Mitsubishi Triton 2024 Review

As is par for the course these days, the 2024 Mitsubishi Triton range goes up substantially in price compared to its predecessor.

The Triton GLS dual-cab we’re focusing on here has increased almost $10,000 to $59,090 plus on-road costs because the manual transmission has been dropped and it’s now only available as a six-speed auto paired with an updated 2.4-litre turbo-diesel engine.

But even the auto versus auto comparison means a rise just over $7000.

The GLS is the second-most expensive model in the line-up, topped only by the black-packed GSR (from $63,840 plus ORCs). There are two other 4x4 dual-cab models – the GLX and GLX+ – and a GLX 4x2 dual-cab.

Mitsubishi is offering a single GLX Club Cab (two-door/two-seat with extended storage space) 4x4 now and says cab-chassis models and a manual gearbox arrive later.

Logical Triton GLS rivals include the four-cylinder Ford Ranger XLT (from $62,490), the veteran Toyota HiLux SR5 (from $60,490) and the popular Isuzu D-MAX in LS-U spec (from $59,000).

The 2024 Mitsubishi Triton GLS is identified externally by its own embossed gloss black grille and chrome highlights. It also has its own 18-inch alloy wheel design and comes with a drop-in tray bedliner.

Some of the bolt-ons fitted to this pre-production test car such as the steel side steps (aluminium are standard), steel rear bumper and front undercover (replacing standard thin steel), snorkel and sailplane are genuine accessories that will be on-sale next February or soon after.

Inside, standard items include keyless entry/start, dual-zone climate control, cloth seat trim, silver accent stitching and soft-padded surfaces. The GLS also introduces floor carpet to the line-up.

Our test car came fitted with the $1500 option that includes a powered driver’s seat, heated front seats and leather seat trim.

As per all privately-purchased new Mitsubishi vehicles, the Thai-built 2024 Triton will come protected by a five-year/100,000km that can be extended to 10 years/200,000km if serviced through a Mitsubishi dealer.

Service intervals and capped-price servicing prices are yet to be announced.

At this stage, the 2024 Mitsubishi Triton does not have an ANCAP rating, but Mitsubishi expects a maximum five-star result once testing is completed early next year.

The vehicle includes a big lump of a driver monitor (a claimed segment first) sitting on the steering column. That’s integral to achieving five stars, which is integral to gaining fleet sales.

Another claimed segment first is front cross traffic alert.

Front and rear autonomous emergency braking (AEB) – the former with pedestrian and cyclist detection and junction assist – plus adaptive cruise control, lane change assist/blind spot warning, front and rear cross traffic alert, traffic sign monitoring and intelligent speed alert are all standard.

There are no less than four different aids for staying in your lane, but none of them is active lane centring, the function that allows the driver to go hands-free while the vehicle drives on reliably between the lanes without ping-ponging from side to side. That’s a feature executed very well in the Ford Ranger.

The Triton includes front and front-side airbags, curtain airbags, a driver’s knee airbag and a centre airbag to prevent head knocks between front-seat passengers.

Other safety aids include tyre pressure monitoring, a 360-degree camera, an electro-chromatic interior rear-view mirror and LED headlights, tail-lights, driving lights, fog lights and turn indicators.

Our test vehicle came with an SOS emergency call button that won’t be fitted to the Triton in dealerships. At least not yet. The Mitsubishi Connect telematics system is being researched for local launch. Expect an announcement soon.

The placement of the 9.0-inch infotainment touch-screen high on the dashboard of the 2024 Mitsubishi Triton makes quite the statement.

Familiar from the Outlander SUV, incorporated within the system is wireless Apple CarPlay and cabled Android Auto, Bluetooth streaming with voice and steering wheel controls, AM/FM and digital radio bands and embedded sat-nav. A six-speaker audio system pumps out the sounds.

The analogue two-dial instrument panel includes a 7.0-inch central digital readout that can offer a digital speedo, trip computer, navigation, driver assist systems and warnings (among other things).

Wireless smartphone charging is also standard in the Triton GLS and GSR flagship. There are USB-A and USB-C ports front and rear.

At launch, the entire 2024 Mitsubishi Triton range comes with a 2.4-litre turbo-diesel that is officially all-new, but seems more like a very thorough overhaul.

The 4N16 retains the predecessor 4N15’s 2442cc capacity, 86.0x105.1mm bore and stroke dimensions, 16-valve DOHC layout and aluminium block, but now adds a second turbocharger.

It also includes hydraulic valve lash adjusters to reduce servicing and – happily – retains a timing chain, which is also good news for servicing costs.

The engine lifts in power from 133kW at 3500rpm to 150kW at the same engine speed, and from 430Nm at 2500rpm to 470Nm between 1500 and 2750rpm.

New pistons help deliver the power boost, while the wider torque delivery spread is aided by the sequential set-up that runs a small high-pressure variable-geometry turbo alongside a larger low-pressure unit.

Compared to the class-leading Ford Ranger and Toyota HiLux, the Triton is still down on torque by 30Nm. But it is equal on power with the HiLux and only 4kW shy of the Ranger.

The new engine combines with a carryover six-speed automatic. Mitsubishi argues the 4N16’s extra torque spread made the eight-speed unit from the Pajero Sport unnecessary. It’s yet to be clarified if there are any changes to gear or diff ratios.

The engine also retains viscous-coupled fans for cooling, rather than swapping to electric fans as the Ranger has done. Mitsubishi insists that’s better for heavy-duty sand driving.

The GLS and GSR both come with the Super Select II 4x4 system with a lockable centre diff that allows 4x4 drive running on bitumen. It includes 4x2 high range, 4x4 high range centre diff open, 4x4 high range centre diff locked, 4x4 low range centre diff locked and adds a locking rear diff. Hill descent control aids also off-roading.

Driving modes available with Super Select II have expanded from four to seven. Previously there was Gravel, Mud/Snow, Sand and Rock; now there’s Normal and Eco for on-road driving and Gravel, Snow, Mud, Sand and Rock for off-road.

Not all drive modes are available in all Super Select II settings. For instance, Sand is only offered in 4x4 high range with centre diff locked.

The Triton also has an active yaw control mode that is only available when the centre diff is unlocked – so on bitumen or gravel roads basically. Inspired by the system first seen in the Lancer Evo, it brakes the inside front wheel to aid turn-in during cornering.

There has been a big emphasis on reducing friction inside the 4N16 engine and that – along with the addition of automatic engine idle-stop and some assistance from underbody aero – has had a big impact on the 2024 Mitsubishi Triton’s fuel economy.

All Triton dual-cab 4x4 auto models now claim a combined fuel consumption average of 7.7L/100km compared to 8.6L/100km for the old model.

That’s quite an achievement considering kerb weight for GLS goes up from 1991kg to 2085kg, something reflective of its larger exterior size.

The sole 4x2 model in the launch range cuts that further to 7.5L/100km.

Because of the very specific nature of our off-road drive, we couldn’t gain indicative real-world figures to compare with the claim.

Normally we’d devote a separate section to off-road driving, but as all our driving of the 2024 Mitsubishi Triton was off-road in this preview, we might as well roll it all into one.

Some provisos here. The car tested was pre-production, although Mitsubishi said it was totally indicative of showroom spec in the way it looks and drives.

So as well as the new powertrain there’s a stronger all-new high-strength steel ladder frame, wider tracks, a longer wheelbase, electric-assist steering replacing hydraulic, new high-mount double-wishbone front suspension and long-span three leaf-spring (four for the heavy-duty set-up in GLX and GLX+, down from five and six in the two set-ups previously) rear suspension with specific Aussie tuning and shock absorbers.

Perhaps surprisingly, the new Triton sticks with rear drum brakes rather than swapping to discs as most other utes have done. Primarily, this seems to be aimed at keeping pricing down in other less affluent markets.

Nor has Triton shifted the rear shocks outboard of the frame as the latest Ranger and Volkswagen Amarok and high-end HiLux GR Sport and Rogue have done. Otherwise enthusiastic Mitsubishi engineers fell silent when asked why this was the case. A promised explanation from Japan has so far failed to materialise.

Where we were driving the 2024 Triton GLS limited hard and fast conclusions. A private property near a small South Australian country town called Peake, it was all off-road combining some hard-packed gravel, a few rock gardens, hard and very soft sand and some steep and soft climbs and descents.

Much of our running was done in 4x4 high centre diff locked with traction control-quelling Sand mode engaged and tyre pressures reduced to a blubbery 18psi. There was no bitumen running and no highway driving or high-speed cornering.

Bravely though, Mitsubishi did have some fifth-generation Tritons on hand for comparison. As a result, some potentially important improvements became apparent.

By the way, these comments also apply to the GSR which was also driven. It has an identical powertrain and chassis set-up and is just 35kg heavier at 2115kg.

The work on the engine has indeed improved the spread, smoothness, quietness and its speed of response. Progressive throttle feed-in results in a prompt and encouraging response. There are no obvious flat spots or lag. It is palpably easier to drive at very low speeds on difficult terrain. Decent auto calibration helps here.

New-generation digressive shocks are designed to resist slow wheel speed impacts better than their linear predecessors and keep the tyre (Maxxis Bravo in this case) more in touch with the ground. They help calm the previously fussy and bouncy rear-end, providing notably less head toss for passengers and substantially more comfort over rocks. That classic ute frame-shake is reduced, if not eliminated.

The new steering irons out the unruly rattles and kickback of the hydraulic system. Its variable assistance and quicker ratio (3.3 turns lock-to-lock versus 3.7 previously) means low-speed twirling in tight spaces (of which there was a lot on our drive) is achieved without drama.

But the new Triton has a much larger turning circle, up from 11.8m to 12.7m. The quicker steering does help deal with that. Still, manoeuvring in a shopping centre car park will be interesting….

The new Triton is 15mm longer, 50mm wider in body and tracks and has a 130mm-longer wheelbase. It feels more planted than the old ute. It is chuckable and confident to drive on gravel roads and reminiscent of the first-generation Volkswagen Amarok.

On the deeper sand, the engine and 4x4 system proved their worth. The Triton ambled, scrambled or churned up and over any challenge. The only time I had to roll back and try again was after walking the ute up a steep rise just to see what happened. On another occasion it made it over a steep, deep crest without the lock or Sand mode engaged. With throttle buried it sat and thought for a moment near the top but gathered itself and rolled on. Impressive.

Some questions remain unresolved: Has front and rear axle articulation been improved? Has the unruly behaviour of anti-lock braking, stability and traction control on rough roads been resolved? What about the tail-shaft vibration that presented under sharp acceleration in 4x4 auto with heavy loads onboard? In all cases Mitsubishi says yes. We’ll see.

Mitsubishi also points to the higher positioning of the alternator away from potential damage as evidence of improving the breed. Travellers will also be pleased to see room and a mount and a bracket for a small second battery in the engine bay. There are also a couple of spaces for auxiliary switches low on the right-hand side of the dashboard.

As we’ve reported this week, the 2024 Mitsubishi Triton has claimed braked towing 4x4 dual-cab honours from the Ford Ranger.

The new Triton has its maximum braked towing capacity increased from 3100kg to 3500kg to match the best in class, and when the GLS’s lower (than Ranger) kerb weight and competitive gross combined mass (GCM) are taken into account, it emerges with a payload that means you can take more than the bare minimum away with you. Rover won’t have to stay at home.

Unladen payload for both the GLS at 1115kg and 1085kg for the GLS is also the best of the premium utes.

The tub of the MY24 Triton is 35mm longer at 1555mm and 75mm wider at 1545mm. The gap between the wheel-arches is up 50mm to 1135mm, which means it still cannot fit a 1165x1165mm Aussie pallet.

Off-road measures such as ground clearance, approach, departure and ramp-over are all similar to the old model. The rear overhang has been reduced but the floor has also been lowered to aid loading, hence no real improvement.

The most important interior improvement – and there are multiple – when it comes to the 2024 Mitsubishi Triton is space. Because it is wider and longer it creates more elbow-room between the front seat passengers – who sit higher and further apart – and more legroom and decent headroom in the rear.

Not only is it better than the old Triton, it’s among the best in class.

Another huge step forward is in the cabin technology (as we’re already covered). In this case though, it’s simply attained competitiveness rather than being at the front of the class. There’s nothing innovative or exciting about the infotainment system or the instrument panel, it just works better than before.

Happily, there are some physical buttons retained for the audio and sat-nav.

Then consider trims and materials. There are more soft touches than before (still plenty of hard stuff though) and a mixture of piano black, matte metal and faux carbon-looking stuff in the GLS. While not up there with top-spec VW Amaroks in terms of quality, it definitely feels more premium than before.

Finally, there’s the simple and good things like ease of use and storage. The driver gets a reach- and rake-adjustable steering wheel (as before) and a sizeable and supportive seat.

A double glove box catches the Triton GLS up with rivals. Big front door bins include bottle holders. There are overhead and pillar grabs for all outboard passengers.

But not all things are improved or even retained. It’s noticeable the new Triton loses the long and very useful manual gear-change paddles from behind the steering wheel, so changes can only be performed at the orthodox shifter. The Triton also retains an orthodox parking brake rather than moving to an electronic park brake.

There is no longer a switch on the dash to disengage parking sensors. You have to drill into the settings menu to address that.

In the rear seat – apart from all that extra space – there’s also two USB ports, air-con vents, dual seatback pockets, a fold-down arm rest with a double cup holder and bigger door bins than previously. The seatback is reclined at a more comfortable angle than before as well.

But unlike some rivals the rear seat still does not flip up to add storage flexibility. Only the backrest folds down.

Move to the tub and it’s pretty basic. There’s no lighting and the damped tailgate fitted to Tritons at the global launch in Thailand has not made it to the Aussie-spec launch models. It will probably come later.

Considering the restricted nature of this driving experience, it’s way too soon to make a call on whether the 2024 Mitsubishi Triton should be your new 4x4 dual-cab ute.

But the in-depth thinking and sheer effort that’s obviously gone into this new-generation Triton combined with the promising feedback from this first drive suggest it should be on your shopping list if you are considering a premium dual-cab 4x4 ute in the near future.

Based on important subjective and objective measures including driving, accommodation and equipment it seems to have made a substantial step forward from its 10-year-old predecessor. As it should!

Of course, this ute is also a lot more expensive than before, but at least it’s clear to see where the money has gone.

It’s a genuinely exciting prospect to know the new Triton is headed our way in coming months. It will be fascinating to see how it performs in a more varied driving environment and then how it stacks up against the Ranger, HiLux and Co in a wide-ranging and comprehensive test.

Prediction: it won’t be disgraced.

2024 Mitsubishi Triton GLS Double Cab Pick-Up 4x4 at a glance:
Price: $59,090 (plus on-road costs)
Available: February 2024
Engine: 2.4-litre four-cylinder biturbo-diesel
Output: 150kW/470Nm
Transmission: Six-speed automatic
Fuel: 7.7L/100km (ADR Combined)
CO2: 203g/km (ADR Combined)
Safety rating: Not tested