Mitsubishi Triton GSR 2024 Review

The six-model 2024 Mitsubishi Triton launch line-up opens at $43,690 plus on-road costs for the GLX Double Cab Pick-Up 4x2 model – which is about $3200 dearer than before.

It then moves up through two body styles (one extra-cab and five dual-cabs) and four different grades, finishing at the flagship Triton GSR Double Cab Pick-Up 4x4 auto driven here, which is now $63,840 plus on-road costs – a circa-$7000 increase.

While the entry model drives the rear wheels, all other versions of the initial Triton line-up have a 4x4 driveline – and every model sources power from an updated 2.4-litre twin-turbo diesel four-cylinder engine.

Single-cab and cab-chassis versions of the Triton are expected later in 2024. Mitsubishi has confirmed that models lower in the hierarchy will also be offered with a manual transmission, whereas the opening launch range is automatic-only.

The pricing structure means the Triton continues to undercut comparable versions of the Ford Ranger (starting from $43,280 plus ORCs) and Toyota HiLux (from $44,635 plus ORCs), though it is nearly $10,000 dearer than equivalent versions of the GWM Ute (from $35,990 drive-away).

It means the Triton doesn’t quite hold the same compelling value equation it once did in Australia.

Even the most basic versions of the 2024 Mitsubishi Triton receive a modest increase in equipment levels along with wholesale changes in design, space and power.

In overall terms, the new Triton dual-cab is 15mm longer than before at 5320mm, 50mm wider at 1865mm and rides on a 130mm-longer 3130mm wheelbase, liberating a 35mm-longer tray (1555mm) and 49mm more shoulder-room (1479mm).

The Triton runs a ladder-frame chassis as before, and is suspended via updated high-mount double-wishbone front suspension with increased travel, and an updated leaf spring at the rear – both complemented by larger-diameter shock absorbers.

The entry GLX offers 17-inch alloy wheels, cloth seat trim, keyless entry (though not keyless start), tyre pressure monitoring and air-conditioning.

The GSR flagship tested here brings 18-inch wheels, LED headlights, tail-lights, indicators and fog lights, dual-zone climate control, heated front seats, rear styling bar, roof rails, leather seat trim with contrasting orange stitching, soft interior padding, dash-mounted cup holders and power adjustment for the driver’s seat (but not the front passenger).

A quick flick through the specifications list reveals many standard features are confined to models higher in the food chain, while items including a tow bar are optional across the line-up. Other manufacturers are beginning to offer a tow bar standard on some models.

There’s a more positive story around aftersales, however.

Mitsubishi Australia ordinarily offers a five-year/100,000km warranty in Australia, though if buyers service through the car-maker’s national dealer network, the factory provision stretches to a 10-year/200,000km warranty and 10-year capped-price servicing program (priced at $6690 over 10 years/150,000km, based on 12-month/15,000km intervals).

The manufacturer is also offering the obligatory accessories catalogue in-house with the new Triton, with items including a steel bull bar and underside protection, bonnet protector, snorkel, canopy, rear protection bar, sports bar, side protection bar and bed liner.

The 2024 Mitsubishi Triton ushers in a host of new safety equipment that’s likely to lead to a five-star ANCAP safety rating in the near future.

They include eight airbags, 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.

But, and this is a big but, there is a massive caveat around the intervention of some of these systems. This is most notably the case for the driver attention system and speed alert systems.

The former erroneously barks at the driver if they take a cursory glance away from the road, yawn, blink and much more. We can see the appeal – and understand the system’s value in ensuring a fleet-friendly five-star rating – but the tech is plain annoying. And what’s more, you have to turn it off every time you start the car.

The entire 2024 Mitsubishi Triton range gains a new 9.0-inch centre touch-screen display that controls all the key infotainment functions, including Apple CarPlay and Android Auto (both wired and wireless).

Higher-spec versions also offer a digital radio, sat-nav and a wireless charging pad.

A bank of hard-wired buttons and switchgear offers straight-forward access to simple functions, or shortcuts on the screen – to save you digging through needless screen sub-menus.

Elsewhere, the instrument cluster now gets a 7.0-inch digital readout that sits between two analogue gauges.

The display is clean and legible, though a far cry from full-length digital instrument clusters offered in rivals – most notably, the latest Ford Ranger.

The 2024 Mitsubishi Triton draws energy for a purportedly “all-new” turbo-diesel engine. But the truth is it shares much in common with its predecessor.

The identical-capacity 2.4-litre diesel now employs two turbos – a small turbo for fast response at low revs and a larger turbo for top-end performance – to raise output to 150kW and 470Nm, a circa-10 per cent increase on both counts.

New pistons are said to be responsible for the power bump, while new hydraulic valve lash adjusters are said to reduce servicing. Happily, the Triton retains a timing chain, which is also good news for servicing costs.

The Triton’s six-speed automatic is virtually unchanged, though Mitsubishi has tweaked gearing ratios to suit the power and torque fillip.

The updated engine features a 17-litre AdBlue reservoir to ensure the Triton complies with the latest Euro 6B emissions regulations, and can comfortably transition to more stringent targets on the immediate horizon.

Mitsubishi says development of the new Triton began in 2017, well before the release of new models including the Ford Ranger, the Ford-led Volkswagen Amarok and forthcoming Toyota HiLux.

Mitsubishi Australia claims a combined fuel consumption average of 7.7L/100km for the 2024 Mitsubishi Triton.

We averaged about 9.5L/100km in a mix of conditions on launch, which included open-road and off-road driving.

The 2024 Mitsubishi Triton takes a modest step forward with its on-road manners and refinement.

The new electrically-assisted steering immediately imparts more lightness and refinement to the driver’s hands, helping offset the Triton’s larger turning circle while also doing away with the hydraulically-controlled predecessor’s unnecessary levels of feedback.

The diesel engine offers a similar rugged character as before, shaking to life before settling into a muted thrum in regular conveyance. The start-up ‘shake’ is particularly noticeable in crawling traffic, where its new idle stop-start system takes effect.

The Triton feels marginally more settled than before in terms of its ride, and the larger on-road footprint has yielded moderately more stability through corners and changes in direction.

Then again, there are some newer features that take away from the Triton’s charm. Namely, its safety systems.

The combination of driver attention monitoring and speed sign recognition becomes at-times infuriating on-road, with a cacophony of chimes and bells constantly sounding should you decide to momentarily veer your eyes away from straight-ahead, change speed zones or climb even 1km/h above the speed limit.

We’re all for safety, but these systems are a hindrance rather than a help, and a potential deal-breaker for prospective buyers.

Elsewhere, there are elements of the Triton driving experience which are largely the same as before.

For all of its new parts and marketing rhetoric, the engine operates largely the same as older Triton engines: it spins up nicely from around 1500rpm and offers ample power and torque for around-town passage.

The corresponding six-speed automatic gearbox naturally pushes for economy and will kick down gears under harder acceleration to keep the engine at its sweet spot. However, the transmission lacks the intuitiveness and ratio count of more superior units on the market, while the engine can become quite vocal and strained as you push past the middling revs.

Moreover, Mitsubishi’s decision to delete the Triton’s steering wheel-mounted paddle shifters could potentially complicate downshifting under braking, especially when towing.

The fact the Triton still runs rear drum brakes and doesn’t take any giant leaps forward in engine performance should be considered if regularly towing big weights. That’s despite the 400kg increase in braked towing capacity (to 3500kg).

Similarly, while there are marginal improvements with the Triton’s ride, it is still afflicted by tremoring that is commonplace on most dual-cab utes, a virtue of load-rated leaf springs.

In earnest, the Triton still feels like one of the fussiest rides going, busy and fidgety over low-speed bumps and more susceptible to larger washouts in the road at high speeds. These traits are compounded by relatively noisy levels of road and cabin noise.

It means the Triton is largely civilised and easy to live with, but isn’t really moving the needle from a driving standpoint.

The new 2024 Mitsubishi Triton is a surprisingly capable jigger off-road, especially in flagship trim when the Super Select II 4x4 system and rear-locking diff is fitted standard.

The recent national launch included a 45-minute off-road loop with some modest climbs and descents, plus good opportunities for wheel articulation and short stints in sand.

In truth, there was nothing on the circuit to really ‘frighten the Triton’ or indeed test just how far it would go.

We didn’t go too far in exploring its seven different off-road modes, but occasionally took issue with the intervention of the stability control, which would sometimes completely stop forward progress, and the dullness of its accelerator pedal.

That said, the lightness of the new electrically-assisted steering is a boon when navigating tight obstacles and turns.

The 2024 Mitsubishi Triton upgrades to the same 3.5-tonne braked towing capacity that is shared with much of the modern dual-cab ute crop, up from 3.1t.

A maximum downball weight of 350kg applies to all Triton variants.

Where the Triton does carry some cache is around payload when towing the full 3500kg – a virtue of its lighter circa-2.1t kerb weight – with a gross combination mass of 6250kg.

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

It means the GLS can handle a 665kg payload while towing 3500kg and the GSR 635kg. At 3000kg, the respective numbers are 815kg and 785kg.

The tub of the new MY24 Triton dual-cab 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 an Aussie pallet (1165x1165mm).

There are four fixed tie-down points (no moveable fixtures) standard, however there is no tailgate assistance, no rear tub lighting and no power outlet.

What’s more, the Triton misses out on integrated electric brakes fitted standard to the Ford Ranger, meaning those that tow heavier loads will need to pony up for an aftermarket system, as well as a tow bar.

The new 2024 Mitsubishi Triton makes some notable improvements inside the cabin, especially in the case of our GSR flagship.

Above all else, the extension in wheelbase has wrought more rear seat room than before, allowing the Triton to stand up as one of the more spacious offerings in the class.

There is an obvious emphasis on the use of nicer materials and presentation, too, together with nifty storage solutions and amenity.

The updated dashboard centre fascia looks more contemporary than before, replete with hard-wired buttons and switchgear for easy on-the-go adjustments.

Digging deeper, the Triton doesn’t quite uphold the sophistication of a higher-spec Ford Ranger, with harder surface treatments and obvious cost short-cutting, including a solid plastic circle on the steering column of our GSR test vehicle where a key barrel would usually reside on cheaper models.

Occupants are provided with the choice of USB-A and USB-C points in both rows of seating, while rear occupants also have access to roof-mounted air vents, though no vents at the traditional rear of the centre console.

The rear seat space is accommodating and suitable for a couple of adults on moderate journeys, accessed by dual grab rails on either side plus side steps on higher-specification models.

While the Triton offers ISOFIX child seat attachment points for the outboard rear seating positions, it makes do with a solitary top tether strap point behind the middle seat (instead of three solid individual top tether points across the bench).

It means occupants need to make use of a fiddly fabric looping strap to secure child seats, and they’re never quite as snug or secure as devoted top tether points behind each seat.

There has arguably never been a better time to buy a ute in Australia. The choices are plentiful, and there is a noticeable uptick in polish, performance and refinement in the latest-generation models.

If we’re honest, the new 2024 Mitsubishi Triton doesn’t really move the needle in any one area. If anything, the latest round of changes merely help it to keep pace with segment leaders – à la the Ford Ranger.

Equally, the pricing increases mean the Triton doesn’t quite uphold the value equation of its forebears. Certainly not in the same way as the GWM Ute does.

It means the new Triton is sound and dependable, addressing some of the shortfalls of previous Triton models while also presenting some new ones at the same time.

2024 Mitsubishi Triton GSR Double Cab Pick-Up 4x4 at a glance:
Price: $63,840 (plus on-road costs)
Available: Now
Engine: 2.4-litre four-cylinder twin-turbo diesel
Output: 150kW/470Nm
Transmission: Six-speed automatic
Fuel: 7.7L/100km (ADR Combined)
CO2: 203g/km (ADR Combined)
Safety rating: Not tested