Tow Test: 2013 Mitsubishi Challenger 4WD LS

There has been a relative dearth of affordable new 4WD passenger vehicles on sale in Australia, legally capable of hauling 3.0 tonnes or more. And with the transition of the Navara-based Nissan Pathfinder to soft-roader in its 2014 reincarnation, there’s now one less.

One stalwart that swims against this trend is the sometimes overlooked Mitsubishi Challenger, which for 2014 comes with more off-road capability combined with more standard comfort and safety features.

Introduced in Japan in 1996, the first-generation Challenger was originally built on the second-generation Mitsubishi Pajero wheelbase, but there was a major suspension change from rear leaf to coil springs in late 2000.

Now built in Thailand, the current second generation of the Challenger sits on the ladder frame chassis of the Mitsubishi Triton ute, with double wishbone coil sprung front suspension combined with a three-link coil spring rear suspension. There also are stabiliser bars at both the front and rear to ensure optimum comfort and off-road ability.

As in the past, it provides those looking for a full featured but compact true 4WD, but a cheaper alternative within the Mitsubishi stable to the more powerful, slightly larger, heavier and even more off-road capable six-cylinder Pajero.

The Challenger gets a refreshed new look inside and out for 2014 and presents well. The model’s five-seater format is retained, with the rear bench seat folding quickly and easily with a 60/40 split to allow larger objects to be carried.

It’s available in two model lines with a choice of either five-speed manual gearbox or optional Sports Mode five-speed automatic transmission with paddle shifters and INVECS II Smart Logic, while the top of the range Challenger 4WD LS we tested comes standard with the five-speed auto.

While Mitsubishi’s latest generation 2.5-litre common rail, direct injection turbo-diesel four cylinder engine delivers a modest 131kW at 4000rpm, those fitted with the slightly heavier auto box get 50Nm less torque – 350Nm at 1800rpm, versus 400Nm at 2000rpm for the five-speed manual.

Despite its relatively meagre power and torque, there’s no questioning the Challenger’s tough mechanical spec and off-road cred.

Standard are Mitsubishi’s rally-proven MATT (Mitsubishi All Terrain Technology) system that incorporates lockable centre and rear differentials and Super Select 4WD for maximum traction and stability whatever the road conditions, while the Super Select 4WD system offers four modes of operation – rear two wheel drive (2H), full time 4WD (4H), high range 4WD with locked centre differential (4HLC) and low range 4WD with locked centre differential (4LLC).

Shifts on fly between 2H and 4H are now able to be made at speeds up to 100km/h, ensuring no loss of momentum if the going suddenly becomes slippery – a real advantage when towing a heavy trailer.

And if you do head off-road, the Challenger’s healthy 220mm ground clearance, 600mm wading depth and 36-degree approach and 25-degree departure angles make it very suitable for towing off-road camper trailers and caravans, something the Challenger is better suited to than bitumen touring.

We put it to the tow test ahead of two very different RVs – the latest Avida Sapphire caravan, built by the company that makes Australian Winnebago motorhomes, and a new Coromal Navigator camper trailer, built by Western Australia’s largest caravan manufacturer.

The Avida had a 6.5 metre (21ft 6in) body length and Tare Weight of 2182kg and with its high-waisted styling and substantial ground clearance, looked perfectly mated to the Challenger. Its Vehicle Components DO-35 off-road hitch also ensured it could follow the Challenger well off the beaten track.

Thankfully the van sat level when connected, as the Challenger’s optional (and rather ugly) factory tow bar has a non-removable tongue, so it could not be inverted as you can with most bars to connect with trailers that have lower-mounted hitches.

Japanese turbo-diesels rarely match their Euro rivals for quietness and refinement and the Challenger’s 2.5-litre four-cylinder is no exception. It’s noisy when cold or under load and hauling the Avida from rest to the prevailing speed limit was no exception.

A torque output of 350Nm is not much these days and while the Challenger with the van in tow could keep up with Melbourne city traffic, it felt – and sounded – like a struggle. The fuel economy reflected this, with city traffic seeing usage in the 20-25L/100km range.

However once up to speed and certainly on the relatively flat freeway to Bendigo, the Challenger became a much more relaxed tow tourer and economy improved markedly, dropping down to the high 17L/100km mark at best, but settling in the 18L/100km range at a steady 100km/h.

The five-speed auto can take a little of the responsibility here, as one or two more ratios would keep the engine turning in the torque ‘sweet-spot’ between 1800-2200rpm, whereas with only five cogs and 350Nm it readily drops down one or two ratios at the hint of an inccline and the engine needs to rev at around 3000rpm to maintain traffic momentum.

At Bendigo we parked the Avida and hooked the Challenger up to a vehicle that most owners are more likely to tow – a camper trailer, in this case a new model 4.6m-long Coromal Navigator, with a tare weight of 1403kg.

Immediately we had a ‘new’ Challenger; much quieter, much more responsive and significantly more economical. In fact by comparison, it felt at first as though we had nothing on the tow ball!

Over the next 50km or so of travel in and around Bendigo we saw diesel consumption drop dramatically and we believe that those towing trailers up to 1.5 tonnes can reasonably expect to get less than 15L/100km – albeit still well shy of Mitsubishi’s optimistic claim of 9.8L/100km for an unhitched Challenger.

It was after exchanging trailers that we really appreciated the Challenger’s market position. This is a sturdy, fair dinkum family workhorse with sufficient off-road architecture and technology to undertake serious family adventures and to haul a proper off-road camper along for the ride.

With its 3000kg braked trailer towing capability, it can also tow a sizeable caravan if you want to upgrade your mobile ‘home’ without changing tow cars, but this is taking the Challenger outside its economical and travelling comfort zone.

Unfortunately, while the 2014 Challenger on paper ticks many boxes as a multi-purpose recreational 4WD, family station wagon and caravan, horse float or boat hauler, it’s noisy, thirsty and struggles when called on for heavy towing duties.

The Jeep Grand Cherokee Laredo CRD with greater space and comfort and a more modern, powerful and economical 184kW/570Nm 3.0-litre V6 turbo-diesel engine and eight-speed automatic transmission makes a lot more sense for a RRP of $51,000.

MITSUBISHI CHALLENGER 4WD LS

Engine: 2.5-litre, four-cylinder turbo-diesel
Power/torque: 131kW at 4000rpm/ 350Nm at 1800rpm
Transmission: Five-speed auto
Length: 4695mm
Width: 1815mm
Height: 1840mm
Wheelbase: 2800mm
Ground clearance: 220mm
Kerb mass: 2051kg
Fuel: 70 litres
Towing cap. unbraked/braked: 750kg/3000kg
Tow ball mass maximum: 300kg
Fuel economy (claimed): 9.8L/100km
Price: from $42,490 (MRRP)