Mitsubishi Triton 2019 Review

The more things change…

After 41 years and five and a half generations, the latest Mitsubishi Triton shows just how far the light commercial utility or pick-up market has evolved.

More car-like to drive than ever and with safety and refinement levels unheard of at the release of the very first (L200) Triton in 1978 – the new MR-series Mitsubishi Triton pick-up typifies the expectations of Australia’s all-or-nothing one-tonne ute buyers.

For 2019, the three-body, five-variant, 20-model Mitsubishi Triton range scores updated styling, and autonomous emergency braking on all but the entry grade petrol variant.

Standard safety kit for base-grade Triton GLX includes a traction and stability control, larger anti-lock disc/drum brakes with hill-start assist, trailer stability assist, reversing camera and seven airbags.

Triton GLX ADAS and GLX+ variants add autonomous emergency braking (or Forward Collision Mitigation in Mitsubishi parlance) and lane departure warning, while Triton GLS and GLS Premium models pick up auto high-beam, lane-change assist, rear cross-traffic alert, blind spot monitoring and an unintended-acceleration system.

The Triton GLS Premium is the only model in the range to incorporate a 360-degree camera.

When it was last tested by the ANCAP in 2015, the Mk5 Triton (on which the updated MY19 model is based) scored a five-star safety rating.

Pricing is unchanged for entry-grade Triton GLX 4x2 single cab chassis models, which begin at $22,490 (plus on-road costs) when fitted with Mitsubishi’s 4G64-series 2.4-litre petrol engine and six-speed manual driveline.

The line-up now tops out with the Triton GLS Premium 4x4 dual-cab utility at $51,990 ( an increase of $3000), powered by a carry-over 4N15-series 2.4-litre turbo-diesel engine and new Aisin-sourced six-speed automatic transmission.

Mitsubishi has parked the GLX-R and Triton Exceed model grades for the time being at least.

The updated Triton introduces a seven-year/150,000km warranty offer until June 30 (2019) which Mitsubishi says they will use to test the water among buyers. The warranty will default to five years thereafter. A four-year roadside assist and three-year capped-price servicing scheme are also part of the deal.

Mitsubishi’s latest Dynamic Shield design concept blesses the Triton with a sharp frontal treatment, which the company says emphasises a wider look for the new model.

Positioning the fog lights and headlights higher (700mm) puts them further out of harm’s way during water crossings and in off-road work. The cohesive new face is garnished with more chrome than before, while the slatted grille and headlights wrap seamlessly into the bonnet and guards. As if styled from a single piece of metal, Mitsubishi suggests.

In profile, a higher side character line serves to lower the look of the redesigned tray to give the Triton a more stable aesthetic; while the deeper rear bumper and squarer tail-lights exaggerate the proportions of the tray. The pick-up bed (and alloy drop-side trays on cab/chassis models) are essentially unchanged in terms of area and payload.

Inside, the Triton draws cues from the latest seven-seat Mitsubishi Pajero Sport SUV (which shares its origins with Triton). The Dynamic Wing dashboard theme combines silver-look garnishes over increased soft-touch materials to imbue a more premium look.

The door cards, seats and console have been overhauled to promote a “more positive feel and improved appearance” for two, four or five passengers.

There’s plenty of room in the front seats and ergonomics for the most part are good. Steering height adjustment is offered while GLX Premium models add front electric seat adjustment, heaters and leather upholstery.

The double cab’s back row, however, is narrow across the bench, meaning it’s a better fit for two passengers than three. B-pillar grab handles are a welcome inclusion, especially considering the raised height of the side steps (+20mm).

Off-road ability and the credentials of the four-wheel-drive system are big differentiators in the one-tonne ute market. The Mitsubishi ute’s dedicated dual-range mechanical set-up shows a breadth of ability that easily outshines (some) competitor’s helical rear diffs and pseudo low-range gearboxes.

Indeed, the Mitsubishi Triton’s four-mode Super Select II 4WD system (available on higher grade models) is a real advantage for agricultural and recreational ute buyers alike.

With rear and centre differential locks, and hill-descent control (adapted from the Pajero Sport), the dual-range gearing augments ground clearance and geometry figures well suited to Australian buyers’ expectations.

Mitsubishi quotes 220mm ground clearance on models equipped with 18-inch wheels (the alloy wheels on top of the range Triton models are borrowed from the Pajero Sport), with approach, ramp-over and departure angles 31, 25 and 23 degrees respectively.

The Triton’s relatively tight turning circle is another plus – especially so on the narrow tracks of western Tasmania during the press launch. The Mitsubishi double cab’s 11.8m arc is better than every other ute in the class, says Mitsubishi.

Water fording remains below par at just 500mm (some of Triton’s rivals are now around the 700mm mark), however, while braked towing capacity is unchanged at 3100kg. Although this is 400kg less than most competitors, we'd argue it's also more realistic when considering payload, passenger and towball down-weight provisions.

We drove the Triton GLX ADAS, GLX and GLS Premium double cab models across a spread of roads in Tasmania. All were ute bodied variants. There were no cab chassis Tritons available on the launch.

On the road, the new Triton feels very familiar. Mitsubishi’s rowdy 133kW/430Nm diesel engine makes itself known when worked and the steering is heavier than most at parking speeds.

Once underway the ‘lightness’ of the steering and pedals (and cooperative nature of the new six-speed auto) endow the Triton with a more car-like driveability that we found easy to enjoy.

We didn’t sample the petrol engine on launch, instead focussing on automatic-equipped turbo-diesel models. Realistically, not much has changed here and the Triton’s diesel engine is not without step-off lag.

Certainly, the new six-speed auto helps mask some of this shortfall, the wider ratio spread also serving to disguise much of the 2.4-litre unit’s low-revving character. It’s an improvement we know we’ve asked for in previous comparisons – and one we’re sure customers will appreciate.

Ride quality is quite ‘jittery’ when unloaded, and the latest model’s stiffer springs and higher-capacity dampers contribute to a strident ride that was undiminished even by the 325kg payload Mitsubishi added to the Triton utes at launch.

It’s obvious the double cab Triton is engineered to haul a load and provide better road holding, but the factory settings compromises rough-road ride comfort when compared to rivals like the Holden Colorado, Ford Ranger and Volkswagen Amarok.

A shorter final drive ratio (down from 3.224 to 3.732:1), bigger body, poorer aerodynamic profile and increased kerb weight (1935kg) also make the new Triton heavier on fuel that the outgoing model. The volume-selling diesel model now returns 8.6L/100km on the ADR Combined cycle.

On the plus side, the larger diameter front disc rotors (up to 320mm from 294mm) and additional ground clearance (up to 220mm from 205mm) on GLS and GLS Premium variants improve the Triton’s already impressive off-road ability.

Away from the safety technology mentioned earlier, it’s the Triton’s user-friendly infotainment gear that buyers are likely to appreciate most.

Depending on the variant, the infotainment array features a 6.1 or 7.0-inch touch-screen accessing Bluetooth telephony and audio streaming, AM/FM and DAB radio, Android Auto and Apple CarPlay, voice control and satellite navigation (via smartphone).

Additional USB ports give double cab back-seat passengers the chance to charge their phones, while higher-grade models add a Multi Information Display to the instrument panel for supplementary trip and telemetry info.

An additional (ceiling-mounted) vent system improve airs circulation throughout double cab models, drawing air in from the front of the cabin and dispersing it to the rear, rather than channelling the air through centre console-mounted outlets like most rivals.

High-grade 2019 Mitsubishi Triton variants get dual-zone climate control, speed-sensitive door locking, LED lighting, electrically-adjustable and heated front seats, as well as keyless entry and ignition.

The infotainment and connectivity technology offered in the newest Triton is otherwise quite comparable to that found in the outgoing range. The sixth-generation Triton – due in 2021 and to be twinned with the Nissan Navara – is a likely candidate for an in-cabin step change.

Arriving almost 40 years to the day after Mitsubishi’s first light commercial ute landed in Australian showrooms, the new Triton is a notably improved take on a much-loved formula.

Consider the value benefits Mitsubishi continues to offer over its nearest competitors – including a seven-year warranty for a limited time and capped-price servicing for three years or 45,000km – and we’re tipping the Triton will continues to sell in solid numbers.

Off road, and in standard trim, the Mitsubishi Triton is also one of the better-performing light commercial utilities available. It now outperforms even the most expensive comers in the segment where safety is concerned.

Depending on how you plan to use it, the Triton is a solid offering… And one that we think has the full spectrum of fleet, trade, agricultural and recreational buyers in its sights.

How much does the 2019 Mitsubishi Triton cost?
Price: $22,490-$51,990 (plus on-road costs)
Engine: 2.4-litre four-cylinder petrol; 2.4-litre four-cylinder turbo-diesel
Output: 94kW/194Nm; 133kW/430Nm
Transmission: Five-speed manual; six-speed manual; six-speed automatic
Fuel: 10.9L/100km; 8.6L/100km (ADR Combined)
CO2: 254g/km; 185g/km (estimated)
Safety rating: Five-star ANCAP (2015)