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2007 Mitsubishi L200 Triton Elegance DI-D Road Test

For all of its challenges in North America, the pickup truck market,

Rough and ready, but it's also got a hint of sophistication. (Photo: Justin Couture, American Auto Press)

particularly the compact truck segment is thriving all over the world. They aren't the typical midsize Chevrolet Colorado, Dodge Dakota, Ford Ranger or even the Toyota Tacoma that we can get here, or for that matter remotely close to our top-selling full-size trucks, but rather the trucks that are increasing in numbers are true compact haulers like the Toyota Hilux, Nissan Navara, Mazda BT-50 and this, the Mitsubishi L200 Triton. Many of these trucks, including the L200, are built in Thailand, one of the world's biggest markets for pickup trucks (bet you didn't know that). Though this truck isn't sold in North America (with no plans to, either), it is a reflection of what's happening in certain Asian and European markets (and others) that exempt light duty pickup trucks from various taxes – it's become a replacement to the SUV. Because of this direction in the market, Mitsubishi has geared its latest generation L200 Triton to become as much like an SUV as possible, without compromising its ability to work.

The Triton may take the form of a pickup truck, but is anything but ordinary looking. Mitsubishi has pitched this little truck so far away from center in terms of styling, that I'm tempted to say that it's revolutionary. Digging into its heritage-lined pockets, Mitsubishi wanted to convey its core strengths of durability and longevity in new and creative ways. They chose the Pajero

Like most compact trucks, there are various body styles. This is a Double Cab with the short bed. (Photo: Justin Couture, American Auto Press)

Evolution race truck for inspiration when it came to penning the nose, which has the dominant Mount Fuji-style grille. The wheels on this up-level truck are sourced from the old Montero, while the plastic fender flares and large mirror caps add subtle sophistication. Things get curvier still moving backwards. The cabin isn't boxy, but rounded, with swooping cut lines for the windows and the bed. From the back, the bed culminates with a short stature tailgate and a detached bar bumper that rides several inches below the bottom of the bed. Mitsubishi's intent was to synthesize a rugged truck with some regular car refinements, which resulted in a very organic design with extraterrestrial elements. Pretty it ain't, though you'll never confuse it for a Ford or Chevy.

L200s are offered with two different engines, a big-ish 2.5-liter and a mammoth 3.2-liter, both of which are four-cylinder (yes four-cylinder) common-rail turbodiesels. The 2.5 is sold in most markets, and it's also available in two states of tune, ranging from 115 hp and 182 lb-ft of torque to 138 horsepower and 237 lb-ft of torque, the latter of which is essentially a factory-chipped version that focuses around a

Not much poke at very low revs, but once the boost kicks in the Triton accelerates well. High speeds are no problem for the big four-cylinder turbodiesel. (Photo: Justin Couture, American Auto Press)

spike in turbo pressure at higher engine speeds. The big 3.2-liter makes 162 horsepower and 258 lb-ft of torque. Most of the L200s built for private use – the luxurious ones – come equipped with a four-speed automatic transmission, though a five-speed manual is standard on some engines and trim levels.

Due to the displacement being so high yet cylinder count relatively low, the Triton's two and a half liter DI-D high-output engine features huge, heavy-duty pistons and components to deal with heavier loads. Because of this, the Triton's diesel is more commercial-grade than luxury-car smooth, which is fine as it's perfectly suited to the job. It happily clatters away at idle and under medium load, sounding very much like a bigger truck, but when you're out and about cruising at steady speeds on the highway, the engine is surprisingly refined. The diesel helps to give the Triton its excellent payload and towing capabilities, but it doesn't endow the truck with noteworthy acceleration. It takes somewhere in the high 17 second range

We've never seen this kind of attention to detail and build quality in a pickup truck. Very impressive. (Photo: Justin Couture, American Auto Press)

to hit the 60 mph with an automatic transmission and an empty load, which looks mighty slow on paper, but when you're behind the wheel it doesn't feel anywhere as tardy as 17 seconds might suggest. Once you're out of first gear and above 2,500 rpm (oh, the lag ...), the engine feels like it's got enough torque to tear down a building. Round a corner with your foot on the accelerator, and be prepared to deal with wheel spin and rotation, or the stability control cutting power.

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