Overview

MITSUBISHI recently added a number of body styles to its popular Triton utlity range while also offering cab-chassis versions of its existing four-door line-up. Case in point, the Triton GLX+, a lower tier offering with everything you need, and nothing you don’t.

The sixth-generation Triton continues to rival more popular segment entrants like the Ford Ranger, Isuzu D-Max, and Toyota HiLux, while continuing to give a couple of Chinese up-and-comers a serious run for their money.

The GLX+ variant on test is aimed squarely at trade and commercial buyers chasing  payload and towing capacity with a no-frills aesthetic.

It is currently available from $49,990 plus on-road costs (as tested) and is powered by Mitsubishi’s familiar 4N16-series twin-turbocharged 2.4-litre four-cylinder diesel engine paired with an Aisin sourced six-speed automatic transmission.

Combined cycle fuel consumption is listed at 7.7 litres per 100km with CO2 emissions of 203 grams per kilometre. The Triton requires AdBlue (or Diesel Exhaust Fluid) and features a 75-litre fuel tank.

The four-wheel-drive Triton GLX+ tested here, which is one step up from the base variant, features Mitsubishi’s Easy Select 4WD and a locking rear differential, runs wishbone coil front and heavy-duty multi-leaf rear suspension, disc/drum brakes with mechanical park brake, and electrically assisted steering enabling a turning circle of 12.4m.

Approach, break-over, and departure angles are listed at 30.4, 23.4, and 22.8 degrees, while the variant’s ground clearance is 228mm and water fording depth just 500mm.

The grade’s 17-inch alloy wheels are shod with 265/65 profile highway-terrain tyres with a full-size matching spare slung underneath the aluminium drop-side tray.

The Triton GLX+ can carry up to 1209kg (!) on its back or tow up to 3500kg if brakes are fitted to the trailer (and 750kg otherwise). Down ball weight is listed at 350kg. Kerb mass is listed at 1991kg and GVM 3200kg. All up, the Triton GLX+ dual-cab allows a GCM of 6250kg.

On the equipment front we find a 7.0-inch digital instrument screen, 9.0-inch infotainment touchscreen, auto (halogen) lights and wipers, single-zone climate control, black cloth upholstery with manual front seat adjustment and driver-side lumbar support, embedded sat nav, front fog lights, rear privacy glass, side steps, and vinyl flooring.

Connectivity highlights include AM/FM/DAB+ radio reception, Bluetooth telephony, four-speaker sound, front- and rear-seat USB-A and -C charging ports, and wireless Apple CarPlay and Android Auto connectivity.

The Mitsubishi Triton range offers a five-star ANCAP safety rating and even in its most basic form is generously equipped in terms of the active and passive safety technologies featured.

Highlights include adaptive cruise control, autonomous emergency braking, auto high beam, blind spot monitoring, driver monitoring, front and rear cross-traffic alert, front and rear parking sensors, lane change assist, lane departure warning, around-view camera, traffic sign recognition, tyre pressure monitoring, and eight airbags including a driver’s knee and front centre airbag.

ISOFIX (x2) and top-tether (x2) child seat anchorages are fitted to the rear bench.

Paint colour choices for the GLX+ grade include White and Red as no-cost options, or Impulse Blue, Blade Silver, Graphite Grey, and Black Mica as a $740 alternative.

All Mitsubishi Triton variants are backed by a 10-year/200,000km factory warranty when serviced through a Mitsubishi dealership. Scheduled servicing intervals are set at 12 months or 15,000km (whichever comes first) with capped-price servicing offered for the first 10 visits.

Driving Impressions

One of the things that has always impressed us about the Triton is just how easy it is to live with. The technology and interface are simple to navigate, with hard buttons for the most commonly used features.

Likewise, the gearshift, steering spoke buttons, and column wands are straightforward, which makes a nice change from some of the unnecessarily complicated competitors now on the market.

That’s not to say the Triton is a technological dullard. Far from it. It offers all the kit you need and little that you don’t, allowing you to get on with the job of driving – and farming, plumbing, making deliveries, or whatever else you choose to do with your cab-chassis ute.

Inside, the layout is simple yet thoughtful. The seats are adequately contoured, and the steering column adjustment spot on. The instrumentation is easy to read and visibility quite good. As with any ute, the view rearward over the tray is a bit of a sticking point, but the camera system helps considerably in this regard.

Without a load in back, the Triton feels a little stiff. While not to be expected, it is a consideration you must keep in mind if you plan to travel light. Mitsubishi offers softer suspension tunes elsewhere in the Triton range, and these really should be considered if you don’t need (or plan to often use) the full breadth of capacity on offer.

Still, we couldn’t fault the Triton’s roadholding nor its greatly improved electric steering. The tiller is accurate and sweetly weighted, traits earlier generation Triton owners will be certain to see as an improvement.

The brake pedal of the Triton takes a little time to acclimatise to, being long of stroke and with most of its modulation toward the foot plate. Braking performance is acceptable, but we reckon the Ranger and HiLux offer better pedal feel than the disc/drum Triton.

Moving to the other pedal (the throttle), and its impressive to find a nice, strong wave of torque on offer right from the get-go. The low-end torque on hand pairs well with the ratio spread from the torque converter automatic, shifting cleanly through the gears in busy traffic – and enabling decent fuel economy (8.0L/100km as tested).

The combination is equally willing on the open road, though we hasten to remind readers that we sampled the Triton empty – and expect this will change significantly depending on the weight carried/towed.

Less favourable was our impression of the Triton’s idle-stop system. The switchable technology is slow to respond when setting off from the ‘lights, and quite uncouth in its action. Where many similar systems fire instantly, the Mitsubishi arrangement seems to dawdle and splutter to life, letting down what is an otherwise impressive driveline experience.

In our opinion, the idle-stop system is one that’s best switched off – as too, perhaps, is the driver monitoring camera.

Set on the top of the steering column, the system keeps an eye on the driver’s gaze to ensure you’re focused on the task of driving. The trouble is, it’s far too nervous, chiming in when you’re making a head-check or looking for traffic in roundabouts. Considering how well the remainder of the Triton’s ADAS systems are calibrated, the driver monitor is a stand-out for all the wrong reasons.

We also found the Triton’s halogen headlights quite dismal against the LED offerings we’ve become accustomed to and think Mitsubishi should look to improve the distance and spread of light offered in the GLX+. Around town, the headlights border on acceptable, but on country roads they simply don’t cut it.

And that’s a great shame for a vehicle that would feel right at home in an agricultural setting. The hard-wearing cab and vinyl floors – not to mention that big alloy tray – speak to a vehicle that is otherwise well suited to life as a workhorse.

With a little fine-tuning (or a step up the model walk), we think the Triton has a lot to offer real ute buyers – especially those who are looking to save a few quid against the dearer alternatives in the segment.