Mitsubishi Triton 2015 Review

Mitsubishi Triton GLS, GLX and Exceed

Local Launch Review
Fraser Island, Queensland

The new fifth-generation Triton has landed in Oz, finally replacing the 10-year-old Nakanishi-designed model. Mitsubishi says the new Triton was developed as the "ultimate sport utility truck" with more space and comfort than before. It also boasts a new 2.4-litre turbo-diesel engine, lowering CO2 emissions and running costs in conjunction with a six-speed manual transmission or optional five-speed automatic. Two and four-wheel drive variants are offered, as are a familiar range of body-styles. Pricing for the new Triton starts at $24,490 (plus on-road costs).

It's a big year for light-commercial utes Down Under. The top-selling Toyota HiLux will be replaced before the year's out, as will the Nissan Navara. Ford will significantly revamp its truck-tough Ranger and Mazda its smiley-faced BT-50. Of course, Holden has recently refreshed its torque-monster Colorado, too; and let's not forget the hard-charging Volkswagen Amarok and Isuzu's trade-tough D-MAX.

Yes, the LCV segment is alive and kicking with fierce competition not only between the brands, but in every sub-segment as well. Single-cab, extra-cab, dual-cab, cab-chassis, pick-up, two- and four-wheel drive variants mean there's literally a ute for every purpose — a point not lost on Mitsubishi and its all-new Triton.

The three-diamond brand says its Thai-sourced Triton will offer car-like levels of passenger comfort and improvements in its function and reliability as a work ute, and this in spite of the retention of a familiar body-on-frame chassis.

Underneath comes manually or electronically actuated four-wheel drive systems (depending on variant) and the option of six-speed manual or five-speed automatic transmissions. Each is fed by Mitsubishi's new all-aluminium 2.4-litre 4N15 four-cylinder common-rail direct-injected turbo-diesel engine, offering 133kW (at 3500rpm, up 2kW) and 430Nm (at 2500rpm, up 80Nm in auto variants and 30Nm in manual variants) thanks to a variable geometry turbocharger tweaked to offer better response from lower in the rev range.

Fuel consumption and emissions were also a high priority, and to this affect Mitsubishi has gleaned a combined cycle figure as low as 7.0L/100km and an exhaust CO2 measure of 185g/km (six-speed manual two-wheel drive variants) — up to a 20 per cent improvement over the outgoing model.

An optional (and unchanged) 94kW and 194Nm 2.4-litre four-cylinder multi-point petrol engine and five-speed manual transmission model will be available later in the year.

Mitsubishi says the retention of Triton's three-metre wheelbase has enabled the model to retain it's best-in-class turning circle of 11.8m. Thankfully, it has also addressed the ratio of the steering rack with fewer turns from lock to lock (down 11 per cent to 3.8 turns).

The Triton model range — which is still offered with the choice of three body styles: single, club and double cab — remains dimensionally similar to the outgoing model.

The body grows 15mm in length to 5200mm, is 1735mm wide (+20mm) and 1780mm high (unchanged). The rear overhang is reduced 50mm to 1340mm while the front overhang actually grows 65mm to 860mm to improve pedestrian safety in the event of a collision.

In spite of the modest increase in exterior size, cabin length grows 20mm to 1745mm and 10mm wider to 1430mm across the shoulders. There's more headroom (+8mm), and more longitudinal seat travel than before (+14mm), while a tilt and reach adjustable steering column is added for the first time.

Tray sizes vary depending on bodystyle, however, we note that the bed height is now 15mm deeper at the rear (to 475mm, double cab pick-up variants) and 80mm deeper at the front (to 540mm). Double cab pick-up variants offer a bed length of 1520mm (-25mm).

The Triton has also undergone a retune of its suspension double wishbone (front) / leaf (rear) arrangement with changes to the rear damper design, the position of the rear leaf mount (+120mm), the front drop link, new spring and damper rates and a thicker front stabiliser bar. The changes to suspension and body overhangs have also slightly altered approach and departure angles for improved offroad ability.

Mitsubishi says the Triton's approach angle of 30 degrees is class leading, while the 22-degree departure angle is "dramatically improved" (the previous model was listed at 20.7 degrees). The ramp over angle is listed at 24 degrees for double cab models. The Triton's wading depth is listed at 500mm (and up to 600mm at speeds below 5km/h).

Braked towing capacity grows 100kg to 3100kg, while a GCM rating of 5885kg means most variants offer a payload rating of more than a tonne. The towing capacity represents a shortfall of 400kg behind the likes of Ford's Ranger, but is still up 600kg on HiLux (with 2500kg). However, with a GCM rating of 5885kg and a towball down-weight of 300kg, Mitsubishi says the Triton offers up to 300kg more payload capacity when towing at the maximum allowed rating than its 3500kg-capable rivals, most of which can only carry only 380kg in the tray with a full load on the towbar.

The Triton model range has been simplified to adopt the naming conventions of the recently released Outlander and revised Pajero. The portfolio begins with the entry-grade GLX (from $24,490), mid-spec GLS (from $40,990) and top-shelf Exceed (from $47,490).

A full break-down of specification and equipment is available in our news section, though it's important to reiterate that all models now feature a five-star ANCAP safety rating (previously four-star) and the availability of a reversing camera across the range (and as standard on GLS and Exceed variants).

It's also a vehicle keen to tap the growing recreational and family market with improvements to cabin accommodation, ride comfort, noise ingress and safety. We noticed a vastly improved level of seat support with thicker bolstering and better thigh support welcome on rough offroad trails. The ride compromise too proved more SUV than ute, the tell-tale stiffer rear-end the only giveaway of the Triton's load-lugging focus (the rear springs are stiffer again in trade focussed GLX variants).

There's little in the way of engine noise until much higher in the rev range, and with improved low-end torque delivery, the top of the tacho is seldom seen (or heard). Mitsubishi’s six-speed manual shifts cleanly with the clutch pedal stroke offering progressive take-up underfoot. It's a good spread of gears for the job, and offroad proved especially versatile at lower speeds and in four-wheel drive (4H).

The five-speed automatic, now a modified version of the Aisin unit used in Pajero, also proved cooperative. The gear spread suits the Triton’s application well, and even at highway speeds was decisive and reasonably quick to respond.

But perhaps the biggest changes from the driver's seat come from the suspension and steering. The Triton certainly feels more SUV than LCV, and has a cornering character in keeping with some of the better seven-seat SUVs on the market. It's an odd thing to say about a ute, and one that may change once we experience the Triton fully loaded. But with just two adults on board, the model felt composed and settled through bends, and was unflustered by corrugated surfaces and potholes.

The ride is a highlight only bettered by the steering. The assistance offered in the low speed offroad scenarios earlier in the launch quickly firmed as we encountered highway speeds back on the mainland. The shorter rack is welcomed in Triton, and highlights the model's manoeuvrability nicely in towns where tight roundabouts would normally call for a lot of wheel twirling.

On the downside the Triton's cabin decor does feel a little underwhelming. It's very well assembled and its hard plastic arguably durable, but doesn't move the game forward in the way Ranger and BT-50 did before it. Also, given the Triton's focus on the recreational market, I found it disappointing there were no ventilation outlets to the rear of the cabin, and noted that the upswept rear window may mean little tackers find it hard to see out.

The intervention of the traction and stability control is also a little severe offroad, and this in spite of the system's threshold being reduced when 4WD is selected. We found it best to disable the traction control element of the system and leave the stability control in place when tackling sandy trails.

On test we achieved an average of 17.3L/100km across the loose sand roads of Fraser Island and a tally of 9.1L/100km back on the black top (town and highway driving combined, according to the trip computer). The numbers don’t quite stack up to the figures Mitsubishi quoted, though we’re prepared to reserve judgement until the engine is a little further run in.

The new MQ-series Triton has certainly improved on a recipe that was already quite good to begin with. It mightn’t have the physical size or on-paper numbers of some of its immediate rivals, but feels entirely capable, more manageable than most and more refined than before.

We really look forward to a head-to-head comparison once the rest of the competition arrives later this year.

What we liked:
>> Manoeuvrability and steering
>> Accessible low-end torque
>> Five-star ANCAP safety rating

Also consider:
>> Holden Colorado (from $28,390 - $53,690 plus ORCs)
>> Ford Ranger (from $24,390 - $59,390 plus ORCs)
>> Volkswagen Amarok (from $31,490 - $65,290 plus ORCs)