Has Mitsubishi’s ute had the glow up we have been waiting for?

While the Mitsubishi Triton has often been a pragmatic choice of value in the competitive ute segment, there’s no doubt it has been feeling long in the tooth in recent years. The fifth-generation model debuted in 2015, and was itself a heavy refresh of the fourth-generation model (which dates back to 2005).

And considering how far the ute segment has moved in terms of technology, refinement, and general prestige in the past few years, the Triton was well due for an upgrade.

On one end of town, the Ford Ranger (and closely related Volkswagen Amarok) has shown just how far this off-road, utility segment can also appeal to families.

But on the other side, Mitsubishi’s position in the market is under assault from the likes of rapidly improving offerings from China and South Korea.

This time around, Mitsubishi hasn’t left much on the table. It’s a new platform with thoroughly redesigned suspension, more power and torque, and a bigger footprint overall.

The same 2.4-litre engine now has an additional turbocharger hanging off the side, pushing 150kW and 470Nm through a six-speed automatic gearbox to a part-time or Super Select II four-wheel-drive system.

But does it all add up to a compelling, competitive offering? Let’s get behind the wheel to find out.

As is so often the case, pricing for the Triton has been pushed northward with the new-generation model. Increases are more pronounced towards the top of the specification ladder, with GLS getting the most noticeable $7600 bump in this new generation.

While two-wheel-drive variants will appeal to fleet buyers (especially with a handsome list of standard equipment), the cheapest 4×4 is the GLX dual-cab at a reasonably palatable $50,940 plus on-road costs. A quick check of other entry-level competitors with four-wheel drive and an automatic transmission says the Nissan Navara SL is at $49,850, Isuzu D-Max 1.9 SX is $50,200, a single-turbo Ford Ranger XL is $50,880, and a 2.8-litre Toyota HiLux SR is $54,605.

We’d say, on first impressions, that the second-from-the-top Triton GLS ($59,090) feels like smart buying in the Triton range, picking up Super Select II, LED lighting, a tub liner, dual-zone climate control, keyless entry and push-button start. Run that against the likes of a Ford Ranger XLT ($63,390), Isuzu D-Max LS-U ($61,000), Toyota HiLux SR5 ($62,490), and Mazda BT-50 XTR ($59,280), and you can see this new Triton plundering some sales from the competitive set.

GSR sits at the top of the range, but adds mostly a manual roller cover for the tub, aesthetic changes inside and out, and power adjustment for the driver’s seat for the near $4000 premium.

Firstly, the new Triton has grown noticeably in comparison to the previous generation. You’ll notice that GSR specification is listed as being a little wider and taller, but that comes from the addition of flares and roof rails.

The new-generation model is 15mm longer, 50mm wider and sits on a 50mm broader wheel track. The wheelbase has grown to 3130mm from 3000mm, and that distinctive ‘J-pillar’ at the rear of the cabin has been flattened out.

The entire vehicle has been squared off noticeably, with a more boxy demeanour at both ends with this new-generation model.

More length and more wheelbase mean the Triton catches up to others in the segment, and also affords a better sense of interior space. That 50mm of extra width might not sound like much, but it makes all the difference in terms of shoulder space.

Throw in a reworked and modernised interior design, and this new Triton feels every bit a generation step-up over what it replaces.

There’s 12V, USB-C and USB-A power available up front, along with a wireless charging pad (on some models). GSR is the only one that picks up pop-out cupholders on the dashboard, similar to the Ranger only keeping it on the Wildtrak. Models like the D-Max and HiLux are more democratic in this regard. However, the second glovebox in front of the passenger will be handy for storing some of your junk.

On top of this, your everyday storage is covered by the regular spots, space in the door cards, a big nook underneath the air-conditioning controls, and cupholders.

Surrounding the two cupholders in the centre console in the GSR and GLS is a lot of shiny piano black material, and my experience says this might not fare well against a constant barrage of rubbing, knocks and scratches.

The second row of the Triton benefits greatly from increased external dimensions, giving you a bit more space and comfort overall. Leg room and head room are much better, and feel closer in line with something like a new Isuzu D-Max or Mazda BT-50.

Instead of typical console-mounted air vents, Mitsubishi has persisted with the bulky-looking roof-mounted air recirculator. This draws cooled or heated second-hand air from the front of the cabin and pushes it towards those in the back. It always struck me as being something of a work-around solution for an ageing model that missed the plumbing for proper air vents, but Mitsubishi reckons this works well and customers love it. I’m not so sure.

Power outlets in the back include 12V, USB-A and USB-C. There are two top-tether points and two sets of ISOFIX points, but no under-seat storage like you find in other models.

The amount of fit-out in the tub of the Triton varies according to specification, but even the top GSR feels a little lacking in comparison to the benchmark of the segment. There are tie-down points, but no power outlets, and the roller cover of the GSR is a manual-style unit. The tailgate doesn’t lock via the central locking remote and instead requires manual locking.

Across the entire range of Triton models is the same 9.0-inch infotainment display, which is different to the strategy some car makers employ by increasing screen size further up the spec ladder.

If you’ve spent any time in a Mitsubishi Outlander (or some Nissan models), you’ll recognise this system. It sprouts firstly from Mitsubishi and Nissan sharing a Nissan-led platform for their respective medium-sized SUVs, the Outlander and X-Trail.

Instead of going through the effort and expense of developing their own proprietary system this time around, Mitsubishi has stuck with the same Nissan-sourced set-up.

And that’s good news because it’s a quality set-up. There might be bigger screens available in rival models, but having 9.0 inches of screen in even the base-specification ute is a good thing.

Apple CarPlay works through both wireless and wired connections, but it’s only the latter for Android Auto. No great loss, I say. Native navigation is standard across the range as well, but digital radio only comes into play with the GLX+ and above. There are four speakers inside, which increases to six for GLS and GSR models.

Along with a regular analogue speedometer and tachometer, you also have a 7.0-inch digital multifunction display in front of the driver for the regular range of driving and trip information.

At the time of writing, the new Triton does not have an ANCAP crash rating published. However, we understand that Mitsubishi is working with ANCAP in order to facilitate testing, and a rating will be published in due course.

Safety always needs to take a forward leap with generational changes, and that’s the same case here. Mitsubishi has opted to keep the full gamut of active safety technology right across the range of two-wheel-drive and four-wheel-drive Tritons, which will certainly help with appeal to fleet and private buyers alike.

There are eight airbags in the cabin of the Triton, which include full-length curtain airbags, a driver’s knee airbag, and a front-centre airbag to reduce inter-occupant collisions.

The driver distraction system in front of the driver and sitting on the steering column can be quite frustrating. It depends on where you put your hands, and will beep when its vision becomes obstructed. It also gets cantankerous if you’re wearing sunglasses. This would be no doubt annoying for everyday useage.

In comparison to the previous-generation model, Mitsubishi has managed to trim off a few dollars of servicing costs over the capped-price program.

Along with the possible 10-year Mitsubishi warranty (provided that you keep your vehicle dealership-serviced), there is a 10-year capped-price servicing run to set your watch to. Intervals are set at a regular 15,000km or 12 months, and go out to $6690 for the decade. That’s not bad for such a period of time, and having that kind of visibility is really useful for those with tightly planned budgets.

Being a relatively new vehicle, the Triton is yet to be populated on our regular range of comprehensive insurance generators. But in due course in future reviews, we will be able to give some more information in this regard.

Strapping another turbocharger onto the 2.4-litre block isn’t the only change here. There’s a new fuel injection system, redesigned piston crowns, and a handful of other minor changes to help with the 15 per cent increase in power and nearly 10 per cent increase in torque.

However, the Triton still manages to stay (on paper, at least) one of the more frugal utes available on the market. In comparison to the previous-generation model, fuel consumption gets trimmed back quite noticeably.

The two-wheel-drive Triton claims 7.5 litres per 100 kilometres, while the four-wheel-drive models have a claimed number of 7.7L/100km. Because the system can be pushed into two-wheel drive, models equipped with Super Select II don’t seem to have any negative impact on fuel economy.

In our test, which included a big chunk of trafficked Adelaide streets, fast country roads and some off-roading, we saw an average of 9.8L/100km come through on the multifunction display.

With 150kW and 470Nm, this new Triton is now not far off the best-selling benchmarks of the 2.0-litre Ford Ranger and 2.8-litre Toyota HiLux in terms of outputs, and it’s able to squeeze in front of the Isuzu D-Max/Mazda BT-50 twins, and the Nissan Navara.

Naturally, bigger V6 engines still take the cake for performance, but also with smoothness and refinement. This engine does make some funny clattering noises at times, especially when under load in the mid-range. It’s reminiscent of an old Victa lawnmower, churning through long grass with a dodgy spark plug at times, in terms of the soundtrack.

But more importantly, the engine feels like it has a nice, progressive feel throughout the rev range. There’s no obvious stepping point or flat spot between the turbochargers, and there is an obvious off-throttle benefit to having a smaller scroll at the start for low-down response.

It’s not a high-revving motor (is any diesel?), but it more importantly feels strong and capable in the circa-2000rpm mid-range. Note the peak torque figure, which comes on tap from a healthy 1500rpm, which is great for lugging. 

There is no eight-speed automatic gearbox here, even though Mitsubishi uses just that in the Pajero Sport behind the 2.4-litre engine. Mitsubishi engineers chose not to use it because of costs and complexity.

And while more is generally seen as better, six speeds in this well-sorted six-speed automatic gearbox certainly feels perfectly fit for purpose in this case. It shifts smoothly and is well timed, getting the right kind of revs and impetus out of the engine when you need it.

GLS and GSR specifications get the well-known Mitsubishi highlight of Super Select II, which combines a gear-based Torsen centre differential that allows for four driven wheels on-road but can also be locked for proper four-wheel driving. 

However, it can also be run in rear-wheel drive only to reduce drivetrain losses.

The Ford Ranger and Volkswagen Amarok both have a similar four-wheel-drive system that can be used in two-wheel drive, all-wheel drive, and four-wheel drive, but the difference here is that they use electronically controlled clutch packs to vary the torque split and locking functionality.

The ride quality of the Triton is mostly familiar for the segment. Firm at times, and stiff over bumps when unladen. It’s not the worst we’ve experienced, but first impressions say it perhaps lacks a little of the polish that you find in something like a Ranger. 

There are some interesting details to jot down here. Firstly, GLX and GLX+ get a stiffer suspension package more suited to being laden more often than not, while GLS and GSR get a more comfort-oriented spring rate.

Mitsubishi has gone to the extent of applying an Australian-only suspension tune to the Triton, with different springs and dampers up front, along with a retuned rear damper compared to overseas markets. 

Both suspension set-ups can feel a little stiff and tightly bound over the bumps at times, but once again, we do expect such things when a ute is unladen.

The softer rear springs in GLS and GSR help in terms of just settling down the feel of the car and making it a little bit more palatable for everyday driving.

Off-road, the new Triton is an improvement in a handful of ways. Ground clearance hasn’t changed dramatically, with the same limitations of rampover and departure that you’ll see in every ute this side of a Ranger Raptor or Ram TRX. The longer wheelbase looks to be offset by better general overall ground clearance, with Mitsubishi claiming an off-road clearance figure of 228mm.

The vibration-damping block on the rear differential of the outgoing model is still a feature. This time, at least, it has an improved profile in comparison to the previous generation.

Along with a locking rear differential (which was there in the previous generation), we now have a more capable and smarter off-road traction-control system that improves capability. Selectable driving modes make a big difference to throttle feel and gearbox calibration, but the fact is they now work in unison with the locking rear differential instead of being mutually exclusive.

For reference’s sake, not all utes do this. But they should, I think, because it allows you to have the best of both worlds when taking on challenging terrain.

Right, let’s crunch some numbers. The 3500kg of braked towing capacity is a good thing in isolation, especially in comparison to the 3100kg cap of the previous-generation Triton.

However, an equally important number is the gross combination mass, if you’re planning on loading up both tub and towball at the same time.

A 6250kg GCM for the new Triton is an improvement over the previous-generation model, but it still can catch you out if you’re towing the maximum amount.

For example, a top-spec GSR Triton will have its payload reduced to 580kg when towing the full 3500kg, which needs to account for all passengers, accessories, gear and ball weight.

So in other words, you can tow 3500kg with the new Triton technically, but if you have 350kg of ball mass from the trailer, your payload gets reduced to just 230kg.

This is a similar predicament to just about every ute out there (bar the 79 Series LandCruiser), and can catch out many who obliviously overload their vehicle beyond the allowed amount.

Whereas the old Mitsubishi Triton was always a strong competitor in the bastion of value and bang-for-buck performance, there was no doubt that the previous-generation model was feeling a bit tired. Examples like the Isuzu D-Max and Ford Ranger had shot ahead in many respects, while other value options like the Ssangyong Musso and GWM Ute were undercutting the Triton’s happy place.

With this new update, the Triton has moved the game forward. Not for the entire segment, but for itself. While pricing has crept up noticeably, the quality and capability of the offering have been improved commensurably.

It can tow more, it has better payloads, looks to be much stronger through the chassis and suspension, and is better off-road. The usual range of technology and safety upgrades are all there as well, rounding out a solid offering that feels modern and well executed, but also now provides a compelling cost-cutting alternative to the Ford Ranger and Toyota HiLux.

It’s not the outright best in segment, according to our first drive of the new Triton. But it might just be (once again) the best on the balance of value, inclusions and performance.

If you are reading this review, the new Mitsubishi Triton is officially on sale and examples are being delivered to dealerships around the country. While extra-cab and single-cab versions have been delayed, Mitsubishi are confident with the kind of supply of vehicles they are bringing into the country initially, and dealers will be already taking orders.

As we’ve hinted earlier, the GLS might be the sweet spot for family and recreational use, while the GLX and GXL+ might be the best choice for business and fleet purchases.

The next step on the purchase journey is to check the Mitsubishi website for stock of your preferred Triton variant. You can also find Mitsubishi vehicles for sale at Drive.com.au/cars-for-sale.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. Find your nearest Mitsubishi dealer via this link. We’d also recommend test-driving the Isuzu D-Max, which would be the closest competition in terms of pricing, performance and inclusions.

If you want to stay updated with everything that’s happened to this car since our review, you’ll find all the latest news here.