Mitsubishi ML Triton 4x4 2006 Review

OVERVIEW
Four generations and 27 years in the making, the latest Mitsubishi Triton light commercial range has gone on sale Down Under. A departure in style and philosophy and built to target burgeoning sport truck and commercial buyers alike, the new Triton represents the state of the art as far as blending the needs of work and play.

Mitsubishi claims the new Triton has been developed with passenger car levels of comfort, noise and ride in mind. Yet it equally claims it has done so without compromising the Triton's ability to "get the job done." As such, the new ML range boasts a full one-tonne capacity in all 4x4 configurations and substantially increased towing and ball weight capacities (up to 2300kg and 230kg).

In addition the double cab version (at last) fronts up with a backseat comfortable for those other than children and members of the Opus Dei.

The best of both worlds?  Yep -- indeed, in our sampling of an (admittedly) limited part of the new Triton range at its launch last week in the wilds of the Coffin Bay National Park (SA), we're picking it's largely "mission accomplished" for the team from Tonsley Park.

FEATURES
Built in Thailand and developed in conjunction with Mitsubishi's local engineering team, the new ML Triton is longer, wider, more capacious and built on a 40mm longer wheelbase than its predecessor. Interior space is substantially increased and now class-leading according to Mitsubishi. The whole plot rides on a 50 per cent stiffer ladder frame chassis.

The new ute's standout styling works better in the metal than pictures to date have indicated. There's more masculinity to the curves in the metal and the ute features Mitsubishi's corporate front-end with more than a hint of the Dakar-winning Pajero Evolution.

As is the case with many new cars, but rarely the reality with light commercials, the new Triton features impressive standard equipment levels. Driver and passenger airbags, aircon, power steering, remote central locking, a decent stereo and power windows are standard from the base GLX model up.

The GLX-R in particular gets a significant ramp up in equipment levels with the new range. Items such as nudge bar, side steps, sports bar, hard tonneau, flares, foglights, 16-inch alloy wheels, privacy glass, bluetooth phone prep, rear (tray access) power window and ABS brakes are all standard.

At this stage pricing has been announced for (and we've only driven) four-wheel drive Tritons only. Two-wheel drive models do not arrive until later in 2006 (V6 petrol only at this stage). October is Mitsubishi's target date for dealer stocks of the 4x2s which will be high-ride models a la Toyota HiLux.

In terms of 4x4, the GLX is the entry-level model and is available in four variants; all manual. The 3.5-litre V6 petrol single cab kicks things off at $30,690, though you will have to spring for an extra $750 if you want a 'pick-up' body over cab chassis.

The 3.2-litre CDI turbodiesel single cab is $33,690 (same applies re the tray). Petrol and turbodiesel GLX double cabs are $36,690 and $39,690 respectively (including rear pick-up body). ABS is optional on the GLXs at $1000.

The GLX-R will be the volume seller of the new range and account for around 40 per cent of the 10,000 Tritons Mitsubishi expects to sell in the next 12 months. Only offered in double cab, the GLX-R petrol is $41,490 with the turbodiesel an extra $3000. The sole auto model offered in the current Triton range, the petrol V6 GLX-R double cab, is priced at $43,990.

The range-topping GLS is offered in manual 3.2 CDI only. Standard equipment includes all of the GLX-R's booty plus climate control aircon, eight-way power driver's seat, leather upholstery and five-year premium roadside assist. You'll pay $49,990 for the privilege plus $1600 if you want the unique (in the class) electric sliding sunroof.

A rear diff lock is available as an option ($500) across the 4x4 model line-up and Mitsubishi has a substantial selection of Triton specific accessories available -- from 4x4 decals through to an airbag-compatible bullbar.

COMFORT
Both single and double cab versions of the ML are offered from launch -- the former available only in GLX trim. The execution of the rear seating in the double cab version is a high point for the new Triton. Unlike some of its competitors, the seating is spacious and comfortable for adults and kids alike. Moreover, access is excellent too -- the Triton's rear doors are almost car sized.

Mitsubishi says the ML Triton has the best-in-class interior total leg space (1725mm) and the 810mm rear leg space and more specifically the 25-degree backrest angle of the rear seat is unlike any other current crew cab. Back-seaters even get a rear foldaway centre armrest with cup holders in the upper level Tritons! This is quite literally the first crew cab you'll be happy to spend a day in the back…

Up front in the double cabs there are reasonable buckets (with electric adjustment in the GLS) with passable bolstering and reasonable support in the GLX-R and GLS. In the base GLX the seats seem a touch flatter and also shorter in the cushion -- though that could just be us talking through our ar%#s.

Far from normal light commercial fare too is the dash treatment across the range. A soft-form dash with car-style instrumentation, reasonable levels of plastics and a smart centre stack, the Triton is a far cry from the Japanese utes of old. In the higher grades there's even a multifunction trip computer and even the GLX gets a half decent MP3-compatible CD player.

Mitsubishi points out there are also numerous "convenience items which have been included in Triton, such as power windows front and rear (GLX, GLX-R, GLS), central locking with keyless entry (all models), map lamps (GLX-R, GLS) and the useful ignition key reminder." This last item yells "where'd you put the bloody keys" in a threatening voice every time you get out of the car. Not really, we just made that bit up to see if you were paying attention.

The GLX-R and GLS also feature a power rear window that provides ventilation or access to the tray. With the launch drive starting in the earlier hours (in the dark) we can vouch for the lack of wind roar from this somewhat gimmicky touch -- yours truly drove 40km with it down and barely noticed. The heater works well too…

SAFETY
With twin airbags across the range and ABS (with electronic brake distribution) standard on the upper grades (and a very reasonable $1000 option on the GLX) Mitsubishi has made a decent fist of the safety story for the new Triton.

Triton's body-on-frame construction incorporates Mitsubishi's RISE body structure and sacrificial members within the ladder frame to ensure good crash performance. Care has been taken to optimise pedestrian protection (including the design of accessory protection bars, etc) and the Triton's design includes a pedal setback-inhibitive structure to reduce driver's lower limb injury in a collision. The fuel tank is mounted ahead of the rear axle and all seat belts are lap-sash (with pre-tensioners and force limiters for the driver and passenger belts).

The result according to internal testing, Mitsubishi says, is a four-star NCAP rating.

Where ABS is not fitted a Load Sensing Proportioning Valve (LSPV) uses sensors in the rear of the vehicle to modify braking force. This prevents the rear brakes from locking when the vehicle is lightly loaded, yet enables drivers to use full braking force when carrying heavier loads.

Offroad the new Triton delivers approach, ramp-over and departure angles very close to the outgoing MK model. (See table below)

                                    MK Triton    ML Triton
Approach Angle            36°2               33°4
Ramp over angle            23°2              26°7
Departure angle             27°6               27°2

MECHANICAL
Two engine variants are offered in the new Triton: a revised 3.5-litre V6 petrol and a new 3.2-litre CDi turbodiesel. It's the latter engine that's the pick of the litter -- the petrol engine though refined struggles to match the CDI's torquey delivery.

The newly developed 3.2-litre diesel is a common rail direct-injected engine that will also be used in the new-generation Pajero. It develops 118kW at 4000rpm and 347Nm of torque at 2000rpm. The engine is Euro IV emission compliant and is 26kW (28 per cent) up on the MK Triton's 2.8-litre turbodiesel. Torque is up 53Nm or 19 per cent. It's a ripper -- willing, well mannered and s-t-r-o-n-g!

The petrol engine is a 3.5 litre SOHC 24-valve electronically injected V6 that delivers 135kW/309Nm at 4750 and 3500rpm respectively. Again refinement is admirable but it's no powerhouse -- the result of fettling for economy and, to some extent, the latest Euro III emission requirements.

No four-cylinder petrol engine is on offer yet. The engine 'most likely' is a revised version of the maker's 2.4-litre MIVEC Euro III compliant mill currently fitted to the Lancer.

Transmission choice across the Triton is limited to five-speed manual in all-but one model -- the four-speed auto-equipped V6 petrol GLX-R double cab. At this point in the recreational ute's development, we're surprised the first six-speeder all-wheel drive has cropped up. Suffice it to say, the Triton's ratios are well chosen in both manual (quite close) and auto boxes.

Final drive ratios have been tweaked to give the Triton's better highway performance. In place of the old 4.9:1 diff, the current ratios range from 4.3:1 in the case of the V6 GLX to 3.9:1 in the CDI.

All Triton 4x4 models feature Mitsubishi's 'Easy Select' four-wheel drive system. A part-time set-up, high-range four-wheel drive can be selected (or deselected) via a transmission-mounted lever 'on the fly' at speeds up to 100km/h. A touch of clutch smoothes the engagement of low range but overall it's fuss-free. No complaints here.

Steering is rack and pinion now (out goes the old recirculating ball) which delivers advantages in terms of feel and reduced turning circle -- now 11.8m from the MK's oiltanker-like 12.8!

Suspension is a touch more sophisticated too: double wishbone with coil springs up front (instead of single wishbone and torsion bar). Mitsubishi says this set-up gives improved stability on rough surfaces, better stability under hard braking, less maintenance and delivers a 12kg weight saving. The new Triton also has greater wheel articulation improving the offroad ability of the vehicle.

The rear leaf springs are mounted above the rear axle assembly to improve clearance.

Brakes have also been upgraded on the ML. Up front there's newly designed 294mm vented disc brakes with the rears 295mm drums. Mitsubishi claims class-leading braking distances.

All 4x4 Tritons roll on 16-inch rims, the GLS and GLX-R getting attractive 16 x  7-inch six-spoke alloys.

The interesting thing about the higher grade Tritons is that they are now refined enough to also pinch some attention and sales from the established SUV players.

No, the Triton isn't going to show up the latest Territory on the road or ultimately match its (very) high levels of civility, however, we'd likely back the Mitsubishi against the likes of the Escape/Tribute twins or even Nissan's Navara-based Pathfinder.

Plenty of bumpy narrow tracks tested the manoeuverability and ride of the Tritons and deep sand gave us an indication of the drivetrains' all-wheel drive ability. In between there was some fast 4x4 work on the beaches and even some rocky sections to test the suspension's compliance.

On hand were a selection of vehicles with most mid-level GLX-R models. We did get to do a reasonable stint in the base GLX but that too was a double cab.

Make no mistake, Mitsubishi's back room team has done a great job refining this vehicle. It's clearly a step above the outgoing model and arguably the quietest and most comfortable of the current double cab crowd for the driver and front passenger. For those in the back it wins hands down.

The GLX suffers a little in terms of ride in comparison to its flasher GLX-R stablemate (softer or variable spring rates in the latter, perhaps) but there's little difference in NVH. It's quiet and civilized -- something base crewcabs haven't always been. While on the subject of the GLX, its flatter seats are a handicap.

The GLX-R has the mod-cons you'd expect from a 'beaut ute' and it will keep most users happy whatever their gender.

Control weighting is easy across the board though we'd trade a bit more heft on the steering wheel for a turn less than the 4.5 or so revolutions required to go from lock to lock. For the record, the wheel is adjustable for tilt only.

Selecting four-wheel drive is a flick of a lever away and there's no histrionics. Even without dropping the tyre pressures deep sand provided little threat to the Tritons we were driving. The optional locking rear diffs (which operate below 12km/h) weren't required.

Nor did the Coffin Bay location require us to use low range, so that part of the impression -- and the car's abilities in really steep terrain -- will have to wait for another time.

As noted above, the new common rail turbodiesel is clearly the engine of choice. Lusty, refined and just damn good, there's little that'll faze the 3.2 CDI in most usage the usual Triton will face.

Matched to the manual five-speeder, there's a big gap between second and third but the CDI doesn't seem to bog and stays well into its torque band. The engine's happy to cruise at well over the legal limit in fifth and despite the 80-100kg increase in weight over the MK Triton it should return decent economy while doing so.

Mitsubishi claims a combined figure of 10lt/100km for the CDI. That's 2.8lt better than the petrol V6

Particular attention has been paid to the petrol engine's economy and despite a day in the sand and some fairly vigorous highway miles, the V6 GLX-R we checked had returned better than 16lt/100km on its trip computer -- great stats given the conditions.

A (very) short highway check stretch (about 20km) had the same trip computer reporting it sipped less than 10lt/100km at 110km/h. However, while it's smooth and refined and works particularly well mated to the auto transmission, the V6 still wouldn't be our engine of choice.

Those on more regularly patrolled roads will likely curse the omission of cruise control on any of the Triton grades, even the GLS. Given the amenity delivered across the board this is an unfortunate oversight.

And serious load luggers might also take issue with the size of the double-cab's tray. We'll have to wait to update our h-u-g-e crewcab comparo (for last year's 4x2 comparison click here) to say for sure but were not convinced the Triton's ute bed will pass the editor-in-chief's all-important dirtbike test. That is, can two trailbikes be transported (tailgate down's okay).

For the moment, however, we're pretty taken with the Triton. Quiet, refined, roomy, well-equipped and packing one of the best turbodiesels on the market it's our new crewcab of choice.