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18th August 2005, Page 64
18th August 2005
Page 64
Page 65
Page 64, 18th August 2005 — AR
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R VINGAT A CANTER'.

The Mitsubishi Fuso Canter is a big global seller the latest generation aims to end its minority status in the

UK. Colin Barnett has been at the wheel.

It may not be obvious to those of us in this neck of the woods, but the latest version of the Mitsubishi Fuso Canter is the seventh generation since its introduction in 1963.The Fuso brand is the oldest CV brand in Japan, dating back to the 1930s, and is also the domestic market leader. Now 85% owned by DaimlerChrysler, and named Mitsubishi Fuso Truck and Bus Corporation, it builds 120,000 Canters a year globally.

The latest Canter, now on sale in the UK, has a definite family resemblance to its predecessor. In fact, it is probably Lou evolutionary in appearance as, the Fuso name apart, it's only when the old and new are parked together that you can tell the difference without close inspection.

However, there is a significant amount of new content beneath the skin.A substantial amount of interior space has been created within a similarly-sized package in the cab, thanks to subtle realignment of screen and twnblehome angles. The cab exterior remains just within the 2rn benchmark, though. Further space has been liberated by the dash-mounted gear shift, a first in this sector for Japanesedesigned forward-control light trucks.

The range is now easily explained by the new naming format.The first number, 3,6 or 7, refers to the GVW of 3.5,6.5 or 7.5 tonnes.The 6.5-tonne version is likely to be the slowest seller, aimed mainly at niche markets such as car recovery,The letter C, common to all UK models, refers to the wide, or`Comfort', cab, while the last number, 13 or 14, identifies the 123 or 141hp engines. AD at the end indicates the seven-seat double cab version.

The Euro-3 rated four-pot turbo-diesels are the only major components carried over from the old model.The smaller,2,977cc example fitted to 3.5-tonne models is the most sophisticated, being a twin-overhead cam,16-valve with EGR. It develops 294Nm at 1,80Orpm. The larger engine is 3,907cc with eight pushrod operated valves, relying on a catalytic converter for its emission reduction. For Euro-4, EGR will be used on the full range, and we can expect a 180hp unit to join the line-up. All fluid levels are visible in cab, with a push-button giving an oil level check,The small engine comes with a five-speed gearbox, with an extra ratio for the 143hp unit, both having provision for a side-mounted PTO. An Allison fivespeed auto is available as an option on the 7.5tonner, but its off-line UK conversion means it carries a whopping £8,000 price tag. A full range of wheelbase options allows a maximum recommended body length of 6.5m, and classleading towing weights are claimed. Light kerbweight is also a claimed feature, and it offers a saving of some 650kg compared with a Mercedes Atego of similar wheelbase.

Brakes are discs front and rear with a transmission drum parking brake. ABS is standard on the larger models, but an option on the 3.5-tonner.Although ESP stability control is standard on all Mercedes-Benz light commercials, it's not even an option on the Canter. All models feature a standard . exhaust brake, operated from the right-hand column /hi stalk. Suspension is by beam axles, with parabolic front springs and conventional multi-leaf springs at the rear.All versions feature twin rear wheels. Power steering is of the recirculating ball-and-nut variety.

The cabs feature a high level of standard equipment, including an lsringhausen suspension seat for the driver, electric windows,central locking, VDO single disc CD/ radio (and matching Kienzle tachograph where needed) and fog-lights.DairnlerChrysler has not issued a retail price list,but its "indicative customer transaction prices" range from £14,600 for the 3C13 to £19,250 for the 7C14,The double cab option will set you back another £2,300 regardless of model.

Starting at the lower end of the scale, we drove a 3C14 with a long wheelbase and an alloy dropside body from Summerdale.Access is easy through the wide-opening door and the fully adjustable steering column and Isri seat combine to ensure a good driving position. Headroom, often limited on this style of cab, is not an issue.

There is a Tardis-like degree of interior space, including ample room for coats and bags. An extensive list of storage includes cup-holders, mobile phone holder, door pockets and two gloveboxes, one of which is lockable, The central seat folds down to create a table with document clip, and a drop-down bin in front of the passenger is more than large enough to hold A4 documents. Switches and controls are all well placed, apart from the mirror heater switch operated by the left knee, and feel to be of good quality.

Performance is adequate if not electrifying, the only negative point being the gear change on this admittedly brand-new example. Going up the closely gated box is OK, but coming down, especially the dog-leg change to fourth, proved a bit of a challenge. Steering is possibly a touch over-assisted for some tastes, but is precise enough through the bends.The ride is firm but not unacceptably harsh, and noise levels are reasonable.

Next up was a 7C14 with a big Boalloy Tautliner body:The gearchange on the sixspeeder features a double dog-leg gate, although first gear seemed superfluous at around 6.5 tonnes on the flat.Again, acceleration was adequate, but for hard work in tough terrain, the I 80hp would be worth the wait.At 0.69:1, sixth is a big overdrive ratio beyond the direct drive fifth, and is best saved for cruising. We wound it up to the 70mph limit reasonably quickly, though.The six-speed box is similarly recalcitrant in its change quality.The cab equipment on the 7C14 is virtually identical to the baby, the only significant change being the inclusion of a standard hand throttle.

There were no gear-change issues on our next drive. It was the first example equipped with the Allison box, hot out of the converter's workshop and still unbodied:Ihis was a double cab version, which features a cavernous interior:There is plenty of room for oddments behind the front row of seats, and a substantial storage space under the four rear seats.

The Allison's control quadrant is neatly mounted in the same dashboard location as the man uals, and its shift quality is very smooth. Unfortunately, the combination of wet roads and no body weight on the rear wheels limited exploration of the handling,but initial impressions were positive. Who will need it enough to pay that price is another question, though. •

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