Mitsubishi Triton Exceed 2017 Review

At the time of writing, the Triton sits in third place on the ute sales ladder, behind the top-selling Toyota HiLux and second-placed Ford Ranger.

Triton is also one of the segment’s fresh faces, with the MQ-series range arriving Down Under in April 2015. The Exceed grade tested here was lightly updated in December 2016 with more standard features, adding a 7.0-inch touchscreen infotainment array, chrome grille and headlight surrounds, platform-style sidesteps, a four-spoke leather-bound steering wheel, heated front seats, and an electro-chromatic rear-view mirror.

Importantly, on the value front the Triton ranks well. Asking $48,000 (plus on-road costs) and with a best-on-test five-year/100,000km warranty, Mitsubishi’s finest is a good option for those wanting a solid kit-for-coin return.

It’s also the only model on test to include a centre differential lock as standard (joining a rear differential lock as standard on the Exceed variant), and one of the four vehicles which include Apple CarPlay connectivity (although it lacks proprietary satellite navigation).

The Triton Exceed scores 17-inch alloy wheels (with a matching spare), and is powered by Mitsubishi’s updated 4N15 2.4-litre common-rail, direct-injected, turbo-diesel engine. Mated to a five-speed automatic transmission, the all-aluminium, four-cylinder unit adopted a variable geometry turbocharger from launch upping power to 133kW at 3500rpm (+2kW) and 430Nm from 2500rpm (+80Nm).

Sure, those figures see the Triton fall short of most rivals on test, but the on-paper specifications only tell part of the story.

Barring a hint of turbo lag at step-off, the Triton’s engine was otherwise linear in its delivery. The five-speed automatic offered a sensible spread of ratios to manage the available torque, resulting in performance which seldom felt breathless, even when nearing the indicated 4000rpm redline.

Highway performance was on par with its rivals when unladen, but when we hitched a 2500kg caravan, Triton’s relative lack of torque became an issue. The Triton worked hard towing the van, resulting in a less than desirable 18.5L/100km fuel consumption average over the towing test route.

Our judges also criticised the Triton’s driving dynamics when towing. With no load, the Mitsubishi had been a communicative and capable on-road performer, but strangely became a handful hauling the van. The front-end felt light with lots of movement through the steering wheel and the compressed rear-end introduced a tendency to ‘rear-steer’.

For the payload test, we loaded the Triton with 500kg on the tray. Curiously, the shape of the tray meant the load sat further aft than was otherwise desirable. The leverage effect of the load’s position caused vague steering and a slower, more methodical approach to cornering.

Though not on par with either the Amarok or Ranger, the Triton did offer adequate power and torque to accommodate the 500kg but the actual load space didn’t impress: a small tray, low-rent tubliner and petite tie-down points.

Off-road the Triton’s Super Select II four-wheel-drive system felt quite advanced. In fact, on this test, Triton ranked number one for motive traction, thanks primarily to its centre differential lock.

Mitsubishi Triton also made the transition from two to four-wheel drive, and from high to low-range, with little fuss. However, like some of rivals, engaging the rear differential lock did take time – and a little rocking back and forth – to complete.

Also mirroring the performances of some rivals on this test, the Triton’s sidesteps and low-slung tow bar proved to be hindrances when clearing obstacles. On the plus side, the Mitsubishi’s even-handed throttle modulation in low-range, and surprisingly torquey engine, were handy over difficult terrain.

The ride was comfortable – even with only the driver on-board and the cargo area empty – and, for a vehicle in this segment, operations were hushed with little diesel clatter, tyre or wind noise.

Outward vision was excellent by ute standards and the mirrors and reversing camera teamed up well to aid trailer hitching. We also liked the tight turning circle – although the Triton’s steering rack was the slowest on test.

While the Triton’s cabin wasn’t as upscale as either the Ranger or Amarok, it was nicely presented and precisely screwed together. The combination of hard-wearing plastics in various tones and utilitarian textures were in keeping with the Triton’s light-commercial origins. Nevertheless, recreational buyers will find sufficient soft-touch materials and fancy highlights to tick their boxes.

The cabin was spacious front and rear, and generous adjustment for both the driver’s seat and steering column ensured comfort even on long trips.

For oddment storage, the Mitsubishi Triton didn’t quite stack up against the rest – especially at the forward end of the centre console. Cup holders were compromised by the mechanical park brake and the tray in front of the gearshift was too flat to secure items like keys or wallets.

In row two, the Triton offers two ISOFIX child-seat anchors and the usual top-tether bolts, but lacked rear seat HVAC outlets.

It might not match some rivals here for outright performance or refinement, but Mitsubishi's Triton Exceed has a solid set of credentials backed by a rock-solid value proposition.

2017 Mitsubishi Triton Exceed pricing and specifications:
Price: $48,000 (plus on-road costs)
Engine: 2.4-litre four-cylinder turbo-diesel
Output: 133kW/430Nm
Transmission: Five-speed automatic
Fuel: 7.6L/100km (ADR Combined) / 9.5L/100km (as tested, see text)
CO2: 201g/km (ADR Combined)
Safety Rating: Five-star ANCAP

2017 Mitsubishi Triton Exceed payload, towing and tray dimensions:
Payload: 945kg
Tie-down points: Four
GVM/GCW: 2900kg / 5885kg
Vehicle weight: 1875kg (tare) / 1955kg (kerb)
Towing capacity: 750kg (unbraked) / 3100kg (braked)
Tray dimensions: 1500mm (L) x 1475mm (W) x 505mm (H); 1080mm (b/w arches)

2017 Mitsubishi Triton Exceed off-road geometry, wading and clearance:
Ground clearance: 205mm
Wading Depth: 500mm (600mm at speeds below 5km/h)
Approach Angle: 30 degrees
Break-over Angle: 24 degrees
Departure Angle: 22 degrees

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