Mitsubishi Triton GLX 2019 Review

When you think of a ute these days it’s bound to be one of the premium dual-cab models such as the Ford Ranger Wildtrak or Toyota HiLux Rugged X.

These hero variants are the vehicles that private and business buyers alike flock to – at least in part – as he replacement to what was once the family sedan.

Step away from these leather-lined fancy utes with their multiple safety and convenience features and there remains a more utilitarian group of entry models. They’re built for one specific purpose: carrying heavy and/or big stuff for business.

Individual tradies and companies alike still need a no-frills workhorse.

So here we’re averting our eyes from the shiny toys in the box to focus at two entry models in the updated Mitsubishi Triton range, the Triton GLX Single Cab Chassis and the Triton GLX+ Club Cab.

At $22,490 plus on-road costs, the Triton GLX Single Cab Chassis 2WD is the cheapest Triton you can buy – and among the Thai-built ute brands, the cheapest ute except for the $20,990 Toyota HiLux 2.7 Workmate single cab.

Even the Chinese LDV singe cab-chassis is more expensive, at $25,253.

The Triton GLX Single Cab Chassis has a 2.4-litre petrol engine hooked up to a five-speed manual only. You can also get this single-cab/chassis body style in a diesel with six-speed manual or auto in either 2WD or 4WD, but then you’ll pay from $25,990 (plus on-road costs) for it.

Working specs are pretty good: you get 200mm ground clearance (just 5mm short of the 4WD models), a 1768mm x 2400mm alloy tray, a 1284kg payload but only 1800kg towing capacity (with maximum 180kg towball download).

Although the two-seater GLX is basic – vinyl flooring and all – you still gets a scattering of convenience features, such as cruise control, auto wipers, 6.3-inch centre screen, rear camera and Bluetooth phone/audio streaming.

The GLX gets seven airbags (front, side, side curtain and driver’s knee) stability, traction and trailer stability control but none of the electronic warning systems that tell you you’re about to hit something,(like lane departure warning) or intervention if it appears you will (Autonomous Emergency Braking).

The first model in the line-up where you see such safety gear appear is in the GLX ADAS Double Cab diesel 2WD with Forward Collision Mitigation System with pedestrian detection and Land Departure Warning.

The GLX+ Club Cab pick-up 4x4 is $40,490 (plus on-road costs) and for that you have the 2.4-litre turbo-diesel engine hooked up to a six-speed auto/dual-range part-time 4WD powertrain as standard.

This is the first pick-up body in the Triton range, and so you have a 1470mm wide by 1850mm long tray that’s 475mm deep. Ground clearance is 205mm, payload 974kg and towing capacity 100kg less than the dual cabs at 3000kg (with maximum towball download 300kg).

You’re not getting bare-bones basic for your $40K GLX+ Club Cab. On top of the gear in the GLX Single Cab Chassis you get alloy wheels, side steps, rear bumper, rear parking sensors,auto headlights, seven-inch touchscreen, Android Auto, Apple Car Play, two USB ports and climate control.

Safety equipment is boosted with Forward Collision Mitigation and Lane Departure Warning.

Because of the many and varied uses these vehicles will have, it’s hard to nail down a ‘typical’ load for them.

Clearly they won’t run around with nothing in the back for their working life but is lugging a tonne around for the duration any more realistic? We decided on a nominal 400kg of river sand in the load area of each ute to represent a typical load.

Utility is the name and the game with the GLX single cab. It looks basic inside and out and feels it. The interior’s sea of grey plastic and vinyl is only relieved only by cloth seats.

Yet there is plenty of seating space and enough spots to put your odds and sods with a lidded centre bin and open tray, a glovebox, large door pockets and two console cupholders. In short, this is a good, if not an enticing workspace.

The 2.4-litre petrol develops its 94kW at 5250rpm but is not happy getting there if you’re in a hurry - it is harsh and noisy when revved.

You’ll have to rev this engine a fair bit even when not in such a hurry though, because its peak torque also appears high on the register at 4000rpm -- and there doesn’t feel like there’s a whole lot below that. I’d hate to think what it would be like fully laden doing a hill start.

The transmission is pretty notchy too. When there’s an ADR fuel consumption average figure of 11.4L/100km for a medium-displacement four-cylinder, relatively light ute, you know it’s not going to bode well. We achieved 12.2L/100km during mostly intra-urban 100km/h hops.

The was not much ride quality in the tightly sprung single cab with nothing in the back but with 400kg of sand on board is was much better.

Loading the sand was easy with lash-down points on the tray floor, and the swing down sides were easy to release and drop down to get loading up. For taller loads there are also lashing bars below the tray sides.

It would be nice to have some mesh rear-window protection as standard so there’s reduced risk or rear window breakage if the load is tall and shifts a little.

The GLX+ Club Cab also has vinyl flooring and cloth seats but with its piano black, chrome and silver accents here and there on the dash and centre console it lifts the interior’s ambience a surprising amount.

Controls and instruments are as good as the single cab to access, and while there’s no pretense about the two rear seats being anything more than occasional use, they are better than you’d first think.

Yes, if you’re tall (or even not so tall) you’ll have to wedge yourself in there but the thick seat padding makes it more bearable and access via the rear-hinged doors is excellent.

Still, it beats walking and it terms of a compromise between tray length and cab space, this four-seater club cab concept (used by many other manufacturers also) is pretty clever.

The turbo-diesel couldn’t drive any more differently to its ‘povo pack’ single-cab petrol sibling. The 2.4-litre turbo-diesel isn’t the leading engine in the ute category by any means but felt a lot smoother and generally quieter than the 2.4 petrol.

The quietness might have to do with extra sound deadening but it’s likely because you don’t need to rev the diesel to make things happen. It’s a pretty cohesive powertrain; a bit of turbo lag here and the very occasional sharp gearshift there is the worst of it.

The pick-up tray is standard fare with not much to mention except more — and more varied — flexible tie-down point positions like the Navara’s, for example, would help. The six loops at just above mid-point up the tray are not really enough.

The Triton GLX Single Cab Chassis is the right price and appears to be put together well. Its powertrain is the sore point — you really would go for a diesel for better performance and economy and the six-speed manual (or six-speed auto option) would make life a lot easier.

The Club Cab is a versatile design with most of what you’d want in a ute — including some important safety equipment like AEB — but at just more than $40K, it’s getting very close to mid-spec dual-cab pricing.

How much does the 2019 Mitsubishi Triton GLX Single Cab Chassis 4x2 cost?
Price: $22,490 (plus on-road costs)
Engine: 2.4-litre four-cylinder petrol
Output: 94kW/194Nm
Transmission: Five-speed manual
Fuel: 11.4L/100km (ADR Combined)
CO2: 265g/km (ADR Combined)
Safety Rating: Five-star ANCAP

How much does the 2019 Mitsubishi Triton GLX+ Club Cab 4x4 cost?
Price: $40,490 (plus on-road costs)
Engine: 2.4-litre four-cylinder turbo-diesel
Output: 133kW/430Nm
Transmission: Six-speed automatic
Fuel: 8.6L/100km (ADR Combined)
CO2: 225g/km (ADR Combined)
Safety Rating: Five-star ANCAP