Brutally glamorous exterior, an abundance of chrome and gloss, and a more comfortable interior than ever. Is the companion of hunters, fishermen, travelers, and other misanthropes turning into an image car for showmen?
While the pandemic was an unpleasant experience for us, it almost led to euthanasia for Mitsubishi. In 2016, Carlos Ghosn, chairman of the Renault-Nissan alliance, exposed the company for underestimating fuel consumption for the kei cars that Nissan sold under its brand. It’s not pleasant, but not fatal, right? But you need to know the methods of the «cost killer», who blew the scandal to a universal scale, bringing down the shares of the «three diamonds». After that, Nissan easily bought a controlling stake, joining the oldest Japanese automaker in the alliance.
The only positive aspect of this anschluss was that RNM became the world’s number one automaker, with total sales of —5.268 million vehicles. A year later, it was Ghosn’s turn to make excuses for chronic underreporting and falsification of stock exchange data. In 2019, all three brands reported huge losses, the inevitability of plant closures, and the dismissal of tens of thousands of employees. And that the abolition of sub-brands like Datsun and the more than 50 percent sequestration of the model range is not a panacea, but rather a delay.
It is too early to say which of the cost optimization measures allowed the alliance to survive. What is known for certain is that Mitsubishi suffered the most from the external perturbations. More precisely, as our mayor would describe the situation, «is less powerful than». RNM adopted new rules of the game with a guillotine of costs and strict zoning. Renault focused on Europe, Nissan — on the global markets of China, the United States and Japan. Mitsubishi, in addition to a part of JDM (Japan Domestic Market), got Southeast Asia, where diamonds feel most confident.
The picture is similar with model segregation. Mitsubishi was left with only the pickup and crossover segment. And all of its remaining passenger cars (Colt, Space Star, Mirage, Xpander) will now be just badge-marketing copies of Renault and Nissan originals. In turn, the Renault Alaskan and Nissan Navara of the next generations will be clones of the current, sixth-generation L200. This allowed «diamonds» to retain a maximum of branded features in the pickup. But everything is gradual.
Content
Firstly, the pickup has a new spar frame that is both larger, stronger and lighter. For example, the cross-section of the spars themselves has increased by 65% at once. Thanks to the maximum use of ultra-high-strength steels, its bending rigidity has increased by 40% and torsional rigidity by 60%. The new configuration of the power structure allowed the designers to optimally place the entire transmission and chassis «livery». In short, it looks suspiciously similar to the Navarro frame, or rather to the version of it that Mercedes modified for its first and last X-Class pickup truck (2017-2020).
Secondly, «Elka» has almost grown to the size of «Navari», which is being dropped. Not that the L200 is now visible on Google Map, but still. The length has increased from 5225 to 5360 mm, the width — from 1815 to 1930 mm, the height — from 1775 to 1815 mm. The wheelbase has also increased (from 3000 to 3130 mm), but it is still one of the lowest on the market — only the Toyota Hilux is smaller (3085 mm).
As before, the L200 is available in three cab configurations. Two-seater two-door Single Cab, «one and a half» Club Cab with additional space behind the seats and five-seater four-door Double Cab. The latter has traditionally dominated our market.
In addition, the entire increase went to the cabin: the luggage compartment has increased just enough to write about the increase in dimensions in the press release. But still, in the class, the L200 loses even to the tight «Chinese». A special thanks from my lower back for the reduction (from 865 to 820 mm) in loading height — loading bicycles has become a little easier.
One has only to look at the competitors and what they offer to understand the practicality of the L200:
| Car | Load capacity | Trailer weight |
| Mitsubishi L200 (2019) | 895 kg | 3100/750 kg |
| Mitsubishi L200 (2023) | 1 030 kg | 3500/750 kg |
| Peugeot Landtrek 1.9 HDi | 1020 kg | |
| Ford Ranger Double Cab | 942 kg | 3500/ 976 kg |
| Toyota Hilux 2.4 D-4D AT | 750 kg | 3500/750 kg |
| VW Amarok 2.0 TDI 10 AT | 849 kg | 3500/750 kg |
| JAC T9 (4×4) 2.0TD 8AT | 1000 | 3500/750 kg |
| KGM Musso 2.2D 6MT | 725 | 2 800/750 kg |
| KGM Musso Grand 2.2D 6AT | 935 | 3500/750 kg |
Performance characteristics of medium-sized pickups of class «K4» with double cabs.
*towed trailer weight with/without brakes
Traditionally, the L200’s veranda was a place of exile. A slouchy sofa with a short cushion and an almost vertical back, minimal knee room, and infrastructure amenities in the form of a 12-volt outlet. In the sixth generation, both a USB input and a full-fledged sofa appeared. But, as before, the main functionality of the rear row is to serve as a lockable trunk
Thirdly, the pickup has many minor updates to its previous suspension architecture (spring «double wishbone» front and leaf spring suspended solid axle at the rear). For example, the upper control arm mounts were raised by 20 mm, which automatically increased the suspension travel, the leaf springs became lighter, and the shock absorbers became more efficient.
But, of course, neither the bumping nor the jumping on every bump has disappeared. It’s only when you load four or five bags of cement into the back that you acquire adequate manners. Of course, the Navara’s spring rear suspension is far from perfect, but at one point the settings became clear, selected «for the load» and the drum brakes were enough. Having received the desired load, the shamrocks started working at full strength and stopped «squirming». Undoubtedly, shaking — is as much an innate property of a pickup truck as hard work. But it’s somehow more comfortable without it.
Fourth, the L200 has a new interior. It is new, not restyled or facelifted. Presentable interior, softer plastic, high-quality upholstery materials. For some reason, the engine start button has been returned to its rightful place, to the right of the steering wheel, finally cutting off the connection with the Porsche Cayenne.
The basis of the virtual dashboard — Nissan Connect, but it’s more of a «plus», too «diamonds» lagged in terms of multimedia. But support for Android Auto and Apple CarPlay services is only wired, and exclusively via Type C.
I was pleased with the new seat architecture, with denser padding and an expanded range of adjustments. I would like to add a little more lateral support because in the turns the «upholstery material does not cling to the». But judging by the competitors, this is an industry-specific deformation.
An 8-inch high-resolution display is what the new rearview camera with trajectory guidance needs. Even a first-year student who has previously driven a Nissan Note can park a 5.4-meter pickup without looking through the windows and mirrors.
But the military definitely liked the wide seats, and especially the «rectangular» doorways, as they say, you can sit down with all the equipment — in armor, with unloading and AKM over your shoulder. They especially liked the plastic of the front panel «with an embossed kirk».
Fifth, the pickup has a new engine. Well, as new… The 4N15 diesel engine, as old as the Japanese art of gaijin disinformation, was replaced by the equally new 4N16, familiar from the Mitsubishi Fuso Canter Van, the essence of the Nissan NV350 Caravan. The same 2.4-liter «four», variable geometry turbine with MIVEC phase controllers. Power characteristics are even slightly lower: 150 hp and 330 Nm in the base setting, 184 hp and 430 Nm — in the intermediate setting, and 204 hp and 470 Nm — in the top setting. But the latter version is not about us. The tractor-like rattle of a diesel engine with fuel equipment that rattles around just like the fifth generation. But this is the first L200 that does not transmit vibration to the steering wheel rim and gear lever.
An electric L200 is still on the cards. This time for 2026.
Transmissions of the L200 are inherited from the previous generation: 6-speed automatic and manual (now with cable drive). Despite the exterior and interior glamorous tilt, the L200 didn’t get anything more advanced and modern. Although the Pajero Sport’s 8-speed Aisin engine and the NP300 Navara’s 7-speed Jatco are both very much in line with the requirements.
Undoubtedly, diesel engines with torque converters are hard to get along in K4 (pickup class), because pickups are originally designed for cargo transportation, that is, work at «handle». But Nissan managed to put a horse and a shivering doe in one cart. No matter what Ivan Mazepa said in verse in his poem «Poltava».
What’s surprising is that with the ballast in the body, the pickup hasn’t lost any acceleration dynamics or gained any consumption, consuming the same 10 liters/100 kilometers in traffic. In the metropolis, it drives on par with budget small cars, and in the countryside, it confidently overtakes trucks. But no more than that — overtaking at speeds over 130 km/h is difficult for the pickup, even in Sport Mode. In addition, in response to a kickdown, the INVECS II electronics are not always willing to downshift two or three gears.
Driving fast is difficult for both him and me. Due to the streamlined design a la Geländewagen (the windshield is now installed closer to the vertical), the pickup at some point seems to rest against an imaginary wall, and consumption increases rather than acceleration. Plus, the wind howling in the mirror area becomes unbearable.
Sixthly, the L200 has a more advanced transmission with the sacred for every «minivan» name Super Select 4WD-II, which replaced Easy Select. The «workhorse» pickup has rear-wheel drive, the middle — has part-time all-wheel drive with a hard connection, and the top model has full-fledged on-demand full-time. Moreover, you can switch between all available modes (2H, 4H, 4HLc and 4LLc) at speeds up to 100 km/h.
The number of off-road presets has also increased dramatically. Now all all-wheel drive modes have «gravel» and «snow», 2H — «eco», 4HLc — «mud» and «sand», 4LLc — «rock». And this is not a soundtrack. The best part is that all L200s on our market are equipped with «superselect». I can’t wait for winter to compare driving in snowdrifts on the lowered row and in Snow — mode — snowfall in winter is still a novelty for our mayor.
Another name that caresses the ears of the «mycelium» is the Active Yaw Control system, which turned the Pajero Evo and Lancer Evo into super controllable cars. However, in our case, the AYC functionality is reduced to the technology of braking the inner steering wheel to reduce the turning radius. But this is still enough. So now the L200 allows you to get the driver’s endorphins not only on deep off-road.
If the appearance of AYC is a pleasant surprise, then replacing the hydraulic power steering with electric power steering is long overdue. But it’s not about the lack of performance of «hydraulics» in parking modes, but about access to a whole range of assistants, including adaptive cruise control and lane keeping assist. Unfortunately, «electric» — is the fate of the top-end version, while exceptional hydropowered versions will be coming to us from Thailand.
And finally, about the exterior. After all, since the first pickups, it was believed that the exterior of such utilitarian vehicles was the last thing to be considered. But this was true as long as pickups remained the domain of farmers, hunters, fishermen, travelers, and other misanthropes. But now it’s the turn of those who are left without normal SUVs, and for fans of American Style. It is for them that the L200 has a new, emphatically brutal appearance.
From now on, no more experiments with bionics and plastic — only arrays of architectural volumes and the square-nested method. Clearly defined cheekbones, many planes and faces. But rather unexpected and unusual than tasteless. Nevertheless, the designers simultaneously brought the appearance of the «two hundred» to a common corporate denominator, plus achieved a healthy balance between the front and rear parts. Which is a rare thing for pickups. The main thing is that over time, all these design delights do not become an end in themselves. Otherwise, pickups will suffer the fate of SUVs, which in just 10 years have turned from conquerors of the elements into urban party cars.
PROS: up-to-date appearance, comfortable and spacious interior, off-road capabilities, cargo capacity.
CONS: price, outdated engine and torque converter, stiff suspension when unloaded, and unequipped luggage compartment floor.
| Body, type | DublCab pickup truck |
| Dimensions (LxWxH), mm | 5320/1865/1795 |
| Wheelbase, mm | 3 130 |
| Declared ground clearance, mm | 222 |
| Engine | turbo diesel 2.4 MIVEC(4N16) |
| Power, hp. | 184 |
| Torque, Nm | 430 (2250-2500 rpm) |
| Turbocharger | turbocharger |
| CHECKPOINT | Automatic, 6 gears |
| Type of drive | multi-mode Super Select 4WD |
| Front suspension | independent, two-lever stabilizer for lateral stability |
| Rear suspension | dependent (non-separable bridge) on elliptical springs |
| Curb weight, kg | 1 970 |
| Maximum load, kg | 1 030 |
| Permissible gross weight, kg | 3 000 |
| Maximum trailer weight | 3500 |
| Cargo compartment length, mm | 1 555 |
| Cargo compartment width, mm | 1 545 |
| Depth of load bounce, mm | 525 |
| Dynamics 0-100, s | — |
| Maximum speed, km/h | 177 |
| Fuel consumption, l (mixed) | 8,3 |
| Cost, UAH | 1 683 000 |
| The cost of the test car, UAH | 1 960 000 |
| Competitors | VW Amarok |
| Toyota Hilux | |
| Ford Ranger | |
| Peugeot Landtrack |