Mitsubishi FQ-320 For Sale

Log in | New account Home Ask Honest John Reviews Best Deals Advice Good Garages News Back Room Insurance Shop Car by Car Reviews The HJ Road Test Videos Top 10 Cars Prices and Specs The Honest John Road Test Home » Road Tests » Mitsubishi » Mitsubishi EVO IX FQ320 Mitsubishi EVO IX FQ320 Sat, 23 Jul 2005 Main Report Prices/Specifications Engine/Transmission Dimensions Performance I’d driven EVOs before. Most memorably an EVO VIII FQ400, on an unfamiliar track, with an instructor who kept grabbing the wheel to show me the lines, in a blizzard. At times I couldn’t even see the sides of the track, never mind the next corner, so don’t ask me about that car. The EVO IX is the latest and last of a long line of EVOs, which began, logically enough, with the EVO 1, a 247bhp all wheel drive car built to qualify for FIA Group A rally regulations and get out there and fight the Imprezas. The EVO II arrived in 1994, with 256bhp and, over the years, progressed to the EVO VIII, the ultimate incarnation of which was the FQ400. In case you were wondering, ‘FQ’ does mean ‘very quick’: 0-60 in under 4 seconds and a top speed rev limited to 157. For the EVO IX, Mitsubishi has carried over the Bilstein suspension and Active Centre Differential of the EVO VIII MR range, with new rear springs which reduce the height of the car and enable the ‘Super Active Yaw Control’ to work better. MIVEC variable valve timing is new to the EVO, improving breathing at high revs and throttle response from low engine speeds. Outside there are subtle revisions to the front grille and rear bumper diffuser, a carbon fibre look to the spoiler and interior trim, and new Enkei 17” 5-spoke alloys with ADVAN AO46 235/45ZR17 tyres. What you can’t see are the aluminium roof and side impact bars that complement the aluminium bonnet introduced on the EVO VIII. The first thing that stuck me about EVO IV FQ320 Serial Number 002 was how old-fashioned it is. Used to a new C-Max with its state-of-the-art combined radio/CD player and satnav, the little DIN fit radio harked back to the 20th Century. And, apart from the front bucket seats, the drilled pedals, the leather wheel and the tiny 180mph speedometer, the rest of it is pure Lancer, like the bargain-priced estate car I tested a few months ago. But already the neighbourhood kids were admiring the massive rear spoiler and 5” exhaust pipe, yelling, “cool car, mister”. And, of course, that’s a lot of what this car is about. You can burble through town at 25mph in 2nd or 3rd like a drug dealer and more than a few eyes will be upon you, knowing you have wheels that could out-drag a Ferrari if you wanted to. So there’s no need to open all the windows and turn the (optional) sound system up loud, please. It’s very tractable and very happy just tootling along like this. No sudden outbreak of temperament. Unless you stick the boot in, of course, whereupon it explodes from 25 to 80 in what seems like 3 seconds. And that’s what the car likes. You can feel the electronics cutting in making it more controllable. The steering sharpens up. The whole thing becomes alive. The point of power like this is it enables safe overtakes and gets you out of trouble very quickly indeed. But, though this is probably the fastest point to point car you could buy, you simply cannot drive it to its full potential on busy public roads. You’ve got to find an empty, twisty back-road somewhere early in the morning when there’s no one around, pump some adrenaline and risk your licence. Or confine your fun to track days. Day-to-day means pootling along in the left or centre lane being overtaken a lot and averaging around 20mpg on Superunleaded. And if you get stuck in an F Queue on the motorway you can actually watch the fuel gauge needle moving downwards. So yes, you could raise your voice a few octaves and endlessly debate the finer points of the way the car goes and handles against the latest Impreza WRX STI. Yes, you might occasionally put it to the test neck-and-neck at a track day. But really an EVO IX is young man’s status symbol, to park outside the Slug & Lettuce while he doesn’t drink anything alcoholic inside. Hopefully someone in there will be as impressed as the neighbourhood kids. Honest John's Car Buying Advice Get the low-down on how to buy and sell cars the hassle-free way Related News & Road Tests Review: Mitsubishi Evo IX 2005 Brilliant handling, traction, roadholding and acceleration. Peerlessly quick point-to-point car in all weathers. Makes you feel like Tommi Makinen. Road Test: Honda Jazz hybrid road test Hybrid version of Jazz offers improved performance and 60mpg economy with no sacrifice in magic seat versatility. Road Test: Peugeot RCZ Road Test Guest Test of the stunning Peugeot RCZ THP 156 and THP 200 by George Fowler, 'Motormouth' of The Daily Star News: Minister Threatens Christmas Purge on Young Drink Drivers Road Safety Minister shows no "season of goodwill" towards young drunk drivers over Christmas. • Terms and Conditions • Advertise on this site • Contact Honest John || LOGIN REGISTER NEWSLETTER Home NEWS REVIEWS PRODUCTS COMPARE CARS VIDEOS BUYING USED CARS NEW CARS MOTORSHOWS COMPETITIONS 6 ISSUES FOR £1 Search Car Reviews: You're in - Car Reviews: Long Term Tests Mitsubishi Evo Mitsubishi Evo IX FQ-320 The rumble of our Mitsubishi Evo has left a deathly silence behind it... Auto Express Car Reviews Text: Chris Thorp / Photos: Nathan MorganAugust 2006 Even after nearly 15,000 miles of driving, you never get used to the thrust provided by the turbocharged 2.0-litre powerplant that feeds power so effectively through all four tyresThere's been something missing from the Auto Express car park over the past few days... the rumble of WX05 EGJ has left a deathly silence behind it.After a year of manic miles, the time came to say goodbye to our Mitsubishi Evo IX - but not before we gave it a good send-off. And its final day in our hands was one of its most exciting, as we took part in an Evo owners' track day at the famous Goodwood circuit in West Sussex.Organised through Mitsubishi's UK distributor, the Lancer Evolution Experience takes place at various tracks right across the country, and is aimed specifically at Evo owners. At £230 for car and driver, as well as an extra £30 per passenger, it's not a cheap day out - but was it a fitting end to our year of Evo motoring?During its time with Auto Express, the Mitsubishi has already had several opportunities to stretch its legs away from the public roads. We tackled all sorts of tarmac events in it, from Santa Pod's drag strip in Northamptonshire to a weekend's sprint challenge at which it beat all-comers - including a Porsche 911 GT3.However, at Goodwood, the Evo proved just how competent it really is, flowing beautifully from corner to corner with great poise and blasting down the straights with gut-wrenching force. Even after nearly 15,000 miles of driving, you never get used to the thrust provided by the turbocharged 2.0-litre powerplant that feeds power so effectively through all four tyres. And after we'd had our fun, we handed back the keys to be left with a lot of happy memories... as well as a handful of frightening receipts. A total of three services (one every 4,500 miles) plus a fresh set of tyres came to £1,452.17. What's more, the brake pads are showing considerable wear, and will need to be changed before long.Then there's the fuel cost. We averaged returns of 21.7mpg overall, which proves the accuracy of Mitsubishi's 22mpg combined economy figure. So if you're going to buy an Evo, it's crucial that you budget for big bills all year round.The car has been hugely expensive to run, constantly attracted the wrong sort of attention and required no end of servicing - but it has also given us 12 months of thrilling motoring that few other vehicles could match. And that, above all, is what we are going to remember it for.Second opinionI haven't driven many cars over the last 12 months that can beat the Evo for pure thrills. It's scarily fast, of course, and has masses of grip, but what I've enjoyed most is the precision of its controls; they make driving really rewarding. However, despite having a more comfortable ride than any other Evo I've ever driven, I'm glad I didn't have to live with it every day. It's still a road-going rally car and just as uncompromising. Sam Hardy, motoring writer What Next COMPARE CAR LOANS COMPARE CAR INSURANCE For more breaking car news and reviews, subscribe to Auto Express magazine. We'll give you 6 issues for £1 and a free gift! < Previous Next > 0 Comment Be the first to comment on this article You need to register to post comments. Existing members can log in below to comment, otherwise click here to join. Email: Password: Sponsored Results More MITSUBISHI EVO articles Car ReviewsUsed Car Tests: Mitsubishi EvoFirst Drives: Mitsubishi Evo X exclusiveFirst Drives: Mitsubishi LancerFirst Drives: Mitsubishi Evo IX FQ-360First Drives: Mitsubishi Lancer Evo XFirst Drives: Mitsubishi Evolution IX estateFirst Drives: Mitsubishi Lancer Evo IX FQ-320First Drives: Mitsubishi Evo VIII MR FQ-400First Drives: Mitsubishi Evo VIII MR FQ-340First Drives: Mitsubishi Lancer Evo VIII 260First Drives: Mitsubishi Evo VIII MRFirst Drives: Mitsubishi Evo VIII FQ-300First Drives: Mitsubishi Evo VII GT-AFirst Drives: Mitsubishi EVO VI MakinenNewsAuto Express News: Evo X pricesAuto Express News: RalliArt EvoAuto Express News: Mitsubishi boxes clever on new EvoAuto Express News: Last Evo IX unleashedAuto Express News: Evo walks on wild sideAuto Express News: Evo gets MR muscleAuto Express News: Mitsubishi Evo IX MRAuto Express News: Mitsubishi scores a perfect 10 with next EvoAuto Express News: Electric Evo leads the chargeAuto Express News: Price Is Right As Evo IX Blasts InAuto Express News: Evo X Leads Mitsubishi's Stars Social Bookmarks Link to this article: For more details about purchasing this feature and/or images for editorial usage, please contact the Dennis Syndication team on pictures@dennis.co.uk Email a Friend Print this Pictures - Advertisement - Sponsored Results Other Reports REPORT Performance, outstanding handling, track usability Noisy exhaust on long trips, running costs, attractiveness to thieves, awkward radio, lack of folding rear seats On fleet since:July 2005 Price when new:£28,999 Running costs:85.6ppm Mileage:14,989 miles/21.7mpg Costs to date:4,500-mile service (£297.99), 9,000-mile service (£315.69), 13,500-mile service (£291.49); four new tyres (£547.00) Engine / Power:2.0-litre/326bhp Options Fitted:DVD Navigation System (£2,530), radio surround trim (£162), Ralliart mats (£102), metallic paint (£289) Trade-in Value Now:£20,500 - Advertisement - Company Website | Media Information | Contact Us | Privacy Notice | Subs Info | Voucher Codes | SitemapOur Other Websites: The First Post | Custom PC | Evo | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Octane | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. All rights reserved.Licensed by Felden || Autocar - News and reviews from the original car experts Skip to content Home Car Reviews News Blogs Videos Forums Cars for sale 6 issues for £1 Mitsubishi Evo FQ-320 review More Pics Email Print Your say Start the discussion Mitsubishi Evo FQ-320 First Drive Test date 10 May 2005 Price as tested £30,141 Rear bumper controls airflow underneath car What’s Japanese for a swift goodbye? No idea, but Mitsubishi’s new Lancer Evo IX, the last hurrah for the Evo as we know it, seems a fitting symbol. A transformation into a hatchback awaits in 2007, but until then the answer to life, the universe and everything (all right, getting from A to B quicker than you can say ‘supercar’) is nine. For 2005, as in the past 13 years, the Evo’s evolution has been fuelled by the demands of the FIA World Rally Championship. The IX is actually the 12th motorsport-inspired model, spanning three generations of Lancer. The first was introduced in 1992 to comply with FIA Group A rally regs. Mitsubishi describes the IX as a ‘subtle but significant’ development of the special-edition Evo VIII MR. Chief among the numerous detail improvements is the application of the company’s MIVEC variable valve timing to the already highly evolved 1997cc four-cylinder twin-scroll turbo engine. MIVEC constantly matches the inlet valve timing to engine speed and load. As well as improving the engine’s aerobic capacity, it also stabilises the combustion process, giving better throttle response at low revs. This, in turn, is enhanced by a lengthened turbo diffuser which boosts low-end torque for better driveability. The three Evo IX models are defined by their engine tune, from the £27,999 305bhp FQ-300 to the £32,999 345bhp FQ-340. This is the £29,999 320bhp FQ-320 which builds on the spec of the base car with an upgrade kit co-developed by Mitsubishi UK’s Ralliart division and tuning specialist HKS. It comprises an induction pipe, revised intercooler piping and a new exhaust and downpipe. This lifts power 21bhp to 326bhp at 6700rpm, supported by a similarly robust 305lb ft of torque at 4600rpm. Mitsubishi claims a 0-62mph time of 4.5sec and a 157mph top speed. The electronically-controlled four-wheel drive, active centre differential and Bilstein-damped suspension are lifted from the VIII MR, but the rear springs have been shortened to improve rear-end stability and grip. On the outside Cosmetic changes are confined to a restyled front bumper, which incorporates a mesh grille to aid engine cooling and circular air intakes in the air dam to blow air into the intercooler pipes. The headlight and tail lights also get a mild makeover. The new rear bumper functions aerodynamically, too, controlling airflow under the car. Weight-saving measures include a hollow rear wing and a new design of lightweight alloy wheel. Inside, the outgoing MR’s carbon dash cladding, torso-clamping Recaro front seats and sexy black Momo steering are carried over, and again the Evo doesn’t stint on kit: air conditioning, electric windows and mirrors, remote central locking and a category one alarm are standard. On the road Never mind the luxury: like most of its predecessors, the IX is a seriously hardcore machine. Not that comfortable, not that refined, but quite phenomenally to-the-point when it comes blitzing the distance between A and B. If the Evo IX were a gun, it would be an AK47: no intrinsic beauty, little tactile satisfaction, but devastatingly effective. The way it fuses supercar performance with advanced all-drive grip and traction seems more the stuff of Gran Turismo 4 than mechanical engineering. Getting the best out of it requires a brutally single-minded approach – if you’re not nailing it you’re not getting full value – and, in that respect, it’s rather two-dimensional. But the harder you drive the more it likes it. There is no point at which it cries ‘enough!’; that’s entirely down to you. What other car can you say that of? The Evo’s engine note at full noise is unusual, too. At light to medium throttle, the main constituent is a kind of boominess that applies a mildly unpleasant pressure to your eardrums as if you’re going up in a plane. None of a Subaru’s caramel warble here. Give it the lot, though, and the rapidly rising pitch is expressed as what can best be described, in human terms, as a diaphragm-busting exhalation of air through pursed lips, rather like that of a weightlifter in the eye-popping, vein-bulging, purple-face phase of a 10 kilo-too-heavy lift. But, oh my, it delivers. The motor does lagless and tractable around town but, toe down, acquires the sort of push that wraps stomach around spine and makes granite perspire. Sledgehammer torque, yes, but it hauls like crazy at the top, too, and with a more than passable rally-car vibe. All the dynamic cues feel authentic, from the super-direct steering to the hard ride, from the brickwall anchors to the ultra-grippy Yokohama rubber. Even at eye-watering speeds the chassis remains unerringly faithful and forgiving. And there’s the rub: the Evo isn’t the supercar Mitsubishi suggests, it’s a brilliantly developed foil. It’s rather like one of those ‘magicians’ secrets revealed’ TV programmes where everything is reduced to a set of actions no more mysterious than the instructions for making an omelette. Supercar supremacy is shown to be an elaborate illusion: the mid-mounted 12-cylinder motor, the dramatic width, the F1-apeing transmission and the multi-layered soundtrack are just facets of showmanship, the artistic distractions that create the ‘magic’. The Evo, in contrast, is painfully plain and unromantic. With the imagery conferred by the container deemed irrelevant, it might as well be off the shelf and have four doors. Size, grip and grunt are what really matter. As in compact, huge and massive. There is no magic after all, just physics. David Vivian Your say Start the discussion Car reviews home Ads by Google Advertisement FIND A CAR REVIEW Select a car AC Alfa Romeo Alpina Ariel Artega Ascari Aston Martin Audi Austin Bentley BMW Bristol Brooke Bugatti Cadillac Callaway Campagna Caparo Caterham Chevrolet Chrysler Citroën Corvette Dacia Daewoo Daihatsu Datsun DMS Dodge ECC Elfin Farbio Ferrari Fiat Ford Ginetta Gumpert Holden Honda Hummer Hyundai IFR Infiniti Invicta Iveco Jaguar Jeep Jensen Jetstream Ken Okuyama Kia Koenigsegg KTM Lamborghini Lancia Land Rover Leading Edge Lexus Lotus Marcos Marlin Maserati Mastretta Maybach Mazda McLaren Mercedes-Benz MG MG Motor Mini Mitsubishi Mitsuoka Monteverdi Morgan Morris NAC Nissan Noble Opel Pagani Peugeot Porsche Proton Qpod Radical Reliant Renault Roewe Rolls-Royce Rover Saab Saturn Seat Shelby Skoda Smart Spyker Ssangyong SSC Subaru Superformance Suzuki Tata Tesla Think Toyota Triumph TVR Vauxhall Veritas Volkswagen Volvo Westfield Zenvo Prices & specs Now read this... 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Autosport Evecars NEW ISSUE OUT NOW FAST, EASY & SECURESUBSCRIBE NOW>> Autocar.co.uk is brought to you by Haymarket Consumer Media Autocar is part of Haymarket Cars and Aftermarket About Haymarket | International licensing | © Haymarket Media Group 2010 Fulfill your potential at Haymarket Careers > || ", 'plr_ContentType': 'PAGESKIN', 'plr_ContentID': 'myContent', 'plr_ContentW': 994, 'plr_FrameTop': 90, 'plr_FrameSide': 130, 'plr_FrameBottom': 90, 'plr_HideElementsByID': '', 'plr_HideElementsByClass': '', 'plr_NoSkinInSkinResize': true }; var objPageSkin = new InSkin.Base('myPageSkin'); EVO NEWS CAR REVIEWS DATA VIDEOS FEATURES USED CARS BUYING GUIDES TRACKDAYS COMMUNITY WIN 3 ISSUES FOR £1 SHOP Search evo REGISTER LOGIN Free Newsletter Car Reviews: evo Car Reviews Mitsubishi Evo Mitsubishi Evo VIII MR FQ-340 Rating: Many detail improvements and 345bhp make the MR the best Evo yet By John Barker/Andy Morgan June 2004 I'll answer the very obvious question first. Yes, the most potent Evo MR is chuffing fast. It piles on speed so relentlessly that by the time you've got to fifth on your first rush up the 'box, you're wondering if it would just keep on charging forward if it had seven or eight speeds. It's not spiky power, either - from around 3500 to 7500rpm the push is strong, clean and consistent, and the ramp up to full boost is rapid yet progressive. In other words, the MR FQ-340 is blindingly fast but not madly frantic, relatively speaking. We've driven other 300bhp-plus Evos that rearrange your lunch every time they hit boost (our 320bhp lightweight Evo VII RS long-termer of a couple of years back springs to mind). This is its own kind of thrill but it can distract the chassis, tugging the front wheels around or kicking the tail out when you'd rather keep things tidy. The MR (which stands for Mitsubishi Racing) is effectively an Evo 8.5 and incorporates many detail revisions. Some contribute to it being 10kg lighter than the straight VIII, including aluminium door intrusion bars (-3.5kg) and roof (-4kg). The latter is said to have the same effect as lowering the steel roof by 50mm. UK models also get 12-spoke Team Dynamics alloys, which save 0.8kg of unsprung weight per corner over the standard Enkei alloys. All these incremental improvements contribute to the dynamic performance of the MR but the most significant effect is probably the switch to Bilstein dampers. Compression and rebound rates have been respecified and the rear bump stops have been reshaped. The Evo's formidable armoury of electronic chassis aids has also seen changes. Previously, when anti-lock was activated the Active Centre Differential and Super Active Yaw Control were disengaged. Now they are integrated into the braking effort to help keep the car stable should you jump on the middle pedal mid-corner or trail-brake into a turn. MR models aren't Euro-homologated like the Evo 260, but unlike previous Japanese-spec cars, they do get the full three-year pan-European Mitsubishi warranty. The MR range comprises the FQ-300 (305bhp, ΂£27,999), FQ-320 (326bhp, ΂£29,999) and FQ-340 which has 345bhp, 320lb ft of torque and costs ΂£32,999. That looks like a big premium over the FQ-320 but you also get leather and Alcantara trim (a lesser hide interior costs ΂£1535 on other Evos) and Smartnav (normally ΂£524). Four colours are offered: white, red, silver and gun- metal grey (shown), which works beautifully with the MR's new matt- black-backed clear-lens lamps, badging and dark grey alloys. Inside, the cabin is little changed save for strips of carbonfibre-effect trim, but the ambience of the FQ-340 is much enhanced by the Jaguar-like aroma of leather. The Ralliart-embroidered Recaros grip tightly, which is just as well because the cornering powers of the MR Evo seem higher than ever. Compared with just about anything else, the Evo still feels hyper-active on a bumpy B-road but although the ride remains firm, right away you notice that there isn't quite as much fidget and distraction as there was. It seems to be partly the ride but more the steering, which feels a little less sensitive around the straight-ahead. You appreciate this most when you've got the throttle down and the chassis is loaded with full boost. The handling is every bit as responsive and agile as it ever was, and grip from the broad-blocked Yokohama Advan A046s is huge. Dive keenly into a tight second- or third-gear corner and the nose will tuck into the apex with an enthusiasm that threatens to send the tail sliding out. Do nothing and full stability is resumed, calmly. Bury the throttle, though, and the response of the clever chassis is breathtaking; the rear slip is smoothly reined in, all four tyres haul hard and the MR fires out the other side at astonishing speed. No question, of all the mega-fast Evos we've tried, the MR FQ-340 is the neatest and most driveable. The essential character of the Evo remains intact but there's a greater sense of composure, which is all the more impressive given the power and torque the FQ-340 upgrade asks it to cope with. The Evo evolution continues apace. More MITSUBISHI EVO: News, evo News: Mitsubishi Evo's X AppealNews, evo News: Last Evo IX specialNews, evo News: Evo X finalisedNews, evo News: More Evo X hintsCar Reviews, Long Term Tests: Mitsubishi Evo X FQ-300 SSTCar Reviews, evo Car Reviews: Mitsubishi Evo FQ-360Car Reviews, evo Car Reviews: Mitsubishi Evo IX WagonCar Reviews, evo Car Reviews: Mitsubishi Evo IXCar Reviews, evo Car Reviews: Mitsubishi Evo VIII MR FQ-400Car Reviews, evo Car Reviews: Mitsubishi Evo 280 MR5Car Reviews, evo Car Reviews: Mitsubishi Evo VIII 260Car Reviews, evo Car Reviews: Mitsubishi Evo VIII FQ-330Car Reviews, evo Car Reviews: Mitsubishi Evolution VIII FQ-300Car Reviews, evo Car Reviews: Mitsubishi Evo VIIICar Reviews, evo Car Reviews: Mitsubishi Evo VII FQ-300Car Reviews, evo Car Reviews: Mitsubishi Lancer Evo VII GT-ACar Reviews, evo Car Reviews: Mitsubishi Evo VII ExtremeCar Reviews, evo Car Reviews: Mitsubishi Evo VII RS Sprint Click here and get 3 issues for just £1!For more performance car news and reviews, subscribe to evo magazine. < Previous Next > 0 Comments Bookmark this post with: More CAR REVIEWS evo Car Reviews Long Term Tests Citroen DS3 R reviewElectric Nemesis reviewNew Stratos supercar reviewDriven: Audi quattro ConceptNew BMW X3 reviewPorsche 911 Carrera GTS reviewSeat Ibiza reviewSee all evo Car Reviews Renault Clio WilliamsFord Fiesta Zetec SRadical Clubsport 1100Radical Clubsport 1100Infiniti G37S CoupeFord Fiesta Zetec SRenault Clio WilliamsSee all Long Term Tests Car Group Tests Audi R8 Spyder v supercar rivalsCitroen DS3 v hot hatch rivalsAston Martin Rapide v rivals370Z Roadster v its rivalsIbiza Cupra V Clio 200 CupMega hatch group testECOTY 2009See all Car Group Tests Advertisement Pictures EMAIL TO A FRIEND PRINT THIS evo RATING Stunning pace, calmer chassis FQ-320 almost as powerful, £3K less evo SPECIFICATIONS Engine: In-line 4-cyl, 1997cc, 16v, turbo Max power: 345bhp @ 6800rpm Max torque: 320lb ft @ 5000rpm 0 - 60mph: 4.4sec (claimed) Top speed: 157mph (limited) Price: £32,999 On Sale: Now SPONSORED LINKS Company Website | Media Information | Contact Us | Privacy Notice | Subs InfoOur Other Websites: The First Post | Auto Express | Custom PC | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Octane | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. All rights reserved.Licensed by Felden || Autopedia - Automobile Specifications Home Site Map Car Reviews Search Contact Us Mitsubishi Evo 4dr saloon FQ-320 Technical SpecificationsBreaking distance of the car: TBA/TBANumber of wheels driven: FourMaximum bhp/rpm power: 326/6700Torque maximum lbft/rpm: 305/4300Turning circle: 11.8Acceleration 0 to 60 miles per hour: 4.5Top speed of the vehicle: 157CO2 rating of the vehicle: 334Fuel Tank Capacity: 12.1General SpecificationsPrice of the vehicle in Pounds: £30,141Main Model: Mitsubishi Evo 4dr saloonCar model variant: FQ-320Type of fuel used in the vehicle: UnleadedTowing weight: TBAExpence per mile: 91.82Warranty: 3yr/UL + 6yr Perforation + 3yr BreakdownServicing interval of the vehicle: 4500Servicing cost per 3 years: 3143Contract hire rate of the vehicle: N/AInsurance quote of the car: 893Physical SpecificationsType of the automobile body: SaloonMaximum boot space in the vehicle: 530Main boot space in the vehicle: 430Position of the engine: FHead room in front: TBALeg room in front of the vehicle: TBAHeight of the vehicle: 1450kerb Weight: 1400Length of the vehicle: 4490Number of doors in the car: 4Number of seats in the car: 5Rear head room available: TBARear knee room available: TBAWidth of the vehicle: 1770Other AccessoriesType of the auto engine: 1997/4Availability of hands free phone: TBAAudio System : TBARadio receiver: TBASatelite Navigation or automobile GPS: TBAMulti-Fit Radio Holder : TBA Images of Mitsubishi Evo 4dr saloon FQ-320 Video onMitsubishi Evo 4dr saloon Reviews and Comments on Mitsubishi Evo 4dr saloon FQ-320 tomsmobrDate: 2009-04-04 01:07:13 Ultimate Evo X blasts off muscling in To match its increase in power, new FQ400 gets circular air vents in front spoiler, while body panels are lighter, too. Central exhaust hints at potential.Feast your eyes on the most powerful Evo yet! These official pictures show the FQ400 – the latest incarnation of Mitsubishi’s four-wheel-drive super-saloon moorlock2003Date: 2009-04-04 01:07:13 3. Lamborghini Gallardo4. Mazda MX-5 2.05. Audi RS4 Saloon6. BMW 335Ci7. Porsche 911 Turbo8. Volkswagen Golf GTI10. Caterham CSR 260 Superlight11. Audi TT 3.2 Quattro14. Mitsubishi Lancer Evo IX FQ-360 Name: Email Title Comment: Varification Code: Related pages on Mitsubishi Evo 4dr saloon FQ-320 Mitsubishi Evo 4dr saloon FQ-320 What Car? reader reviews for Mitsubishi Evo Saloon - how this car is rated by ... 24/06/2007 andrew neal, northamptonshire FQ-320 4 dr Mitsubishi Evo Saloon Reader Reviews - What Car? For Sale - MITSUBISHI LANCER Evolution VI GSR 4 door Saloon ... For Sale MITSUBISHI LANCER EVO 8 MR FQ 320. PALMA RED, 10,400 MILES, SMART ... 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