Mitsubishi L200
Can our favourite pick-up retain its crown in the face of fresh competition? We try top-spec model
MODEL TESTED: Mitsubishi L200 2.4 DI-D Barbarian Double Cab Auto PRICE: £32,760 ENGINE: 2.4-litre 4cyl, 179bhp THE Mitsubishi L200 is our current favourite pick-up truck, so it’s the model that the Amarok has to beat. We’re testing the L200 here in top-spec Barbarian trim and double-cab form. It’s fitted with Mitsubishi’s automatic gearbox, which is the closest match to the new Amarok on price at £32,760.
DESIGN & ENGINEERING
ALONG with the double-cab model we’ve lined up for this test, the L200 is available in single and club-cab versions. All these models have heavy-duty rear suspension to bolster their carrying capacity, so it’s no surprise that the L200 uses a leaf-spring set-up here.
A locking rear differential is included on the L200 to aid traction off-road, because this helps boost usability given that the L200 is a working vehicle. With high-spec versions such as the Barbarian, you also get Mitsubishi’s selectable four-wheel-drive system fitted as standard.
This lets you change between rear-wheel-drive and four-wheel-drive modes to balance increased economy on the road and extra traction when you need it. However, it also includes a low-range setting for crawling while off-roading, and a mode that locks the differential to maintain momentum on tough terrain. You can lock it up in high or low range, with this level of flexibility providing plenty of usability.
The Mitsubishi has the smallest engine here, although its 2.4-litre four-cylinder turbodiesel boasts 179bhp and 430Nm of torque, which isn’t far behind the Ford’s output. Performance is also helped by the lower kerbweight of 1,860kg compared with the heavyweight Ford and Volkswagen, which come in at 2,211kg and 2,178kg respectively.
As you would expect of a pick-up, the L200’s cabin is robust and utilitarian, but it’s not as far behind the VW’S as you might think. The standard leather seats help its case, as does the large seven-inch touchscreen display with satellite navigation. Quality is about on par with the Ranger, while standard kit is similar, too. Although all models have a parking camera, you’ll have to pay an extra £281 for sensors on the L200; both feature on the Ranger.
DRIVING
THE lighter kerbweight means the Mitsubishi feels a little more eager on the move than the Ford, even if it can’t match the VW’S impressive performance. The engine is as rattly as you’d expect of a powerful four-cylinder turbodiesel, but it’s actually smoother than the Ranger’s five-cylinder and better isolated from the driver. It’s a shame that the automatic gearbox is only a five-speed, well behind the six and eight-ratio units in the Ford and VW respectively, but the L200 is still a respectable cruiser.
More compact dimensions than its rivals’ give you extra confidence on tighter roads. The steering is slow and the softer chassis does roll over noticeably – but all the trucks here are guilty of that.
The L200 fell behind the Amarok in our performance tests, yet was quicker than the more powerful Ford. In third gear it took four seconds to go from 30-50mph – one second slower than the Amarok but one tenth faster than the Ranger. The low-down torque and low kerbweight meant it completed the same sprint in fourth in only 4.4 seconds, well ahead of the Ford’s 5.3-second time.
The Amarok’s 3.1-second result is even more impressive, but regardless, the Mitsubishi offers more than enough grunt to deal with the daily grind of towing or load carrying.
PRACTICALITY
A 3,100kg maximum tow load ensures the Mitsubishi has the capacity to match its muscle. This puts it on par with the Amarok’s, but its 1,050kg maximum payload is very marginally behind its rivals’. The load bay of the double-cab L200 is 1.47m square, so it can also easily swallow a Euro pallet. The bed is smaller than the Amarok and Ranger’s, however, so there’s not as much room for wider loads, and the width between the arches is 1,085mm (narrower than the Ranger’s, at 1,139mm).
Inside, room in the rear for passengers is acceptable, while Isofix child-seat mountings are standard – that’s the case in all three models here. The minimum ground clearance of 205mm is in between its rivals’, with the Amarok rated at 192mm and the Ranger at 229mm. That’s useful when off-roading, and it’ll allow extra flexibility on building sites and farm tracks as well.
OWNERSHIP
MITSUBISHI’S £750 three-year service deal isn’t as good value as the Amarok’s £675 four-year plan, and while the L200’s 12,500-mile intervals are tough to compare to the VW’S variable schedule, the Ford manages an impressive 20,000 miles in between maintenance. However, at £850 for three years’ routine servicing, it’s the priciest pick-up to keep on the road.
A four-star safety rating from 2015 means the L200 offers at least as much occupant protection in a crash as its rivals. While autonomous braking isn’t available, lane-departure warning is standard on Barbarian trim.
RUNNING COSTS
THE L200 was our most economical pick-up over a mix of roads as well as some off-tarmac work. It managed 31.5mpg during our time with it – ahead of the Amarok’s 30.1mpg and the Ranger’s 28.7mpg.
Over 12,000 miles at the current price of diesel, that means the L200 will run up a £2,095 fuel bill, while the Volkswagen comes in at £2,193 and the Ford £2,300. It’s a small but useful saving.