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CANTER WON'T GALLOP

Buying from the Canter range may still be a minority sport in the UK, albeit one that is steadily growing in popularity, but this Oriental-looking light truck is part of a significant family on the global stage, even before you consider its membership of the DaimlerChrysler group.

This week's feature on Fuso's medium and heavy-duty models (see page 58) underlines this, and the Canter is now making an assault on the US market behind a Sterling badge.

In addition, Mitsubishi Fuso has recently been declared as one of three engine-development centres, with special responsibility for hybrid and alternative technology. One of the first fruits of this was seen in the Canter EcoHybrid, exclusively driven by Commercial Motor (CM 1 June). The Mitsubishi Fuso Truck and Bus Corporation has been building trucks since 1932, although Mitsubishi actually produced its first car in 1918.

Plans to create closer ties with Europe came to fruition in 1999 in the form of a partnership with AB Volvo. Volvo duly introduced the Canter to the UK, but when DaimlerChrysler took control of Mitsubishi Motor Corporation soon after, Canter sales in the UK moved into Mercedes-Benz showrooms.After half a decade of assorted boardroom and courtroom shenanigans, the business seems to have settled down and is getting on with building trucks.

Initially marketed as a Mitsubishi, the Canter is now badged Mitsubishi Fuso — and we expect that to end up as plain Fuso in the fairly near future as DC moves to distance itself from the now totally separate Mitsubishi brand that sells the L200 pickup. (Fuso, of course, is an ancient Chinese word for the sacred hibiscus tree that grows where the sun rises.) But back to the Canter. Built in Portugal and revamped last year, the range comprises three basic models: the 3,500kg 3C13, with an advanced 3.0-litre,123hp D011C 16-valve turbo-diesel; the 6.500kg 6C14; and the 7,500kg 7C14.The latter two both have a rather less advanced 3.9-litre unit producing 141hp.

The smaller engine has a five-speed box, with six on the bigger unit. Both have a sidemounted PTO and all variants drive through twin rear wheels,The only self-changing option is an Allison, but it is priced at the thick end of seven grand on a 19,250 chassis,so you would need a pretty strong reason to take that route.

While some European markets get a choice of narrow or wider 'Comfort' cabs, UK market planners have wisely opted to take just the wide one. Every model gets at least one crewcab option.

There are seven wheelbases, from 2.500 to 4,470min.The 7C14 gets five of these options, starting at 2.750mm; the version tested here is in the middle at 3,850mm.The body fitted to our test truck is a 5m box from Newlands Coachworks. with access via Ratcliff s lightweight RQ1008 column lift rated at 1,000kg.

On the road

The engine in the Canter proved somewhat enigmatic. With a generous 412Ntn available from a relatively small capacity, it has a reasonably flat-topped torque curve. But despite perfectly satisfactory weather on the westwards M4 run from Newbury to Newport, the Canter struggled a hide to maintain the speed limit on the hilly parts.

We were disappointed to find it unable to achieve a three-figure average 1111.

speed,considering the last Canter 75 we drove managed 107.5km/h (66.8mph ).Once speed has decayed to the mid-sixties it digs in well, but by then it is too late. On the A-road section, however, the Canter managed a brisk 62.0km/h (38.5mph) even though we took it easy on the corners due to its slightly nervous handling.

The impending Euro-4 line-up will include a I 80hp rating. which should be picked by anyone operating out of town.

Acceleration. both from standstill and through the gears, is way ahead of the more powerful Isuzu NOR we tested recently, largely due to the NQR's rather ponderous automated gear changes.The two were closely matched on the timed hill climbs.

The six-speed manual box has a doubledogleg shift layout,controlled by a handily located dash-mounted lever. First is rarely troubled in normal use, and there is a fair jump from direct-drive fifth to the 0.70:1 overdrive sixth. Even so, top is happy enough to make progress on A-roads as long as there are no serious hills around. Having driven the automated NOR so recently, having to change gear felt like an imposition, even with this user-friendly change.The EcoHybrid mentioned earlier includes Fuso's own automated transmission combined with engine stop/start, and it is reasonable to expect this technology to trickle down to conventional diesels in the not-toodistant future.

While the Isuzu NOR had its more comfortable parabolic springs on the back, the Canter has them on the front. In any case the Canter's ride is firm enough to cause the contents of the storage bins to rattle, although the structure of the cab is nice and rigid.The cab is rather noisy at idle, but a purposeful growl under power dies away to give a surprisingly quiet experience in the cruise.

The handling feels as though the track ought to be a little wider. It didn't inspire total confidence on the twisty country-lane sections of our test route and was not helped by the steering which is too light for some tastes, especially at low speeds. The 12.3m turning circle needs more than five turns of the wheel, but the steering doesn't feel noticeably slow on the road.

During test track emergency stops, the action of the four hydraulic discs felt a little soft, but this doesn't manifest itself as a problem on the road.

The parking brake is actuated by a long lever acting on a surprisingly backlash-free transmission drum. It just failed to hold facing down the 1-in-4 slope but had no problem the other way. The Canter easily restarted up the same slope, but the 1-in-3 restart was too much for the clutch.There's no traction control,but a limited-slip diff is available on the options menu.

Productivity

There are no two ways about it, the overall 16.6mpg fuel-consumption figure came as a mild disappointment. On the motorway section this Canter managed a lmpg improvement over its predecessor at 16.2mpg, but its 16.9mpg on the A-road section was poor. We had a major problem on the approach to Hereford, taking nearly an hour to do a mile before being able to divert around the town. However, this was spent either at tickover or with the engine stopped, and if anything it would have improved the economy. As mentioned, having to back off slightly for the twisty bits probably had more of an impact.

The engine always felt like it was working hard; it is quite likely that with an easierrunning 180hp engine, economy will improve substantially.

Other aspects of Canter ownership provide better news, though. With dry kerb weights below 2,5(X)kg on half the 7C14 range, payload potential isjust about the best in class Our medium-length model has a net body/payload allowance of 4.815kg with a full tank and notional 75kg driver.

Servicing requirements are generous too, with major services every 45,000km and a lube service in between,The warranty runs for three years. although it is capped at 100.000km. Sales and support are provided through the extensive Mercedes-Benz truck network, giving it a ready-made edge on the opposition.

There is no excuse for stinting on daily DIY maintenance. An engine oil check is done electronically via a button on the dash, and other fluid levels are easily checked without lifting the cab (which in any case is not an arduous task).

Cab comfort

During the last revamp of the Canter range, the greatest attention was paid to the cab interior, and it shows.Whereas it previously had an air of cheap plastic, it now seems to be of a much higher quality and is better laid out.

Black highlights on the dash relieve the grey trim; the well-shaped seats are covered in dark blue cloth The driver's perch is from the lower end of the Isri range and gives good support. We often criticise seats for unduly short cushions hut the Canter's perch could be too long for some anatomies.

Both passenger seat backs fold down individually to provide hard, flat surfaces; the central one incorporates a generously sized tray and document clip.

There is just enough room for a selection of coats and soft overnight bags behind the seats as part of a substantial baggage allowance. On the left of the dash are one open and two lidded compartments (one of them lockable); beneath them is a drop-down bin large enough to swallow an A4-plus clipboard.

A pull-out double cupholder in the

centre of the dash, a bottle holder and dualcompartment tray between the seats are complemented by a mobile phone holder near the driver's right hand and a pair of tiny door pockets.

The usual panel instruments (a speedo, rev counter and fuel and water gauges) have dark blue backgrounds with white markings, and the oil level check button sits to their right.This is one of only two switch positions used out of the eight available, the other being for the standard front fog lights.

There are lower mounted switches for taillift power and mirror heaters on the left, with headlamp leveller and hand throttle on the right. Although they are heated, the mirrors have direct manual adjustment on their sturdy brackets, but key-operated central locking and electric windows are standard fit.

Most other functions are accessed by the column stalks, including the windscreen washers (which compete for sound volume with the horn, certainly inside the cab).The steering column is adjustable in both planes, but there's no airbag as standard.

On the dash, the gearstick shares space with the hazard warning switch and the 24V cigar lighter. The heater controls are sandwiched by a pair of VDO boxes, a radio/single-CD player above and a Kienzle tachograph below, Our test truck sported the optional air-con, but we left it turned off in the interests of fuel economy.