The vehicle on test is a Mitsubishi Triton GLX-R dual cab turbo diesel fitted with the 5 speed sports auto, super select transfer case, rear diff lock and MMCS (Mitsubishi Multi Communication System)
The Triton was a bit on the radical side when the current shape was released but now it seems to not even get noticed as you are driving along. Mitsubishi have stayed with the tried and tested method of building utes and as always there will be compromises.
If you are carrying a load all week and having a bit of fun on the weekend then this isn’t a problem but if you are using it as a vehicle to commute to and from work with occasional load carrying and the odd big trip then a set of aftermarket springs would make life a lot more comfortable.
Good
4WD/stability system
Load carrying
Optional extras (diff lock)
Not so good
Unladen ride
No reverse camera with MMCS
Lack of hill descent control
The Triton has a smooth flowing body that hides the fact that it has actually got a reasonable cargo area and payload. I had no trouble squeezing through narrow bush tracks.
The roll bar on the tub is like most utes in similar trim specs being largely ornamental as there are no ears to secure loads to prevent them shifting. There are four tie down points in the tub and again as with its competitors you run out of hooks quickly when loading up.
The Triton sits on 17" x 7.5" Alloy wheels with 245/65R17 111S RF Tyres
The Triton has an overall length of 5389mm, wheelbase of 3000mm, width of 1800mm and height of 1780mm. The ground clearance is 205mm, approach angle [degrees] 33, departure angle [degrees] 21, ramp over angle [degrees] 27. Tare mass is 1992kg
Inside the Triton the finish continues the outside theme with smooth lines and easy to decipher switches and gauges. There are also a reasonable number of holders/pockets for your gear.
The driver’s seat was comfortable with firm support on the base and back and has height adjustment but misses out on lumbar support and rake adjustment. There is room in the back for two adults to sit comfortably for short trips and children will be good for the long haul, however three would be a bit squeezy.
I found the driver’s seat comfortable for a couple of hours but after that it became a bit hard on the back. The driving position was good with reasonably over bonnet visibility. I was able to comfortably brace myself in the drivers foot well to maintain control of the pedals and steering wheel.
The side view mirrors gave a good view of the rear of the car and adjusted down far enough to see the rear wheels.
The MMCS worked well connecting to the phone but would benefit from a dedicated mic and the mapping software was good with reasonable coverage off road but I wouldn’t want to rely on it if you go off the beaten track. The only thing that let it down was the lack of reversing camera.
The Triton suffers from the same rough ride that all leaf sprung utes suffer from but once you put a bit of weight in the back the ride improves noticeably.
Challenger XLS Dash shown which is the same but for the woodgrain.
Triton comes with multiple air bags and ABS/EBD. The vehicle on test also had Active Stability Control, which worked well as I found out on a heavily corrugated dirt road when the vehicle took action to correct the direction I found myself in.
The Triton has a gutsy 2.5L common rail intercooled turbo diesel producing 131kW@4000rpm and 350Nm of torque @ 2000rpm for the auto and 400Nm for the manual. Off idle there was a moment of turbo lag before it kicked in and then there was plenty of power to keep you moving.
Climbing up through the hills out of Sydney the Triton took them in its stride only kicking down when given a bit of right boot or getting stuck behind slow moving traffic.
Transmission ratios seem well spaced out as there was little hunting experienced and off road in low range it was easy to keep the revs in the torque range.
Engine braking was good enough to moderate speed on the steep down hills but there was still plenty of brake application required as there is no descent control.
I found the triton to be a good off roader. It went everywhere we pointed it and only touched underneath once or twice on the more difficult sections but with the traction aids engaged made it through. A set of good off road rubber would make a huge difference.
Wheel travel is good especially in the back and it took some pretty gnarly terrain to get the wheels off the ground. The Triton would need suspension work to make it a truly competent off roader as the front end has limited travel being IFS.
A snorkel would also be a good investment if frequent creek crossings are planned as the intake is situated on top of the radiator.
There is also good towing capacity at 2700kg with 270kg ball weight, combined with a 938kg payload means it will take a lot of gear.
All things taken into account this is a good vehicle for the tradie who wants to take the family away on the weekend or those who don’t want to get into the wagon market.
For a stock vehicle it took everything I dished out to it within its limits and would take you to most places in Australia and with a little bit of aftermarket gear would take you the rest of the way.
There are lots of genuine and aftermarket accessories available allowing you to customise to your needs.
As tested the Triton came in at $54,190 list price.
