- Doors and Seats
5 doors, 5 seats
- Engine
2.5DT, 4 cyl.
- Engine Power
131kW, 350Nm
- Fuel
Diesel 9.8L/100KM
- Manufacturer
4XD
- Transmission
Auto
- Warranty
5 Yr, 130000 KMs
- Ancap Safety
NA
2010 Mitsubishi Challenger LS 5-Seat Automatic Road Test Review
But is it equally adept at both tasks? At face value, the Challenger, with more agricultural mechanicals, seems to be skewed more to off-road performance than school-run practicality.
We tested a base model Challenger LS auto both on and off the beaten track, and came away from the experience with mixed views.
The Drive
As a more civilised cousin of the Triton, the Challenger makes a good impression from the driver’s seat.
The dashboard and front seats will be familiar to anyone who’s driven Mitsubishi’s volume-selling commercial ute, and there’s that same sense of rugged durability to how it’s all screwed together.
However, lower dash plastics feel cheap and hard, and the silver trim applied to our base-specification Challenger LS tester was prone to scratches. And, like the Triton, the Challenger’s steering wheel only adjusts for tilt.
Ergonomics are further hampered by the stereo being mounted low in the centre stack, but at least the presence of steering wheel-mounted controls makes it easier to carry out simple audio adjustments.
The large rotary knobs for the climate control system are high up and within easy reach. However, when you're at the wheel, you have to lunge forward to reach the trip computer’s buttons.
Thankfully, second row passengers enjoy an environment that’s far more accommodating than what’s offered in dual-cab Tritons.
The rear backrest is adjustable for tilt, and is a great deal more comfortable than the Triton’s rather upright pews. Back seat legroom is good too, and although the cushions are flat and lacking in lateral support, they are comfy enough for the odd long trip.
Dual-cab Tritons always felt a bit claustrophobic from the rear seat, mainly because of the thick upswept window frames of the rear doors. The Challenger suffers no such problem, and backseaters are given an excellent view of the outside world through a large glasshouse.
On the road, outward visibility is great for the driver too.
While a reasonably large car, parking manoeuvres at the wheel of the Challenger are made easier by the large wing mirrors and big back window. Not having a spare wheel hanging off the tailgate also helps.
Driving around town however, where, arguably, the Challenger will spend most of its working life, starts to reveal some flaws.
On the plus side, the Challenger’s handling is a vast improvement over the Triton. The adoption of a coil-sprung live axle rather than the leaf-sprung rear-end used by the Triton means a far more controlled ride, and a more comfortable one at that.
The Challenger is no sportscar, but its on-road manners aren’t too shabby. It’s well-damped and absorbs lumpy roads nicely; and it doesn’t wallow around as much as the softly-sprung Toyota Prado – one of its chief competitors.
Unfortunately, the new five-speed automatic spoils the experience. Aside from neutering the engine’s torque output (auto-equipped models have a peak torque of 350Nm, compared to the 400Nm of manual models), it’s an indecisive unit.
With 50Nm less torque to play with, the gearbox will 'hunt' through the ratios when under load (thanks, in part, to the Challenger’s substantial 2.0 tonne mass).
The throttle is also lazy to respond; overtaking can require a deal of forward planning.
But, off road, the Challenger shines. Excellent approach and departure angles, a decent ride height and a body that’s not too wide make it easy to clear obstacles on challenging 4WD tracks.
And here, the Super Select 4WD system gives the Challenger amazing off-road ability. Changing between 2WD, 4WD and 4WD low-range is a bit cumbersome (the lever also digs into your left leg when in 4WD low), but there are very paths that will stop it.
It feels secure on gravel, and, when the going gets slippery, there's an electronically-locking rear differential to pull you out.
On one occasion during our off-road test, the rear diff-lock hauled the Challenger up a steep 30-degree incline on loose soil – an obstacle that would have otherwise been impassable.
Wheel articulation and travel is excellent, and by sticking with a low-tech live rear-axle the Challenger can keep all four wheels on the ground over very lumpy terrain. Huge wheelarches allow the wheels to move up into the body and also permit the fitment of larger, grippier off road tyres.
The engine/gearbox combo works particularly well in low range. The low gearing and the lazy throttle is good for picking a line up steep inclines and maintaining control on deeply rutted tracks.
The Verdict
And that’s what it boils down to. The Challenger, like the Prado it competes with, is a much better vehicle off the road than on it.
Our advice would be to forget the automatic and choose the manual. You gain 50Nm and you’re unburdened by that indecisive auto. The claimed fuel economy for the manual is also better: 8.3 l/100km – 1.5 l/100km better than the auto’s claim.
As a family-friendly wagon, it’s perfect for weekend camping getaways, particularly if you plan on going off the beaten track.
In five-seat form there’s a sizable load area in the boot, while the seven-seat option is there for those with bigger clans to cart around.
Is it a good buy? Yes. At a retail price of $44,490 for the base LS manual five-seater, it’s a veritable bargain compared to the $55,990 Toyota Prado GX and the $47,490 Nissan Pathfinder ST.