Update #4 – Driveline

THE Triton long-term evaluation is providing a valuable insight into the sixth generation vehicle as a whole, and importantly, into the performance and economy of Mitsubishi’s 4N16-series twin-turbo diesel engine.

Displacing 2.4 litres and outputting 147kW/470Nm, it’s a competitive unit that offers generous low-end torque (peak torque is delivered between 1500-2750rpm) and ample power (peak power is delivered at 3500rpm), all of which is channelled effectively via an Aisin-sourced six-speed automatic transmission.

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.

Mitsubishi quote a combined cycle fuel consumption figure of 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.

In our weeks of ‘ownership’, we have found the Triton powertrain to be a willing and competent tool that delivers strongly when required – and economically as a whole.

Off-the-line acceleration is smooth and progressive, the Triton building speed effectively to achieve 100km/h in just more than 10 seconds.

We found overtaking performance to be on par with class competitors, and felt grade climbing was a Triton strength, the twin turbochargers working to deliver sufficient grunt that transmission downshifts are largely avoided – at least when driving with little to no payload.

But the Triton is a workhorse, and it’s when the vehicle is loaded that it continues to impress.

In undulating terrain, the four-cylinder engine is rarely stressed, and cooperates well with the transmission to select and hold an appropriate ratio over extended climbs. That lack of ‘gear hunting’ is not only a welcomed characteristic of the Triton driveline, but one that aids in managing fuel consumption.

While we have seen consumption rise to 12.6L/100km during moderate towing, the gauge quickly settles to the mid seven-litre range when work duties are done.

On longer highway stints (and with light loads and two adult passengers on board), the Triton has achieved an outstanding 6.9L/100km average, showcasing the benefits of Mitsubishi’s twin-turbo arrangement.

Of course, many ute buyers will be curious to understand not only the Triton’s fuel use, but also its thirst for DEF (commonly known as AdBlue). To date – and with several thousand kilometres on the clock – we are yet to open the AdBlue cap or see a low-level warning (this appears with 2400km range remaining in the case of the current Triton).

Mitsubishi suggests a range of 10,000km to 17,000km between AdBlue fills, which should cost around $35 based on current rates (and the Triton’s 17-litre tank size).

While in our care, we’ve been diligent in checking the Triton’s vital fluids… though this might just be hyper-vigilance on our behalf. To date, the GLX+ dipstick has maintained the same level as when we picked it up, the coolant reservoir likewise consistent.

We’re also yet to see a single warning light, besides the occasional ‘low fuel’ light below an eighth of a tank. Good news, as far as we’re concerned.

Visit GoAuto again soon for our next long-term update of the 2025 Mitsubishi Triton GLX+ or click on the links below to read past updates.

2025 Mitsubishi Triton GLX+ long-term test:

Update #1 – Fit & Finish

Update #2 – Towing

Update #3 – Technology & Ergonomics