Road Tests: Mitsubishi Fuso Canter 7C14

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 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. 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 the 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 can 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 then sun shines.) 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 DOHC 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 side-mounted 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, the UK market planners have wisely opted to take just the wide one. Every model gets at least one crew-cab option. There are seven wheelbases from 2,500 to 4,470mm. 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.

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 1mpg 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 easier running 180hp engine, economy will improve substantially. Other aspects of the Canter ownership provide better news, though. With dry kerb weights below 2,500kg on half the 7C14 range, payload potential is just 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).