Mitsubishi ML Triton 2.4 petrol 2007 Review

Not so much
>> Small petrol engine just adequate
>> Double cab's short and shallow pick-up bed
>> Deleted safety features

Overall rating: 3.0/5.0
Engine, drivetrain and chassis: 2.5/5.0
Packaging and practicality: 4.0/5.0
Safety: 3.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 3.0/5.0

OVERVIEW
As part of Mitsubishi's two stage launch of the ML Triton range, the four-cylinder petrol models were the last to be complianced for the Australian market for an April 2007 on-sale date. The new diesel and V6 petrol models were prepared first for the models mid-2006 launch (more here) to capture the big growth in double-cab and 4x4 sales followed by a nine-month wait to complete the range. The wait has been worth it as the new four-cylinder sets a new benchmark in bargain pricing while maintaining the same refinement, style and equipment edge as the upper models.

Mitsubishi has paid dearly for this delay after it was forced to rely on the previous MK Triton to fill the gap. The loss of MK Triton production in 2006 cost Mitsubishi a massive 77 per cent loss in sales volume. A new $17,990 GST-inclusive ongoing model for ABN-holders based on the new ML Triton 2.4 GL cab chassis with factory tray, aircon, twin airbags and Bluetooth phone kit is a showroom-stopping deal designed to turn this situation around immediately.

The new ML Triton looks more mainstream as a two-door cab-chassis or pick-up losing the controversial curves of the double-cab cabin. Because the single cab does not have the class-leading rear cabin space of the double-cab, its load length is more consistent with others in this class while also offering extra width.

The spacious double cab 2.4 models share the same pick-up bed as the top levels that can be up to 200mm shorter than rivals but there is now the option of a flat bed. The main external difference over the more expensive double cab models is the absence of wheel arch flares which dictates a large black protective strip on the leading edge of the pick-up bed not fitted to upper levels.

The dark grey slotted plastic grille and bumpers give these basic ML Triton models a more aggressive truck-like appearance than some of the upper-level Tritons.

Despite the five-speed manual, rear-drive only drivetrain, it has a raised look that says 4x4 and at least generates reasonable ground clearance. The larger than usual 16-inch wheels deliver a proportion missing in its Hilux rival.

For a tradesman special, it won't generate any jibes about being a cream puff but only if you don't try to hitch up a loaded tandem trailer or big fishing boat. Towing capacity can be as high as 1800kg but you wouldn't want to be in a hurry.

Compared to the big power and torque figures of the latest diesels, these new Mitsubishi 2.4 petrol models are little boys doing a reasonable job of pretending to be men. That is at the same time the ML Triton's biggest appeal and its main shortfall. It looks like a big boofy tradesman's truck, loads up like one and no one except the owner needs to know that it doesn't pull like one. 

While Mitsubishi claims that it is aimed mainly at metro owners, builders, electricians and ABN holders, its application may extend well beyond that. When the GLX Double Cab version costs only $25,690 fully-equipped, its large and reasonably comfortable five-seat cabin and frugal 2.4 engine, which is also LPG compatible, can make extra sense as a second family runabout if equipped with a canopy, hard tonneau or roll top.

These vehicles by the standards of today's passenger cars are incredibly easy to work on and generate low running costs at all levels including depreciation. The ML Triton is also very easy to drive with a benchmark ride and handling balance, even at entry level.

The $17,990 ABN special with its tray top has a huge range of applications. For a young tradesman or labourer wanting to pick up extra work on the weekends, it might make a more useful 18th or 21st birthday present than a basic hatchback.

With a canvas rear section, it could also double as a cheap and practical way of travelling around Australia or getting away on the weekends. As for the big growth in home gardening services, rubbish clearing and other handyman applications, it represents a smaller outlay than ever before.

Mitsubishi's basic four-cylinder engines are sloggers and don't mind some hard work but this model is not really intended for ongoing heavy duty applications. Its refinement ensures that it will work well as a commuter with the added ability to really load it up for the occasional short trip. There is a risk that the longevity and fuel economy equation will be compromised if constantly loaded to the limits.

For an LPG-powered light courier application, the cabin and ride are better than expected and Mitsubishi claims that its 11.4m turning circle is the best in its class.

A proper crash safety body shell, standard airbags, ventilated front disc brakes and a relatively cheap ABS option suddenly make the work place a lot safer for many operators even in its most basic specification.

PRICE AND EQUIPMENT
This is where Mitsubishi considers it has gained a real edge by keeping these well-priced four-cylinder models simple.

The two-door cab comes only as a base GL with a choice of cab-chassis or pick-up bed while the double cab comes only as a GLX with the same load choice. Both are manual-only with no auto or 4x4 options. Given the fine balance between the 1530kg starting weight and four-cylinder limitations, neither option would perform satisfactorily with a decent load anyway.

Equipment on both models is outstanding for the price. Aircon, side and rear window demisters, driver's left footrest, remote central locking, electric windows, tilt adjustable steering column (but not reach), tachometer and temperature gauges, in dash storage box with lid, cloth trim with vinyl floor covering, cloth trim and AM/FM radio/CD with MP3 compatibility across the board are a benchmark for a tough truck with a genuine one-tonne capacity.

The GLX double cab adds extra passenger assist grips, coat hanger, electric mirrors, overhead digital clock, centre console storage box and twin bucket front seats (instead of the split dual and single front seats in the two-door cab), rear seat headrests, four speakers instead of two and remote fuel filler lid release.

Both include a full-sized spare wheel. The pick-up bed is double-walled with inner tie-down hooks and standard rear mudflaps and there is a rear window guard frame. Front protection is good with protected intake areas and front skid plate, both too often missing on some rivals. The lack of front mudflaps and painted bumpers may be an issue for some but the Triton's grey plastic will at least take the knocks.

As mentioned above, the knockout-value model is the one aimed at ABN holders based on the GL cab-chassis which adds the factory tray and Bluetooth kit to all the standard GL features for an almost petty cash price of $17,990 including GST. 

Last but not least are the five-year/130,000km whole vehicle warranty, 10-year/160,000km non-transferable powertrain warranty and a five-year/unlimited km roadside assistance package on all models.

For companies who buy these vehicles for specific projects then dispose of them, this level of cover must contribute to ease of selling and lower depreciation.

A range of metallic and pearlescent colour options are available on both models for $350 and alloy wheels are an option for those who want to spend the savings on extra presence. The normal price for the basic GL single cab-chassis is $19,990 while the GLX double cab pick-up starts at $25,690.

While both were once respectable figures in this basic light commercial class, the latest 2.5-litre turbodiesel fitted to the Triton's equally basic Ford/Mazda rivals deliver a revealing comparison with 105kW/3500 rpm and 330Nm/1800rpm. The Triton's combined fuel consumption of a once reasonable 10.9lt/100km now looks extravagant against the Ford/Mazda diesel's 8.3lt/100km.

The benchmarks have really moved in this segment leaving Mitsubishi to compete on price but these basic Tritons do have a wildcard. Not everyone is a diesel fan and Mitsubishi has a strong reputation for LPG-compatible engines in its light commercials. The 4G64 engine is one of the most durable of its type on gas when the factory openly claims that it is LPG-compatible.

As expected with such big differences, the ML Triton 2.4 can feel slow by comparison and will lose even more on gas. With its peaks occurring at relatively high revs, it won't reward lazy drivers but if you row it along with the gearlever, it can be a refined and smooth performer.

The Triton opens up gaps in several other areas. It really does set a benchmark with its new chassis design that features double-wishbone coil-spring front suspension, big 16-inch wheels, ventilated front disc brakes, upgraded rear elliptic springs with their ride inserts that do work when unladen and sharp, power assisted rack and pinion steering that will shame some passenger cars with its steering feel.

An omission that may be of critical importance to some is the lack of a limited-slip diff even as an option. While it is not needed on the road, unladen traction on soft or slippery surfaces will be marginal.

PACKAGING
This is where Mitsubishi has again been clever. It has taken the larger and more advanced body and chassis of the ML Triton and combined it with a mildly upgraded version of the old Triton's base powertrain. It only just works when the engine loses 3kW and gains 2Nm.

Although the outgoing MK Triton was once a class leader, its age was really showing with a high floor and low cabin roof that was similar to climbing in and out of a letter box for a big Aussie. It was also narrow.

The old Triton double cab was unbelievably tight in the rear compartment but offered one of the longest but shallowest load beds with a big rear overhang. Mitsubishi has approached the new model with a totally different perspective.

Single Cab: For the most basic model, the cabin has a bright, modern look although the plastics are hard and basic. The seats consist of a driver's separate bucket and a two seater bench, both cloth-covered.

The lower dash is unique to the single cab when the centre console is shortened and simpler to allow extra space for a centre passenger's legs around the centre floor shift. The handbrake is re-located under the dash inside a special cut-out next to the steering column.

There is an open centre bin for storage and a useful covered compartment above the heater/ventilation controls. The vertical centre vents are better located than some rivals as you can find a position on the steering wheel where your hands are not chilled.

The new cab design offers an increase of 4mm in headroom, 15mm leg room and 10mm shoulder room. Because of the abrupt cut off behind the doors, the pick-up cargo bed is a long 2220mm and is quite stylish at the expense of cabin storage. It has no rear protection which allows flush loading from the rear.

A critical feature of the load bed is its very shallow sides of just 405mm when most are over 450mm. Operators are sharply divided over this. If you have to load or unload heavy equipment from the sides, it makes life much easier. However, if you have to secure valuable equipment or tool boxes under a hard tonneau or roll top, it is simply not deep enough for even a basic cooler.

The factory tray appears to integrate well into the new style single cab.

Double Cab: Mitsubishi has gone to the opposite extreme from the previous model with a massive passenger cabin that is more car-like in the rear than any other rival with a reasonable incline to the rear seat back rest. The figures say it all: an extra 150mm interior length, 25mm extra front headroom and 60 mm more rear headroom and legroom.

This big cabin comes at a big cost in load length when Mitsubishi has also cut rear overhang. The load length of 1325mm is a long way short of the best in class which exceed 1500mm by a fair margin. When this is shorter than an adult bicycle, it may limit some family applications.

Like the single cab, the load height is also restricted to just 405mm. By the look of some accessories, the aftermarket is struggling to integrate a canopy with the new styling while providing adequate load height. A factory tray is optional.

Inside, the double cab is better than expected at the price. Unlike some rivals, Mitsubishi takes advantage of the front bucket seats and goes to the trouble of delivering a classier centre console with an extra storage bin and a proper centre hand brake over the single cab.

For such a basic model, the cloth seats look good and are reasonably comfortable. This is one of the few double cab models where all passengers are treated as equals.

SAFETY
At the 2006 launch of the ML Triton, the big news was the RISE body structure that provides a rigid passenger cell for extra occupant protection. This has now been applied to even the most basic models. When crash safety of these separate body-chassis light commercials is generally unexceptional, it will be of interest to see if future crash tests indicate that Mitsubishi has in fact raised the bar.

Full marks for the standard dual airbags in the front when they were not even an option in this class less than five years ago. There are side impact beams, driver and front passenger seat belt pre-tensioners and child restraint anchorages where applicable.

The centre seat belt in the single cab is a lap belt only. The centre belt in the GLX double cab's rear seat is downgraded from the upper level's three point belt to a lap belt which is a backward step given its potential for a family application.

The height adjustable front seat belt mounting points of upper levels are fixed in these four cylinder models. Safety has been a casualty in the keen pricing.

As expected, ABS is not standard at this level but at least it is available as an option, a welcome advance in the under $20,000 range. At just $1000, it is a no-brainer as the braking ability of these vehicles varies so wildly when laden and unladen.

COMPETITORS
Mitsubishi has been quite particular in identifying only its four-cylinder petrol rivals for its new petrol fours but in reality, the special deals on rival diesel models make it a far closer call. When both Mazda and Ford have dropped their petrol engines from their ranges and launched a special low cost 2.5-litre turbodiesel as described earlier, the Triton 2.4 struggles to make a case at its normal retail prices which are within a thousand or two of several better diesel rivals. 

GL Single Cab-Chassis 2.4 4x2: The high 4x4 ride stance separates the ML Triton from several rivals at this base level. It is significant that Mitsubishi focuses solely on its $17,990 ABN model in the value stakes. While this is justified, rivals also offer similar ABN specials that make a nonsense of catalogue models. The following comparisons soon fall part once the $19,990 starting price for a basic GL cab-chassis is entered in to the equation. The lesson here is to watch out for the special ABN deals that are a constant feature of this market.

Mitsubishi claims its new Triton GL 2.4 one tonne tray ABN-offer delivers $2490 of extra value over its Toyota Hilux Workmate rival and represents a $5470 better deal than its Holden Rodeo DX competitor.

Compared to the Hilux Workmate, Mitsubishi claims its $17,990 ABN special offers aircon, Mitsubishi's unique warranty, electric windows, central locking, roadside assist, 16-inch wheels versus 14-inch, cloth seat trim, rear window demister and front mud undertray while conceding on engine capacity (2.4 versus 2.7-litres).

Over the Rodeo, the Triton offers similar advantages according to Mitsubishi plus it adds the driver and passenger airbags, seatbelt pre-tensioners and tachometer missing from the Rodeo DX while offering an equivalent mechanical package that delivers better fuel economy.

GLX Double Cab 2.4 4x2: At the $25,690 starting price with the extra GLX features, it is hard to beat the ML Triton's spacious cabin and modern presentation when diesel rivals can add another $10,000 to the bottom line especially after you start optioning in a similar specification. The petrol Hilux Workmate dual cab equivalent starts at almost $1000 more and concedes on similar features as the Workmate cab-chassis.

Mitsubishi undercuts the Rodeo DX Crew Cab by $600 and offers the same feature advantages as the cab-chassis although the Rodeo does offer a standard limited slip diff at this level.

Where a pick-up body is required in both cases, the final clincher may in fact be the relative space allocated to passengers and load which varies across each manufacturer.

Several Ssangyong Musso and coming Rexton models based on the company's four-wheel drive wagons provide extra comfort and room for the rear passengers with a shortened cargo bed.

ON THE ROAD
The ML Triton comes into its own in the way it takes all Australian road conditions in its stride. 

Although diesels can deliver extra grunt and economy, they are still not as uniformly civilised as a petrol four like the one in the ML Triton 2.4. It is possibly the most car-like of all the single cab models with a particularly quiet ride from the front and a less abrupt ride from the rear end than expected even as a single cab flat bed.

Unlike others in this market, Mitsubishi did not add sand bags to the load area for the test which covered a range of broken dirt, uneven bitumen and highway work.

The ride comfort, driving feel and safe handling are now equivalent to what was regarded as the bottom line in the last generation of smaller rear drive sedans. The performance is familiar and represents quite an advance given these light commercials were once quite agricultural.

Vision is good, controls easy to operate and the roadholding even on choppy surfaces is reassuring and stable under conditions where the hard suspensions of some rivals would generate bump steer and cause the tail to flick out.

However, the Triton 2.4 doesn't feel as though it would welcome being loaded to maximum capacity. That the chassis and load area would be more than capable of taking such a load, there is no doubt, but the small engine didn't seem to have a big enough margin up its sleeve for such a drastic increase in payload.

Using the engine's full rev range, it would accelerate quite strongly on the flat and for overtaking moves under 100km/h, acceleration was adequate rather than inspiring. Yet it was surprisingly good on hills and would hold fifth gear providing it could maintain momentum.

The single-cab came across as a good honest work vehicle that you could happily drive long distances without fatigue. With a spread of light equipment in the load area to help settle the rear, there is enough in reserve for it to keep performing willingly in most light to medium applications but for anything more than that, shop elsewhere.

Because the Double Cab pick-up weighs another 100kg, it was the one that generated a sense of how a load would have a greater impact on these four-cylinder models compared to their more powerful stablemates. Five hulking workmen and a tray full of gear in the Double Cab would slow things down considerably.

There can be no doubt that the ML Triton 2.4 represents an incredibly tight exercise in costing and production engineering when it delivers a well-equipped variation of a model for $17,990 that would normally cost $50,000 in its most lavish specification. The fact that there were still traces of those $50,000 models in the driving and presentation is a real credit to Mitsubishi.

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