Mitsubishi's L200 pick-up has a rich history in the UK pick-up market, at one point mopping up over 45% of total sales in its 2003 heyday. Today's curvier version must of course face far stiffer competition from rival products, hence a recent package of detail changes.

It would be no exaggeration to say that Mitsubishi has had much to do with the pick-up's meteoric rise to prominence on these shores, sales in a sector dominated by their L200 growing by 347% in the six years leading up to the end of 2004. The latest generation model though, must face up to tough competition from Toyota's HiLux, Ford's Ranger, Isuzu's Rodeo and Nissan's Navara. It's still No.1 but rivals are catching it up: hence the extra equipment features recently added to the popular Warrior and Animal models and the addition of a useful Dropside derivative.

Before we get into the improvements, let's look at the L200 range as a whole. While it's undoubtedly the lifestyle end of the pick-up market that has accounted for the lion's share of recent growth, a successful product must also cater for customers who still want a no frills commercial vehicle. The L200 attempts to do this via a range of trim levels, bodystyles and transmission offerings. Mitsubishi's successful 4Work branding of its 4x4 commercial vehicles continues with the entry level L200s. Next come the better equipped 4Life derivatives, the imposing Warrior models which are likely to account for the majority of sales and the Animal which is the result of a tie-in with the adventure sports brand of the same name. Perhaps most interesting are the Elegance and Diamond models. These are up-spec derivatives designed to offer understated luxury of a kind that the flamboyant Warrior and Animal alternatives can't quite deliver. Mitsubishi bill them as alternatives for SUV buyers who need the extra versatility of a pick-up.

"It would be no exaggeration to say that Mitsubishi has had much to do with the pick-up's meteoric rise to prominence on these shores."

And those changes? Well, there are body-coloured wheelarches to give the Warrior a more aggressive look, to add to a complete kit quotient that runs to 17" alloy wheels, cruise control, a 420watt stereo, a revised cloth seat design and Mitsubishi's Super Select 4WD system. Opt for the plusher Animal version and you can expect a full DVD satellite navigation system with seven inch colour screen, Bluetooth mobile phone connectivity, specially branded 'Animal' leather seats, 'Animal' illuminated door entry guards, a six disc CD auto-changer and the option of a 'Rallitronic' Power Upgrade.

Beyond the trim levels, there are three bodystyles to mull over. The single cab is reserved very much for businesses that need a proper old school working pick-up. Its traditional two seats and extensive 2,220mm load length mean it prioritises cargo over cabin and it's only offered in the base 4Work and 4Life trims. In contrast, you can get an L200 double cab in any trim level you like. This is a five-seater model with a decent amount of legroom for the rear passengers and seat backs angled at 25 degrees which make a pleasant change from the staunchly upright seating provision usually found in older double cab pick-ups. There has to be a compromise for this extra passenger space and it comes in the shape of a modest 1,325mm load length but if compromise is your thing, perhaps a club cab may be more to your liking. This is a halfway house L200 that sits between the double and single cabs offering a 1,805mm load length with additional capacity behind the cabin's front seats for secure storage or small passengers. The club cab is available with the three lowest trim specifications. Whichever L200 bodystyle you choose, it will have a 1,085mm load width, a capacity to carry in excess of 1,000kg and a 2,700kg braked trailer towing limit.

That only leaves the Single Cab Dropside model, launched in response to customer demand following the introduction of the Tipper variant. Offered in 4Work and 4Life variants, the conversion includes an extruded aluminium frame (deck and sides), quick release sides with a flat bed for easy loading and unloading, a locking tool box, ladder tie down points, plus thermoplastic moulded mudguards and lashing rails. The payload for the L200 Dropside is 1,120 kilograms with load bed dimensions of 2,495mm by 1,775mm.

No Mitsubishi L200 model is offered in 2WD form but there's still a choice of transmission systems. Entry level derivatives, specifically the 4Work and 4Life, get the Easy Select 4WD set-up that served the previous generation L200 quite adequately. This system run should be run in 2WD mode in normal conditions with a locked 4WD mode selectable on low friction surfaces. A major advance with this generation L200 has been the introduction of the Super Select 4WD system in the plusher derivatives.

This is an advanced full time 4x4 set-up similar to that found in Mitsubishi's Shogun. It allows the L200 to be driven in 2WD or fulltime 4WD mode on the road without the excessive wear and tear suffered by part time systems as a result of transmission wind-up. In slippery offroad situations, a further 4WD mode can be selected which maximises traction by locking the centre differential. Both of the systems are operated by the traditional and rather clunky lever sited alongside the gear stick which seems slightly dated when compared to the dash-mounted dials used by rival manufacturers. All of the Super Select L200 models feature the M-ASTC traction and stability control system as standard.

Easy Select or Super Select, power to drive the L200's fancy offroad underpinnings comes from the same engine. It's a 2.5-litre common-rail injection unit that most drivers should instantly realise is a huge improvement over the rough and not particularly ready direct injection powerplant in the previous generation L200. In standard form, this engine turns in a healthy 134bhp and torque of 231lb/ft at 2,000rpm but a power upgrade option is also available that tickles the output up to a macho 160bhp. In 134bhp guise, the unit is capable of hitting 60mph from standstill in 14.6s before rumbling on to a 103mph top speed but the optional automatic gearbox reigns performance in to a sluggish 17.8s sprint. Average fuel economy of nearly 33mpg is quoted for the manual versions with CO2 emissions of 228g/km.

Ride quality has long been a major downside of pick-up ownership but the L200 makes steps in the right direction with its independent double wishbone front suspension. At the back are heavy duty leaf springs, which won't help on-road composure but are necessary for large payloads to be accommodated. Also underneath, chassis rigidity has been greatly improved compared to the old L200, lessening vibration and boosting handling.

All of which leads us onto what could be the Mitsubishi L200's standout feature: the way it looks. Until the covers came off this model, pick-ups had followed a tried and tested formula but the L200's designers have broken with tradition in some style. Curves are not things we're used to seeing on pick-up trucks but the L200 is smothered in them. The front end, obviously Mitsubishi, is softened with rounded edges for grille and headlamps, plus oval recesses for the circular fog lights. The rear edge of the cab arcs down and around the vehicle's lower edge, while the liquid lines of the tailgate and windows are a world away from those on boxy rivals. Inside, the curvy theme is mirrored with a bulging dash featuring smoothly-penned controls and instruments.

Competition is fiercer than ever in the pick-up sector and despite the all round competence of Mitsubishi's L200, it's unlikely to ever regain the position of absolute supremacy that its predecessor enjoyed. Having said that, it's competitive with the best models out there in all of the key areas and at the top lifestyle-orientated end of the market where image and styling are so important, it has a distinct advantage. A good balance between affordable workhorse models and plush range toppers will also help, as will the thousands of pick-up buyers out there who have owned L200s in the past.