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-..-." achieve ueys)alritptlet attention is Mitsubishi a llyoubitehe. Td to instance. Bought by DaimierChrysler in 21X subsequently received substantial investment an focus and has since relaunched under the Mitsubi Fuso brand.
Although previously not a major player in the 1. market, Mitsubishi's chassis-cabs and tippers vier( by some as a credible alternative to Ford. Mercedt the rest of the European gang.And it wasn't just a that differentiated it either.
The company also sticks with the 'cab-forward' This comes with its own benefits. but the arrangerr was also noted for poor crash protection (the engi underneath, after all), vague steering and tight cal" The folk at Mitsubishi knew this and realised that ' modifications had to take place to woo the Europc buyer in decent numbers.
So we now have a new Canter and it comes in se configurations.There are four CIVWs (3.5.5.5,6.5, tonnes). two cab widths (standard and comfort), 0 sizes (single or double ).seven wheelbases and twc engines (a 3.0-litre I25hp or 4.0-litre 143hp both direct-injection turbo-diesels).
There have been changes on the safety side that reinforced chassis and cabin (increasing crash pro tion).The cab has also been redesigned. giving mc occupant space and a better driving position:impr driving characteristics: and a general lightening of screws to improve build quality.
In respect to price, our test vehicle (a 3.5-tonne si comfort-cab with 12_5hp engineor 3C13, to be pre costs £14,600 for the basic chassis-eab, with the Ingt Than lightweight dropside rear tipper an extra #2.3 Lest vehicle also came with air-conditioning,which 1 you back an extra £1,050.
Productivity
A three-litre engine and a decent slug of torque cor with 3.5 tonnes is not always the best combination f decent fuel economy-a run around the Kent test r1 gave us a figure of 23.6mpg.This may look somewh unimpressive compared with the Volkswagen Tran at 32.6mpg hut that is a lighter vehicle (3.000kgGV
has a smaller engine (25-litre). It's the same with the Citroen, which achieved 29.6mpg. Nonetheless the Canter's figure is slightly disappointing,though in its defence the engine only had a few thousand miles on the clock.
One of the main benefits of a cab-forward design in this particular application is the space it gives up to the load area, and the Ingimex body is big enough to accommodate plenty of kit. A payload of 1,060kg also gives a sizeable weight capacity. Llnlocking the body walls is simple and the action is smooth. Ditto the tipping action.which is operated from a handheld device in the cab on the driver's side.
Service intervals are 22,500km (13,995 miles in old money) and the warranty is good for 100.000km (62,200 miles).
On the road
The cab-forward design is like country and western music: you either like it or you don't. But while traditionally you could point to several areas that would always fail to inspire (such as woolly steering and cautious handling). the Canter has now moved on to the point where you aren't constantly correcting inputs or navigating round its deficiencies.
On starting up,the engine idles smoothly and responds well from low down. The rev range tops out at a lowly 3,400rpm. but there's a sweet patch of torque in the mid-range.This is allied to a gearshift that is tolerable at best —cab-forward setups don't tend to be conducive to slick shifting and the Canter is no exception. Several times we encountered resistance when leaving one gear and e ntering the next, the gearshift's overly mechanical nature hindering progress. Steering on the other hand has been much improved, allowing more confident input at speeds and reducing the nervousness that can blight these machines— having the front wheels directly below the driver (as well as the front suspension) does reduce the level of connection with the road. But Mitsubishi has not fully exorcised these characteristics and at motorway speeds it needs a light touch to avoid being constantly corrected.
Whether the new-found sturdiness of the Canter is attributable to DaimlerChrysler and its input is debatable, but it is noticeable on the road.The chassis feels stiffer (thanks to much-improved crash protection) and the suspension is composed, even when fully loaded:this is complemented by the excellent damping, which helps to insulate the cabin from any adverse bumps or uneven surfaces.
Cornering does not require a drastic reduction in speeds, but the Canter is still not one to be rushed. It will hold on positively enough— but enter too fast and it dips onto the front, warning you to step off and reduce speed. If you do. it will happily stay on course without fuss. And reducing speed is easy enough thanks to a progressive brake action.
Cab comfort
The interiors of cab-forward set-ups don't usually result in an outbreak of smiles (especially for the larger person), but the Canter's redesign has improved matters.This is mainly due to the increase in overall space for both driver and passenger. evident as soon as you open the door on the driver's side.
While once the tall or roomy would have had to think for a second about the best way to navigate their entrance, they can now hop inside without fear of a painful clash with the pedals, steering wheel or ceiling.
Getting comfortable is surprisingly easy: there's a generous amount of legroom and the steering wheel is adjustable for rake and reach. Also, an Isri seat was fitted that allowed adjustments up and down, and the overall driving position felt further set hack from the front wheels than we've previously been used tonice.
That space factor is also evident in the cab's width, enabling two passengers to sit in comfort. And because there's a gap between the driver and passenger seats (on the comfort-cab version), the dash-mounted gearshift doesn't clash with knees.
The dashboard itself is logical enough and the secondary controls are simply laid out with the engine brake located on the right stalk.
Overall fitment quality promises to stand the test of time. but some plastics feel cheap. Plus the glovebox/cubbyhole combination opens and closes with less than complete confidence. The rest of the storage includes wafer-thin door bins that can't be of much use, and the aforementioned driver eubbies Refinement levels when on the movt improved considerably: the engine is a thrum when cruising and there's little vibration considering you're sat directl above it. But an awful amount of windi intrudes from the A-pillar.Whether. thi down to the near-flat windscreen or a o fault is hard to say. hut it detracted fron good work elsewhere..