Mitsubishi has returned to the UK pickup market with the seventh generation of its diesel-powered L200 double-cab.

The Japanese maker bowed out of Europe in 2021, two years after launching Gen 6, citing stiff economic headwinds whipped to untenable levels by tightening emissions regulations.

See also: On test: Toyota Hilux gets better looks but same old drivetrain

Spearheading its second coming are yesteryear’s bestsellers: two flavours of L200 and the Outlander plug-in hybrid SUV.

Imports are being handled by Midlands-based International Motors, which also deals with pickups from Isuzu and GWM.

They’ll be sold through 50 of Mitsubishi’s 120-odd service centres, the vast majority having remained active in its absence.

But why now?

As far as the L200 is concerned, because Mitsubishi reckons people want to buy them.

And for good reason. It shifted an average of 31,200 a year during its 2001-2007 heyday – 34% of the firm’s total vehicle sales at that time – and was still the country’s third most popular pickup brand when its 33-year UK residency was terminated in 2021.

Of course, this was long before the government sucker punched the sector by ramping up double-cab taxes.

Sales since April 2025 have plummeted by 55%. However, the firm isn’t fazed by the malaise.

In fact, it estimates the real-world drop to be more like 15%, accounting for the surge of tax-swerving pre-April 2025 registrations, a shortage of Hiluxs as Toyota segued to a new generation, and Ford turning the Ranger supply tap on and off to juggle its zero-emissions vehicle mandate.

What’s new?

Mitsubishi says this latest iteration is much improved, yet still competitively priced against its compatriots’ D-Max and Hilux.

Power comes from a new 204hp, 2.4-litre bi-turbo diesel engine, which runs through a six-speed automatic transmission lifted from the old model.

Together, they deliver a stately 0-62mph time of 12.6sec but eminently respectable quoted economy of 33.3mpg – stats that are shared by both L200 variants.

© Mitsubishi

Their primary point of difference – cab niceties and shiny wheels aside – is the four-wheel-drive system.

Titans keep things simple with a conventional part-time setup with low range and a rear differential lock.

Barbarians, meanwhile, get the pukka Super Select-II and its lockable central diff.

This allows it to be driven in “four high” at road speeds of up to 62mph. Electronic sensors help manage the distribution of torque to the front and rear axles, from a typical 33%/67% split on tarmac to half and half where grip is elusive.

They also get a twin-speed transfer box, seven drive modes that fettle throttle response and traction control to suit different surfaces, and active yaw control.

This shifts torque across the rear axle and brakes the inside wheel to improve cornering stability.

Anything else?

The ladder frame chassis is both lighter and stiffer than before; the body a smidge longer, 35mm higher and 50mm wider.

This growth spurt has freed up more interior space, such that it apparently beats the competition for shoulder room in the front and knee room in the cheap seats.

There’s a new 9in touchscreen too, but heating and ventilation controls remain the business of physical switches.

© Mitsubishi

Both L200 models will be available in “commercial” spec that sees rear seats slung out to leave a storage area fronted by a mesh bulkhead.

These will be subject to a flat benefit-in-kind rate of £4,200 for company car buyers and qualify for 100% plant and machinery allowance.

As for prices, a Titan is £36,295 excluding VAT – equivalent to Isuzu’s D-Max DL20 – or £37,495 in two-seat Commercial guise.

Figures for the Barbarian are £39,995 and £41,195 respectively. Both come with a 62,500-mile/five-year warranty that can be upgraded to 125,000 miles for just £450.