Mitsubishi L200 (2015 -) Review

Review by Parkers on
Last Updated: 26 Jul 2017
4 out of 5


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  • Lots of room in the back
  • Responsive and frugal engine
  • Lots of safety systems standard
  • One of the most able off-roaders
  • Limited load area and payload
  • Short service intervals
  • Crashy ride

The Mitsubishi L200 Series 5 pickup made its market debut in September 2015. The first of seven ‘new generation pickups’ planned for launch between 2015 and 2017, it's set the standard high with impressive fuel economy, great off-road abilities and a whole host of safety systems.

The fifth-generation L200 was initially launched with the popular Double Cab bodystyle only, but in August 2016 Mitsubishi added Single Cab and Club Cab variants in basic 4Life specification, targetting buyers who need a working truck rather than the lifestyle crowd.

At the same time, Mitsubishi announced an upgrade to the L200's all-new 2.4-litre turbodiesel engine, bringing it in line with the latest Euro 6 emissions requirements. This had no impact on the engine's output, which remains at 154hp/380Nm for the low-power version and 181hp/430Nm for the high-power version.

There are four trim levels; the 4Life, Titan, Warrior and Barbarian.

Read below for the full Parkers Vans review of the 2015-onwards Mitsubishi L200.

4 out of 5

Behind the Wheel

Accessing the cab is a lot easier than it was in the previous L200 thanks to the side steps that are standard on all but the Single Cab; Double Cab models get remote keyless entry right across the range too, one of a number of safety and comfort features that made their debut with this model.

However, considering the advances made elsewhere on the Mitsubishi L200, the interior is a rather uninspiring design. We'd even argue it looks more dated than its predecessor thanks to the boring square buttons and general lack of style.

Nevertheless, all of the materials seem hard-wearing and the cab is very comfortable, with a smaller steering wheel that's now rake adjustable, six-way adjustable driving seat with memory foam cushion and increased travel to accommodate taller drivers. Plus there are steering wheel-mounted controls and good all round visibility thanks to the short and low dashboard and large rear window.

Standard equipment is also generous, with air-conditioning, electric windows and Bluetooth with audio streaming standard on every model - even the most basic Single Cab. The Club Cab adds alloy wheels and the additional, rear-hinged doors that enable access to a set of "temporary" rear seats. These are designed for occasional journeys only, or you can flip them up to use the space as secure in-cab storage.

For proper backseat luxury, look to the Double Cab, which has a lot of legroom and the backrests inclined at a comfortable 42 degrees. Storage generally seemed to be an issue, though, with only a limited number of covered compartments around the cab.

Above the basic 4Life trim is Titan specification, seen as the lowest of the 'lifestyle' options. Here customers also benefit from rain-sensing windscreen wipers, automatic headlights, six speakers (instead of four), reach and rake adjustable steering wheel, silver detailing on the air vents, keyless operation with push button start, dual-zone air-conditioning, a DAB radio and privacy glass.

Further up the range, Warrior-spec L200s receive heated seats with electric adjustment for the driver, satellite-navigation and a rear view camera, while the range-topping Barbarian trim has a very premium feel with leather seats, driver's armrest, LED 'mood lighting' and illuminated door entry guards. Fancy.

4 out of 5

On the Road

Powering the Series 5 Mitsubishi L200 along is a newly-developed 2.4-litre turbocharged diesel engine (codenamed 4N15, engine-code fans), with two ratings of 154hp/380Nm and 181hp/430Nm. The variable geometry turbocharger means it’s a lot more responsive, and the higher output L200 reaches 62mph in just 10.4 seconds.

All versions have a six-speed manual gearbox as standard, with the Warrior and Barbarian Double Cabs available with an optional five-speed automatic.

The L200 has always been quite utilitarian to drive and during our early encounters with the new model we found a number of recognisable characteristics carried over from the previous generation, including a notchy gearstick and noisy engine. However, subsequent examples have proved better in both regards.

The optional automatic is relatively smooth, and comes with paddleshifters and a sport mode. But it can be hesitant and is no match for newer automatics like the DSG automatic on the Volkswagen Amarok.

There are also areas of definite improvement, however. The Mitsubishi is a lot more agile now, with a turning circle of just 5.9 metres - which is very impressive for a pickup. It also feels more composed and refined on the road, while the seven percent increase in torsional rigidity aids stability. The amount of road noise has been dramatically reduced, as has the body roll generated in the corners, although it is still outperformed in both these areas by the Ford Ranger and VW Amarok.The steering is more precise and provides ample feedback.

Choice of four-wheel drive systems

There are two 4WD systems on the L200; the Easy Select on the 4Life, and Super Select on the Titan, Warrior and Barbarian trim levels. Both versions feature electronic rather than mechanical activation controls for the first time.

Easy Select has three settings; 2WD High, 4WD High and 4WD Low, while the Super Select has the extra 4WD High with centre differential lock, allowing it to be driven on the road in 4WD mode.

L200 off-road performance

The Mitsubishi L200 has always performed very strongly off-road, and this fifth generation is no exception. It breezed through a rugged off-road course at the MIRA vehicle testing facility in Bedfordshire, helped by the highly-rigid chassis frame and cab structure, which performed impeccably under the harsh conditions.

The L200 has maximum approach and departure angles of 30 and 25 degrees respectively (22 degrees departure on Double Cabs fitted with the rear bumper), and 200mm ground clearance. There is no high-tech hill descent control, but we found that the engine braking was more than up to the task of keeping things controlled on a 35 degree descent without the need to apply the footbrake.