Image Gallery

Exterior Styling

In 2017, Mitsubishi showcased a one-off L200 built in conjunction with Top Gear magazine. Code named “Project Swarm” it is a heavily-modified vehicle designed to take on some of the biggest sand dunes in the world.

This got Mitsubishi thinking, and the result is the first vehicle to come out of their Special Vehicle Projects (SVP) division. Limited to just 250 models, they called it the L200 SVP. It started life as an L200 Barbarian, but has been reworked to pay homage to the Project Swarm.

There are two colours available. Cosmos black offers a stealth look, but for me it would have to be the Electric Blue. Not only is this the same colour as the Top Gear special, but it creates a striking contrast against the black exterior features.

The front grille, headlight and fog light surrounds, roof rails, wheels, wheel arch extensions and rear bumper step are all finished in black. What puzzles me is why Mitsubishi decided to leave the mirrors and door handles in chrome, as these would have looked better in black.

The wheel arch extensions are aggressive, but their credibility is hindered by the presence of indents for bolting on, when in fact they are stuck on. Thankfully most people will be too busy looking at the BF Goodrich all-terrain tyres, which make the L200 SVP stand out from the crowd, to notice this.

LED daytime running lights and HID Bi-Xenon headlights complete an aggressive exterior image. The SVP is certainly intimidating when barrelling up behind you, filling your rear-view mirror. You can’t help but look at your reflection in a shop window, and will find that it turns heads at the supermarket car park and petrol station forecourt. Considering there are a lot of L200s on the road, that’s some achievement.

Interior Finish

Higher spec L200 models, such as the Warrior and Barbarian, have much plusher interiors than the 4Life and 4Work. The SVP goes a step further, bringing some unique styling touches to the inside too. The first thing you notice the SVP logo and limited edition number embroidered onto the front headrests. Our test car was the last; number 250.

The seats are a delightful blend of leather and suedecloth, with light grey stitching. With the pattern on the base and seat back, these seats look like they have a six pack; fitting nicely with the muscular exterior image.

Admittedly, some of the plastics are a bit naff. But that can be forgiven in a commercial vehicle. The SVP benefits from gloss black finishers, and the two-tone black and light grey plastics create a light, airy cabin. At night time you will notice the illuminated ‘Barbarian’ door plates (SVP would have been better, no?) and blue footwell lighting and puddle lights.

Behind the chunky leather steering wheel is a relatively simple instrument cluster. But look a little closer and you will notice the carbon-effect backgrounds to the dials, which is a subtle but effective touch.

It’s not all rosy in the L200 SVP. The 7-inch multimedia screen still looks a little like an aftermarket Halfords special. The heated seat buttons are a little awkward and cheap-looking, and some of the other switchgear seems to have placed at random.

Ultimately, the touches of luxury in the SVP do enough to elevate the cabin beyond that of a commercial vehicle. It feels premium, but not in a way that erodes its rugged usability. It’s a nice place to be, yet you don’t feel bad for climbing in wearing muddy boots.

Engine/Performance

There is a choice of one engine for the L200 SVP: a 2.4-litre, turbocharged diesel unit. It is a relatively unstrained engine – producing just 181PS – but that makes for better reliability and longevity. Instead it is optimised for torque: offering 430Nm.

You’d be correct in thinking that it won’t set your hair alight: 0-62mph takes a coma-inducing 11.8 seconds and the top speed is 109mph. But let’s be honest, how many people are looking to do a standing quarter mile in a pickup truck anyway?

The engine itself is a conventional diesel. Stick in the 1,500rpm – 3,000rpm range and you’ll find it pulls well and quiet enough. Stray above 3,000rpm and the forward progression seems to disappear in favour of exasperating rattling.

The automatic gearbox is a 5-speed, and is agricultural to say the least. But at this point it has proven itself to be robust and reliable, so why fix what isn’t broken? Changes are smooth and the revs are kept low enough on the motorway.

You can even change gears via paddles behind the steering wheel, although I don’t see why you would. An automatic L200 is not an engaging car to drive, but that’s exactly the point. It doesn’t feel like you have to work hard behind the wheel; simply put it in ‘D’ and away you go.

And while we’re on the note of not working hard: I have to say that the 2.4-litre engine never seems like it’s trying. Whether it’s just a lone driver, or a full house with a car trailer in tow, the L200 pulls away exactly the same.m

Ride/Handling

The leaf-sprung rear suspension on the L200 is clearly visible from the outside, and it does little to inspire confidence in the ride. But the truth is that it is an ideal setup for the carrying and towing responsibilities bestowed on the versatile pickup truck.

From the driving seat, the ride is a little bouncy. But somehow, and I don’t know how, Mitsubishi have managed to minimize wallowing tendencies; even with an empty load bay. Which means that you can drive along safe in the knowledge that your lunch won’t be making a reappearance.

The steering ration in the latest L200 is lower than it has been previously, but it isn’t what you’d call direct. There still feels a lot of turns to apply full lock, and you can wiggle the steering wheel a fair amount without the direction changing.

This woolly steering can be unnerving when running in rear-wheel drive mode, particularly in slippery conditions. With no weight over the back axle the L200 can actually become a little tail-happy, not helped by the slushbox changing down at inappropriate moments.

All things considered, the L200 SVP is comfortable. It cruises well on the motorway and – importantly on our shoddy roads – absorbs potholes and speed bumps with ease. Sure, there’s lean and body roll; but this is, after all, a pickup truck not a hot hatch.

Economy

With a big diesel engine, four-wheel drive and a good old-fashioned slushbox, I wasn’t expect great things of the L200 SVP.

On paper Mitsubishi claim that on a combined cycle the automatic will return 37.7mpg versus 39.8mpg in a manual. I’ve driven an L200 manual, and actually that figure isn’t far off. But in the automatic I was doing well if I achieved above 30mpg.

CO2 emissions of 196g/km don’t exactly scream “saving Peter Polar Bear”, but as a Light Goods Vehicle (LGV) they have no effect on the VED rate, which is currently fixed at £240 per annum, and more than the £140 paid for cars.

Practicality

These days we dub large, luxury SUVs as ‘Chelsea Tractors’ for their superficial purpose. The most off-road action most will see is when the driveway gets full of leaves. That’s where the L200 SVP comes in.

For the most part, only the rear wheels are driven. However, at the twist of a dial you have four-wheel drive with two additional modes: low-range and differential lock. Those BF Goodrich tyres are not just for show, the L200 is a really capable off-road vehicle.

And it is a workhorse in every other respect too. Climbing aboard in rigger boots doesn’t feel wrong. The braked towing capacity of 3,100kg and payload of 1,050kg means you can haul some serious kit around behind you.

In order to make the most out of the L200, a load cover is recommended. Mine came with a Mountain Top Roll cover, but if you want to maximise space you can opt for a full hard top. Either way, it keeps your shopping safe from the local chavs.

Equipment

All L200s come with a decent specification. Air conditioning, brake Assist, selectable 4WD, Bluetooth and USB connectivity is standard across the range.

Being the flagship model, the L200 SVP gets so much more than that. Mitsubishi has tried to give this commercial vehicle a luxury edge. There are no optional extras available to creep the price up; only accessories such as load covers and roof boxes.

Not like you need optional extras though. Amongst the standard kit is keyless entry and go, satellite navigation, heated front seats, lane departure warning system, a reversing camera, HID bi-xenon headlights, privacy glass and dual-zone air conditioning.

This goes a long way to make the L200 feel a little more sophisticated. It may not be the most refined animal, but it is civilised. The creature comforts make it much more usable, and family friendly.

Value For Money

There is no escaping the fact that the L200 SVP is still, at heart, a commercial vehicle. And that is particularly evident when you start to talk money. The L200 range starts at £19,000 + VAT. By the time you get up to the Barbarian SVP it’s £29,330 + VAT.

If you are VAT registered and can reclaim the VAT, then the L200 seems like a reasonable buy. But for a private user the SVP works will cost £35,196 which, despite being generously equipped, seems a little on the pricey side.

So what about company car drivers?

Well, your employer being able to reclaim the VAT, so they’ll be happy. Better yet the L200 is, in HMRC’s eyes, a ‘van’. That means it has a fixed P11d benefit of £3,230. If you are provided with private fuel, that’s a fixed benefit of £610. Both of these figures make the L200 significantly cheaper than most cars, where the benefit is based on list price and CO2 emissions. So you’ll be happy too.

Facts and Figures

The post REVIEW – Mitsubishi L200 Barbarian SVP appeared first on Simply Motor.

With the crossover becoming the car of choice, I find myself testing more and more of them. And one thing that crops up time after time is a lack of capability. To be a true crossover a car must be able to cope in a field as well as it can in a car park. And this is where Mitsubishi raises its hand like the child at the back of the class. You see the ASX 5 I had been sent to test features a 4WD system and, being a Mitsubishi, it should be a good one at that. But would the rest of the car be as capable? To see what the ASX could do, I set about putting it to work.

Looks – 7/10

On the outside, the ASX is a rather nice looking car. It balances bold, angular design features with sweeping lines. The swooshing line from the front arch to the rear light stands out, as does the prominent grille. The ASX 5 gets two-tone, 18-inch alloy wheels and a panoramic glass roof, both of which add a touch of class. Towards the back end the car tapers off, leaving a compact rear window and well-rounded rear. A single exhaust pipe is a little underwhelming, but the plastic bottom border to the whole car offered both a rugged feel and a wonderful contrast to the White Pearl paint.

On the inside the ASX isn’t quite as impressive. My car had red leather seats, which were certainly a bold choice, but they lack a sculpted feel and the leather doesn’t look of the highest quality. And that theme continues through the cabin. The gloss black finisher is premium, but some of the other plastics are a bit cheap-looking. The switchgear also lacks the same rugged feel as the exterior suggests. The dials are a simple black and white, and the large multimedia screen sits nicely in the centre of the dashboard.

The engine in my test car was a 2.2-litre diesel engine. It produces a rather uninspiring 150PS, and a slightly more impressive 360Nm of torque. This is sent to the road via a 6-speed automatic gearbox (no manual is available with this engine). You can push a button on the centre console to engage a 4WD system, or you can run front-wheel drive only to improve efficiency. The ASX gets from 0-62mph in 10.8 seconds, and will reach a top speed of 118mph. Despite being a large lump the engine feels like it should have more torque, and still feels rattly once you get above 3,000rpm. Around town it feels nippy enough, but no more so than some competitors’ 1.6-litre and 2.0-litre diesel units. The automatic gearbox does have steering wheel paddles, but it is hardly something to write home about.

Driving the ASX is very much as you would expect it to be. The steering lacks any real feel, and the car pitches when cornering at speed. Thankfully speed is never really an issue with the aforementioned 2.2-litre diesel unit. The seats lack any real side bolster support, meaning that handling characteristics are exaggerated. That being said, the ride in the ASX is good. On a long motorway drive in particular, it’s rather comfortable. You needn’t worry about sure-footedness either. Simply hit the “4WD” button and be assured that, whatever the weather, the Mitsubishi will soldier on through. It’s reassuring that the ASX has the capability to back up rugged exterior features and the crossover title.

Another downside to the 2.2-litre engine is the rate at which it sips diesel from the fuel tank. This isn’t exactly what you’d call ‘frugal’. Combined fuel consumption is 48.7mpg. Admittedly this car has 4WD, but there are certainly more efficient vehicles available. CO2 emissions of 152g/km don’t help the ASX’s case either; road tax costs £185 in the first and subsequent years. The ASX gets start/stop technology, and I would have hoped for lower road tax and better fuel consumption. You can’t opt for a manual gearbox, and if you get the 1.6-litre diesel engine you can’t opt for an automatic gearbox; it’s a somewhat limited choice.

Practicality – 10/10

The idea of a crossover is a car that can cope with most tasks you throw at it. The school run. The airport run. The weekly big shop. The family camping trip. The ASX can do all of these, and more. The boot is large, with the split-folding rear seats allowing for particularly big loads. Thanks to a tall stature, the cabin is roomy, with headroom in the back suitable for adults. The model I tested was the ASX 5, which sits at the top of the range. Standard equipment includes keyless entry and go, satellite navigation, cruise control, heated seats, climate control and a reversing camera. Whilst the ASX doesn’t feel like the pinnacle of luxury, it does have more than enough creature comforts to ensure that life behind the wheel is pleasant.

I like the styling of the ASX; in particular the White Pearl paint/red leather contrast. It looks great in a car park, and reflected in shop windows. But once you leave town and hit the local B-roads, the drive of the ASX lets it down. It never feels engaging to drive. Capable, yes. Comfortable in any conditions. But it lacks that driver focus that makes you want to grab the keys. And whilst the ASX makes a great companion for the family road trip or annual holiday, the multimedia system leaves a little to be desired. Admittedly my iPod Classic, although reasonably new in age, is somewhat old technology. The media system in the ASX (and most other Mitsubishis to be fair) simply cannot cope with it. The car spends twenty minutes (no I’m not exaggerating) to index it before I can change the song. It’s a minor detail, but endlessly frustrating.

Concluding Remarks

So after a week with the ASX, what did I learn? Whilst the exterior looks good, the interior lacks a certain air of quality. The engine is unusual too; with a big unit producing an uninspiring level of power. The ASX also falls behind rivals when it comes to economy. But it is very well equipped, and the 4WD system is very good indeed. On the crossover spectrum the ASX leans more towards rural, and that makes it an interesting proposition. Prices for the ASX start at £15,999 and the ASX5 4WD automatic I tested will set you back £28,349. For more information head over to a local dealer, or log on to the Mitsubishi website. And when the going gets tough, the Mitsubishi ASX gets going.

Total Score – 36/50

The post REVIEW – Mitsubishi ASX 5 appeared first on Simply Motor.

The Mitsubishi Outlander PHEV has been refreshed, to better enabl it to retain its title of the best-selling plug-in hybrid in the UK. I reviewed the PHEV last year, and was rather impressed. Since then I have been seeing an increasing number of them on the road, and know of several company car drivers who are reaping the benefits of the low benefit-in-kind taxation. With this in mind I got hold of the newest model, in GX4hs guise, to see just what difference the updates have made. So with a full battery, I set out to see how the new model fared on the road.

Looks – 9/10

One of the most noticeable changes to the new Outlander PHEV comes in the styling. The revised front end is an improvement. The centre of the bumper is gloss black, and this is framed with chrome trim; it’s all very plush. The headlights now incorporate LED daytime running lights, and the front lip is now more sculpted. The two-tone 18-inch alloys are a multi-spoke design, and the privacy glass is also framed with chrome. At the rear you now get a shark fin aerial, and the clear tail lights are gone, in favour of red ones. The rear lip has a silver trim, and looks more sculpted than before. Overall the PHEV is a nice package.

On the inside it’s a case of small changes making a big difference. The leather seats are no longer perforated, for example. They still have contrasting stitching though, and get some small white contrast sections. The door card leather is now patterned. The centre console is still gloss black, but the gear surround is now dark woodgrain to match the other finishers, as opposed to just plastic. I generally dislike ‘wood-effect’ trim, but in this instance it kind of works. The new steering wheel features more controls, and looks a lot better. The gear selector still looks a little cheap, but has been re-designed and brandishes the words “Outlander PHEV”.

Handling/Performance – 8/10

The drivetrain is unchanged- you get a 2.0-litre petrol engine up front, and twin electric motors (60kw on each axle). The variable drive, with the petrol engine kicking in and butting out, is seamless. Providing you aren’t lead-footed, the Outlander can reach 70mph in electric-only mode. 0-62mph takes 11.0 seconds and top speed is 106mph. For a large SUV that’s to be expected, and the Outlander never feels underpowered. This is the only genuine electric-only 4WD, and its electronic stability control system works in electric-only mode. For all you rally fans out there, you will be pleased to hear that the Outlander PHEV also features active yaw control, taken from the mighty Evo.

The handling remains mostly unchanged from the regular Outlander as well. It leans into the corners but no more than you would expect from a car of its stature. The suspension is a little firmer than the standard car, but then again it has to in order to cope with the extra weight of batteries and two electric motors. On the motorway the PHEV is comfortable and makes a great cruiser, even if the hybrid set-up isn’t geared up for long-haul drives. The steering is weighty but not the most responsive, although I don’t see this as a major issue. It’s not like you’ll feel the urge to go on a track day with it. Through town the PHEV is manoeuvrable, smooth and relaxing. That’ll do for me.

Economy – 10/10

The Outlander has an electric-only range of around 30 miles. That’s infinity mpg for popping to the shops. The petrol engine on its own is not the most economical, but the weighted average fuel consumption is 156.9mpg; seriously cheap motoring. Furthermore, CO2 emissions of 42g/km put the Outlander PHEV in VED band A; currently free to tax in the first and subsequent years. Company car drivers can save money too, with the Outlander incurring a 7% benefit-in-kind charge. If you are a motorway commuter, then the Outlander may not be the best choice. If, like me, you have a 15-mile trip each way to work, with the occasional longer journey, then the Outlander is perfect.

Practicality – 9/10

With a generous boot and plenty of room for passengers, the Outlander is a great car for the family. Unfortunately the two rearmost seats have had to make way for the batteries and electric motor, which stops you from taking all your children’s friends to school. Whether that’s a good or bad thing, I’ll let you decide. The GX4hs I tested is very generously equipped, including satellite navigation, Bluetooth hands-free telephone, keyless entry and go, dual-zone climate control and heated seats. Without doubt my favourite gadget is the 360-degree parking camera. It works very well and compliments the standard reversing camera. That makes parking a doddle; a bonus in a car this size.

Fun – 7/10

So as entertainment behind the wheel goes, the Outlander PHEV does well. It’s intriguing, knowing just what goes on under the floor. The multimedia screen can display a hybrid information screen, which shows just what the engine, batteries and motors are doing. What is drawing from the battery, what is recharging it, and what is driving each axle. It’s all good fun at first, but the novelty wears off. Driving the Outlander is great through town, where you can make the greatest use of the electric mode. As a self-proclaimed petrolhead, there is a part of me that inherently dislikes hybrids. It’s not personal against the Outlander; more conceptual. I never felt the urge to take a trip up my favourite road in the Outlander, I chose to silently ‘woosh’ through the village instead.

Concluding Remarks

So that’s my week with the Outlander PHEV. The cosmetic changes make the exterior look more stylish, and the interior more luxurious. The new technology is a hit; with the 360-degree parking camera my highlight. The hybrid functionality works well, but still has the drawback of being coupled to a petrol engine: reduced economy on long motorway drives. But for the company car driver, or someone with a 15 mile commute to the office, the Outlander PHEV could significantly reduce the cost of running the car. The Outlander PHEV starts at £22,500 plus VAT for commercial grades, and £31,750 for the passenger car. Both prices are after the £2,500 government grant. The GX4hs is £38,500. For more information visit a dealer or log on to the Mitsubishi website. The Outlander PHEV; updated, refreshed, and still top of its class.

Total Score – 43/50

The post REVIEW – Mitsubishi Outlander PHEV GX4hs appeared first on Simply Motor.

You will probably recall that I tested a Mitsubishi L200 Barbarian in the back end of last year. I rather liked it, but was left with one niggle; the automatic gearbox. Whilst it makes for an easy drive, it causes two problems. One: the economy suffers. Two: because it’s still a 5-speed the revs are too high on the motorway. The car you see on this page was still a Barbarian, but it came with a manual gearbox. Would it solve my niggling doubts? Or would I miss the effortless jump-in-and-go driving style the automatic brings? I set about finding out.

Looks – 10/10

This new L200 was always rather curvy, and to me this put it at a disadvantage to the likes of the VW Amarok and Ford Ranger; both of which opt for a tougher, boxier appearance. Happily Mitsubishi also realised this, so the new model gets bolder, angular lines. At the front the chrome grille is prominent, and new LED daytime running lights bring a more modern edge to the styling. The Barbarian gets 17-inch, two-tone alloy wheels. My favourite change on the L200 is the rear line, which stretches from the rear door to the tail-light. At the back there’s a new bumper and tail-lights with chrome surrounds. This test car also came with an adventurer top. This completes the exterior image, and boxing in the rear end gives a tough look.

The interior is also much nicer than the previous model. The plush leather seats (which were always the stand-out feature in the previous model) are now matched with nicer-look plastics and a combination of silver and gloss black finishers. There’s a new steering wheel, and the oldschool trip computer is long gone. The integrated multimedia system sits as a centre-piece to the dashboard, and the drive-selector is now a rotating switch as opposed to an additional gear lever. The new dual-zone climate control system is much easier on the eye than the oversized dials of old, and completes a cabin that feels a lot less agricultural.

Handling/Performance – 9/10

The engine in the L200 is a 2.4-litre turbocharged diesel engine, producing 178PS and 430Nm of torque. This time around I had a 6-speed manual gearbox, which allows you to fully utilise that torquey engine. The 0-62mph of 10.4 seconds is 1.4 seconds quicker than the automatic, although in truth this isn’t a drag racing vehicle. It’s much more appropriate to say that it pulls well in every gear, and on the motorway you can overtake in 6th gear with ease. Top speed is 111mph, and at 70mph the manual keeps the revs lower, which makes for a much better cruiser.

Despite leaf-sprung rear suspension the L200 handles well; the wallowing associated with pickups just doesn’t happen. And once you get on a country road that matters. The new L200 has updated steering too, with 3.8-turns lock to lock (vs. 4.3 in the old model). It doesn’t sound like a lot, but feels a lot better from the driver’s seat, with less frantic turning to make corners at speed. As you would expect with a vehicle of this size and stature there is a little bit of body roll, but thanks to stiffer front springs and greater torsional rigidity it’s significantly less than before. The lack of wallowing over country roads prevents the cabin from being full of vomit, and that’s always a good thing.

Economy – 9/10

The new 2.4-litre engine seeks to improve efficiency whilst delivering the same performance, and it looks to have worked. Combined fuel consumption for the manual I tested is 42.8mpg and CO2 emissions are 173g/km. The L200 still falls within the Light Goods Vehicle (LGV) tax band, and the rate is currently fixed at £225 a year. The real world difference is much greater than on paper too. From the automatic I was getting around the 30mpg mark through town, and admittedly only around 33/34 on a longer run. In the manual I saw 42.1mpg on a motorway run, which means that you should save on your annual fuel bill.

Practicality – 10/10

The L200 is not the best-selling pickup for no reason; it is an immensely practical vehicle. For towing the L200 is ideal; with braked towing capacity of 3,100kg. The double cab is spacious, and thanks to the re-design now feels high-end and welcoming. The range-topping Barbarian gets keyless entry and start, dual-zone air climate control and a digital 4WD selector as standard. I also really likes the optional adventurer top on this test car. It means you can put dogs in the rear bed, and gave our two miniature schnauzers plenty of room. It also locks, which means that local toe rags can’t pinch your shopping at the traffic lights either. Bonus.

Fun – 8/10

Mitsubishi has removed the commercial feel to the cabin, and in doing so have given the L200 a fresh fun factor. And with improved handling characteristics and the excellent new engine you really do enjoy driving it. There’s something good about the high driving position, and catching the striking new bodywork in a shop window feels good. Add on the adventurer top and it means you can load up and head out on a day trip. It brings the whole family together- dogs and all- and that’s where those fun times in life come from. What’s more, you can even put the Barbarian in 4WD and head off road to find the best picnic spots.

Concluding Remarks

So that just about concludes my week behind the wheel of the L200 Barbarian. The new model is better than the old in just about every conceivable way; a much-improved ride, more refined engine and a more luxurious cabin. I also think that the manual gearbox is better than the automatic in every conceivable way. It’s more economical, more civilised at motorway speeds and is more involving for the driver. And priced at £23,799 plus VAT it represents good value for money too! If you want more information, then why not pop into a dealer or visit the Mitsubishi website. The L200 has been the king of pickups for a while, and it doesn’t look like getting off the podium just yet.

Total Score – 46/50

The post REVIEW – Mitsubishi L200 Barbarian [manual] appeared first on Simply Motor.