MITSUBISHI’S new Strada was the first of the new generation of pickups, making a preemptive strike prior to the launch of the all-new Nissan Navara and the recently launched Toyota Hilux.
It builds on the previous Strada’s strengths, and improves on its shortcomings to deliver a better, more refined, more complete pickup.
The previous Strada’s strengths were its impressive interior cabin, with arguably the best rear-seat accommodations in its class, the smallest turning radius of only 5.9 meters, and the highly impressive 4D56 engine coupled with the smooth-shifting INVECS-II five-speed automatic and Super Select II four-wheel-drive transmission, which allows shift-on-the-fly to 4WD on the move up to 80 kilometers per hour.
Combined, the previous Strada delivered impressive performance on paved surfaces, and on rally-style dirt roads. Despite being equipped with a limited-slip differential, the suspension lacked the smoothness, travel and droop crucial for offroad performance.
The old Strada also had a very small pickup bed, lagging behind competitors like the Hilux, Navara, and the Thai-made twins from Mazda (BT-50) and Ford (Ranger).
Thankfully, the new Strada has a bigger pickup bed, measuring 1,520 millimeters long, 1,470 mm wide and 475 mm tall, making it far more useful as a cargo hauler compared to the previous model.
Inside, the Strada’s driving position has improved as well: The old model featured a tight footwell, such that if you had size 10 or bigger feet, your shoes would snag the lower portion of the dashboard.
The angle of the pedals would also get your shin and calf muscles tired over a prolonged driving period, and the steering wheel column angle was either too low or too upright, tiring out your arms and shoulders as well.
The new Strada has a far-more car-like and comfortable driving feel. The footwell has no problems with my size 11E feet, and the steering column angle is more upright but better aligned for your shoulders, such that it feels more natural and offers better arm movement when tackling the rough stuff.
The new Strada also comes with a revised multimedia system that’s similar to the Mirage and Mirage G4. The screen is bigger at 6.75 inches, plus there’s better functionality and ease of use, and the GPS/SatNav graphics are better in 3D-look mode.
The 4D56 VGT-turbine equipped engine receives a mild update. While horsepower remains similar at 178, torque has risen to 400 Newton-meters, giving the Strada the best power-to-weight ratio in the pickup segment, thus allowing it to accelerate from rest to 100 kilometers per hour in 10.3 seconds.
The top model variant GLS
V-A/T weighs in at 1,850 kilograms only, something of a lightweight in a segment where many of its competitors are pushing the 2,000-kg barrier.
This lightness helps give the Strada better fuel-efficiency and improved on- and offroad performance. The lower-end, non-VGT-equipped 4D56 also receives massive improvement: Horsepower remains the same at 136, but torque rises to 324 Nm.
Safety has improved as well, with the new Strada receiving Mitsubishi’s latest RISE (Reinforced Impact Safety Evolution) body, dual front airbags, ABS-equipped brakes with electronic brakeforce distribution and brake assist, and a system that deploys full braking force if it detects an imminent collision and the driver is unable to fully brake.
On the road, the Strada has greatly reduced in-cabin NVH (noise, vibration and harshness). Engine, tire and wind noise are also significantly down compared to its predecessor.
The INVECS-II five-speed A/T is more responsive, slips less and pulls harder even at modest throttle openings. The steering has also lightened significantly, making it easier for everyday city driving.
The old Strada’s heavy steering effort didn’t always translate to improved feel and feedback, but felt more like steering through thick molasses.
Ride comfort has also improved onroad, with softer initial suspension compression damping force. High-frequency NVH due to road imperfections are also smoothened out by the Toyo Open Country A/T tires sized 245/65R17, a much better choice compared to the Dunlop A/Ts that came predominantly with the previous Stradas.
Offroad is where the new Strada has improved dramatically. Despite still lacking in absolute ground clearance, suspension travel and droop, the Strada tackled some very tough terrains in Tanay going to the river near Mt. Daraitan, a popular offroad destination.
Even for the newbie, rookie offroaders who simply followed instructions from the local guides, the performance in offroad situations was definitely improved.
Credit also goes to the active torque split from the Super Select II 4WD system, which can automatically apportion torque between the front and rear axles.
The best part about the Strada has always been its value-for-money status: There’s a wide range of variants available to suit a variety of budgets, form a low P958,000 to a high P1.44 million for the top model 4×4 A/T.
The top model 4x4s also receive a plastic bedliner as standard, and the excellent multimedia system is really easy to use, plus you get HID headlamps with LED daytime running lamps on top model variants in 4×4 guise and A/T guise.
Top model variants also get a push start/stop button in tandem with a smart key, along with electronic headlight beam level adjustability to improve nighttime visibility under full payload.
The Stormtrooper styling of the previous generation made it a hit or miss for buyers, and the new model’s pointy snout might not win it many favors, but the all-new fifth-generation Strada will always be a crowd favorite, thanks to improved performance, excellent pricing and lineage that traces its roots to the Paris-Dakar rallies of yore.
As for me, being a previous owner of the previous Strada, I’m happy that the new model is a worthy successor to the old one.
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