how buyers like them.
What you get for your Money
All that matters here is the headline power figure. With an astonishing 403bhp, the FQ-400 is an extraordinary machine. Like its FQ relatives it drives all that power through a five-speed manual transmission to all four-wheels. Some very clever electronics all bundled under Mitsubishi's Super-All-Wheel Drive - S-AWD - acronym allow the FQ-400 to use its massive output with remarkable ease. Stability, traction and braking controls are all featured within S-AWD. Traction is immense, even in the damp on those aggressively treaded tyres, the explosion forward that occurs when you plant your right foot to the floor being breathtaking. That's what people pay for, the FQ-400's kit much the same as its FQ-360 relative, save for the tweaking under the bonnet and the revisions to the styling. Inside you'll know you're in the FQ-400 thanks to a unique gear knob and model numbered handbrake handle - and the craning necks of bystanders as you drive past.
Driving it
There's little drama when you start up, none of the commotion you might expect of such a highly tuned engine. Nope, just turn the key and the 2.0-litre settles into a steady idle. It feels much like any other Evolution X pulling away, the lower, stiffer suspension not so focused as to create significant compromises. With anything this potent it's nice to build up to the performance, not least to allow everything to warm up. Heat shimmering from the vents in the bonnet suggests the FQ-400 is warmed through, so I push the accelerator to the bulkhead. The effect is staggering: a slight pause as the turbo spools up then quite ridiculous force as the FQ-400's Toyo tyres dig into the tarmac and time itself is bent with its acceleration. Mitsubishi reckons the FQ-400 will reach 62mph in 3.5 seconds and at times that feels conservative.
Its accelerative brutality is enhanced thanks to its civility when you're driving sensibly. Short shift and the FQ-400 is an easy drive; there's no driveline shunt or jumpy accelerator to contend with, the FQ-400 remarkably docile and comfortable for such a highly tuned machine. Delving into the upper reaches of the rev-counter needle's sweep sees the engine reveal its more maniacal nature, its low-speed docility transforming into barking mad accelerative force when you want it.
Mid-range, the 2.0-litre digs deep, the 387lb.ft maximum torque it delivers coming at 3,500rpm. Keep the turbo spinning and you'll back off before the FQ-400 has run out of accelerative force. It's fearsomely fast, the explosion that happens when you ask for all the 2.0-litre turbocharged unit's force making it about the most accomplished overtaking machine we've ever experienced. Traction is phenomenal, though switch it off and it's easy to spin all four wheels. The steering is nicely weighted and direct, understeer being obvious at first through neutrality and even power oversteer if you keep the accelerator buried. Not much will keep up with an FQ-400 even when driven at two-thirds pace, though you'll pass it easily in the fuel station, the FQ-400's thirst as prodigious as its pace.
Worth Noting
The FQ-400 is a seriously specialised Evolution X, the FQ-360 plenty quick enough for most Evo buyers. Indeed, the FQ-300 is more than rapid enough for most and will save you a good chunk of money to buy. That's unlikely to put off the handful of dedicated Lancer Evolution X fans who will put this madcap machine right at the top of their wish list. It'll certainly not disappoint them, though they'll need to be careful if they want to hold onto their driving licences.
Summary
Mitsubishi's fastest Lancer Evolution X surprises not just with its bombastic performance, but also its low speed friendliness and ease of use. What Mitsubishi has achieved with just 2.0-litres and a turbocharger is extraordinary. It's one perhaps best left to Evo X fans though, as the 'lesser' cheaper cars bring almost all the performance of the FQ-400 without the added cost."
"| First Drive | Cirencester, England| Mitsubishi Lancer Evolution X FQ-400 |
Mitsubishi ups the ante on its Lancer Evolution X with its new range-topping FQ-400, boasting 403bhp from its 2.0-litre turbocharged engine. Never a shy-retiring car in standard guise, the FQ-400 gets more muscular looks to match its enhanced performance. Ferociously fast, what's really surprising is its civility when you're not chasing a stage time, the FQ-400 proving to be more than just a maximum-attack car.
In the Metal
It's not the metal bits that attract attention on the FQ-400, but the composite add-ons. The FQ-400 builds on the visual head-butt looks of its FQ relatives and like the performance it brings there's little in the way of restraint. There's a carbon-fibre front splitter on the leading edge of the PIAA motorsport light-equipped (and lightened) bumper that could double as a snow-plough; a vortex generator on the roof directs air to a revised rear wing. Nine-spoke alloy wheels wear near-slick Toyo Proxes R1R tyres, those wheels also filling the FQ-400's arches better thanks to a drop in ride height - that effect increased with the FQ-400's unique side skirts.
Of all the FQ-400's visual enhancements it's the bonnet and rear diffuser that are the most obvious. More a collection of holes than a conventional bonnet, the numerous vents are necessary to allow the heat to escape from the seriously tweaked 403bhp turbocharged 2.0-litre nestling underneath it. Around the back there's a carbon-fibre diffuser within which a massive single trapezium-shaped exhaust exits. Not quiet looking then, but that's how buyers like them.
What you get for your Money
All that matters here is the headline power figure. With an astonishing 403bhp, the FQ-400 is an extraordinary machine. Like its FQ relatives it drives all that power through a five-speed manual transmission to all four-wheels. Some very clever electronics all bundled under Mitsubishi's Super-All-Wheel Drive - S-AWD - acronym allow the FQ-400 to use its massive output with remarkable ease. Stability, traction and braking controls are all featured within S-AWD. Traction is immense, even in the damp on those aggressively treaded tyres, the explosion forward that occurs when you plant your right foot to the floor being breathtaking. That's what people pay for, the FQ-400's kit much the same as its FQ-360 relative, save for the tweaking under the bonnet and the revisions to the styling. Inside you'll know you're in the FQ-400 thanks to a unique gear knob and model numbered handbrake handle - and the craning necks of bystanders as you drive past.
Driving it
There's little drama when you start up, none of the commotion you might expect of such a highly tuned engine. Nope, just turn the key and the 2.0-litre settles into a steady idle. It feels much like any other Evolution X pulling away, the lower, stiffer suspension not so focused as to create significant compromises. With anything this potent it's nice to build up to the performance, not least to allow everything to warm up. Heat shimmering from the vents in the bonnet suggests the FQ-400 is warmed through, so I push the accelerator to the bulkhead. The effect is staggering: a slight pause as the turbo spools up then quite ridiculous force as the FQ-400's Toyo tyres dig into the tarmac and time itself is bent with its acceleration. Mitsubishi reckons the FQ-400 will reach 62mph in 3.5 seconds and at times that feels conservative.
Its accelerative brutality is enhanced thanks to its civility when you're driving sensibly. Short shift and the FQ-400 is an easy drive; there's no driveline shunt or jumpy accelerator to contend with, the FQ-400 remarkably docile and comfortable for such a highly tuned machine. Delving into the upper reaches of the rev-counter needle's sweep sees the engine reveal its more maniacal nature, its low-speed docility transforming into barking mad accelerative force when you want it.
Mid-range, the 2.0-litre digs deep, the 387lb.ft maximum torque it delivers coming at 3,500rpm. Keep the turbo spinning and you'll back off before the FQ-400 has run out of accelerative force. It's fearsomely fast, the explosion that happens when you ask for all the 2.0-litre turbocharged unit's force making it about the most accomplished overtaking machine we've ever experienced. Traction is phenomenal, though switch it off and it's easy to spin all four wheels. The steering is nicely weighted and direct, understeer being obvious at first through neutrality and even power oversteer if you keep the accelerator buried. Not much will keep up with an FQ-400 even when driven at two-thirds pace, though you'll pass it easily in the fuel station, the FQ-400's thirst as prodigious as its pace.
Worth Noting
The FQ-400 is a seriously specialised Evolution X, the FQ-360 plenty quick enough for most Evo buyers. Indeed, the FQ-300 is more than rapid enough for most and will save you a good chunk of money to buy. That's unlikely to put off the handful of dedicated Lancer Evolution X fans who will put this madcap machine right at the top of their wish list. It'll certainly not disappoint them, though they'll need to be careful if they want to hold onto their driving licences.
Summary
Mitsubishi's fastest Lancer Evolution X surprises not just with its bombastic performance, but also its low speed friendliness and ease of use. What Mitsubishi has achieved with just 2.0-litres and a turbocharger is extraordinary. It's one perhaps best left to Evo X fans though, as the 'lesser' cheaper cars bring almost all the performance of the FQ-400 without the added cost."
Evolved Member
Joined: Mar 2002
Posts: 4,312
Likes: 3
From: Birmingham, AL
The car is totally worth it. A tuner car with no warranty, no exclusivity and none of the bodywork is not "better." And yeah, I would rather pay approximately 50K USD for this, then 80K+ for a GT-R. But its not coming here anyway so its a nice fantasy. Maybe we can start importing the body pieces, turbo, etc... UKDM might beat JDM.
Evolving Member
Joined: Dec 2007
Posts: 229
Likes: 14
From: Winter Haven Fl
We never get the best here.
We get subaru 2.5 rs Great Britain has WRX
We get wrx 227 hp - they get sti 276 hp
We get evo viii they get fq 400
If we get an FQ 400 someone else will get fq 500.
Why don't Japanese car makers realize we would buy these cars.
We get subaru 2.5 rs Great Britain has WRX
We get wrx 227 hp - they get sti 276 hp
We get evo viii they get fq 400
If we get an FQ 400 someone else will get fq 500.
Why don't Japanese car makers realize we would buy these cars.
Evo x fq 400
Article from Speedmotiv
The UK never ceases to amaze me. After just posting about the Mitsubishi Evolution X FQ-330 SST, I run across the Evolution FQ-400 which is even more of a beast then the FQ-330 SST. Will we on this side of the pond ever see such a thing?
Barely a week after announcing the Evolution X FQ-330 SST, which features the six-speed twin-clutch SST transmission and a horsepower bump over the previous FQ-300, Mitsubishi Cars UK has announced a new flagship for the Evolution X lineup. The £49,999 EVO X FQ-400 will be the fastest road going version of the Evolution lineup.
More specs after the jump.
Performance-flagship status is conferred by the 2.0-liter turbocharged engine under the hood, which is rated at 403bhp and 387 lb-ft of torque. The power boost comes courtesy of racing-spec high-flow fuel injectors, a new turbocharger and intercooler, and a three-inch exhaust. The ECU has been remapped to help keep the FQ-400 docile at commuting speeds. Mitsubishi reports a 3.8-second 0-62mph run, and an electronically limited top speed of 155mph (249 km/h).
Mitsubishi's rally-bred Super-All Wheel Control (S-AWC) gets the power to the road. Active stability control, center differential and yaw control are on hand to constantly monitor and enhance the EVO X FQ-400's handling. The S-AWC system has three driver-selectable modes for a choice of three different road surfaces; tarmac, snow and gravel. The FQ-400 also has a widened track and the suspension is lowered 30mm. Eibach springs and Bilstein shocks are installed. The Alcon brakes are also modified, with floating sealed discs, lightened components and high-performance pads.
The FQ-400 is set apart from the rest of the lineup visually by its lightweight 18-inch nine-spoke wheels and Toyo Proxes R1R tires. Hood vents and a composite front bumper with extra lighting and HID headlamps give the FQ-400 the look of a roadgoing rally car. The side skirts are made of composite materials. The massive exhaust exits at the center of the rear bumper's carbon fiber diffuser. The EVO's trademark roof-mounted "Vortex Generator" and a rear wing that incorporates a gurney strip are also part of the visual package.
Inside, the FQ-400 sports Recaro seats, a carbon fiber shifter and a unique handbrake handle. Standard equipment includes Bluetooth phone connectivity, a 30-gig hard drive for the sound system, DVD satellite navigation and automatic headlamps.
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From: chicago, michigan, arkansas
Evolved Member
Joined: Jul 2006
Posts: 665
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From: Central Jersey
ummm...what year are you living in? LOL , I had to scroll up to the top of the page to make sure I wasn't in an outdated thread.
it makes sense. do you really think the new GT-R V-Spec will come to the U.S.? the point i see this guy making is that we are always a step behind with the techno sent here... prime example is the VIII, in U.S. spec they do not have SAYC until the X or an ACD until 05 while everywhere else in the world they have those technical goodies