We like
Priced between cheaper Chinese and more expensive one-tonners, capable Super Select II 4WD system, acceptable engine performance, points of difference with other Tritons, leather upholstery, heated front seats

Room for improvement
Needs Pajero Sport’s eight-speed auto, annoying double pump passenger door unlock, excessive fuel consumption when towing, HMI outdated, small info screen, lower 3100kg towing capacity, smallish door openings, jiggly ride unladen

Overview

 

Mitsubishi’s new generation Triton ute is just around the corner (February 2024), meaning the current generation is going into runout mode with deals to entice budget-conscious buyers.

 

Mitsubishi Australia has been on this value-for-money path for a while regularly releasing limited edition models with extra kit for a small premium and even Walkinshaw got in on the action with a specially equipped Triton Xtreme from $71,990 plus on-road costs featuring improved suspension and other detail changes.

 

That is a whole lot more than the test vehicle, a Triton GLS 4x4 dual-cab Deluxe Sport Edition priced from $56,440 before on-road costs that serves to reacquaint us with this popular, more affordable (Japanese) ute before the new Triton arrives.

 

The price represents a $1500 snip over the GLS Deluxe model on which it’s based and $500 less than the top of the range Triton GSR.

 

Mitsubishi has assembled 400 examples of the dark-themed limited Sport Edition that has goodies such as black leather upholstery with red stitching, leather-look door cards, red exterior highlights and specific decals over and above the GLS Deluxe.

 

A revamp of the Triton line up late last year saw increased standard equipment across the range along with the demise of the petrol engine entry model.

 

Though nearly identical underneath to the base model GLX Triton dual cab 4x4, (excluding the superior Super Select II 4WD system) the Sport Edition rocks the same 2.4-litre single turbo-diesel four-cylinder engine in this case mated to a six-speed automatic transmission.

 

The engine is good for 133kW and 430Nm, well shy of the benchmark 150kW and 500Nm of other brand one tonners…

 

What is perplexing is the use of a six-speed auto and not the better eight speed fitted a few years ago to the Triton-based Pajero Sport SUV. So, what we really have here is a “stickers and wheels” limited edition Triton model with minor upgrades focused on creature comforts and appearance.

 

But that’s OK because the Mitsu’ ute has proven to be a stoic workhorse that is fit for purpose across numerous applications.

 

The model’s age is clearly apparent especially in relation to the infotainment system and HMI (Human Machine Interface) controls. The exterior is depicted in white or black only with bold striping, black 18-inch wheels (including a full-size alloy spare) and other blacked out body hardware highlighted with chrome and red touches.

 

It has a tub liner and lid, rock slider side steps and a tow bar but nothing additional up front in terms of additional lighting or protection.

 

The five-seat cabin is relatively spacious compromised a touch by the low roofline that has its origins in earlier Triton chassis as exemplified in the curving cabin structure behind the rear doors.

 

Triton Sport Edition is configured solely as a dual cab pick-up with the desirable Super Select II 4x4 drivetrain and rear diff’ lock.

 

The Deluxe donor vehicle’s features are carried over and the Sport Edition is available only with the six-speed automatic transmission. An audio upgrade came in this year with a return of the factory-fitted SDA1 audio system thanks to improved component supply.

 

This integrated system features a 7.0-inch touchscreen, Apple CarPlay and Android Auto connectivity as well as two USB points and a HDMI port to support multiple connections. And as with the Triton GLS Deluxe, the Sport Edition scores a powered driver’s seat, heated front seats and a multi-around-monitor.

 

Actual payload on this 1991kg ute is 909kg (over a tonne on some variants), it has a 1490mm wide x 1520mm long load bed and is rated to tow 3100kg.

 

Desirable MITEC safety features include rear cross traffic alert, blind spot warning, lane keeping assist, lane departure warning, forward collision mitigation, auto headlights and high beam, auto wipers, around view monitor, reversing camera, trailer sway control and hill start assist and descent control.

 

We appreciated the paddle shift, dual-zone climate control, selectable off-road modes, smart key with one-touch start.

 

Driving impressions

 

All things considered the Triton Sports Edition is a worthy worker especially when you look at the price and what you get for the money. It might be an oldie but is still a goodie and is popular with large numbers of tradies and recreational users.

 

The 2.4-litre engine has adequate power and torque but on test, when towing, we paid the price at the bowser with the Triton recording 14.7 litres/100km towing less than 2000kg compared with a companion Pajero Sport with the same engine consuming 11.3L/100km pulling roughly the same load.

 

We couldn’t figure it out at first, but then realised it was the six-speed auto in the Triton versus the more efficient eight-speed auto in the Pajero Sport providing better gearing for a given application and lower engine speeds for fuel economy gains.

 

Unladen, the Triton recorded near claimed fuel economy of 8.6L/100km.

 

Strangely, the next-gen’ Triton retains the old six-speed auto and gets another turbo which makes you wonder if the engineers were paying attention.

 

Off the line you need to wait for the mill/turbo to spool up if fast acceleration is required but outside that there are no complaints. It’s smooth and relatively quiet on the highway and you hardly notice half a tonne in the tray.

 

When empty, the Triton is jiggly over rough roads despite the double wishbone and coil front suspension, so we are blaming the leaf springs at the rear. They are optimal for work applications over coils but need some weight to settle the rear end.

 

It has small front disc brakes that appear too small for heavy work although they were fine when towing. Mitsubishi isn’t alone in fitting small discs on the front as they are common on other brands and are undoubtedly sacrificial when considering the weight of the vehicle and potential load.

 

We only used the paddle shift for selecting the preferred cog towing on long uphills other than that the Triton stayed in D.

 

It doesn’t have radar cruise which came as a shock and Apple CarPlay apps were only happy when connected by cable.

 

The cabin has enough adjustment to get the driver comfortable over a long haul and the overall dash design is simple and effective.

 

We took it for a spin off road and the (long) Triton was pretty good apart from being a handful turning in tight going. The suspension felt controlled, and the brakes were up for it though wheel articulation in really rough going is lacking.

 

It has decent wading capabilities and crawls up and down steep climbs like a tank. But we wouldn’t attempt that with a tonne of firewood in the back.

 

So, the takeout from this late drive of a soon to be superseded model is … good value for money, reliability, strong work ethic and in our opinion, a better choice than a Chinese ute for a few grand more.

 

The Triton is covered by Mitsubishi’s 10/10 Diamond Advantage warranty and capped price servicing program that comprises a 10-year / 200,000-kilometre manufacturer’s warranty, with 10-year Capped Price Servicing.