Mitsubishi Triton GLX Club-Cab 2011 Review

Price Guide (recommended price before statutory & delivery charges): $38,990
Options fitted to test car (not included in above price): Stability control, traction control & rear diff. lock $450
Crash rating: Four-star ANCAP
Fuel: Diesel
Claimed fuel economy (L/100km): 8.1
CO2 emissions (g/km): 212
Also consider: Nissan Navara; Toyota HiLux

When it comes to big, beefy utes most of the limelight has been taken up lately by sporty-looking, four-door pick-ups with passenger car-like refinement, space and recreational aspirations to boot.

That's despite the majority of ute sales in Australia coming at the lower end of the market; the relatively bareboned workhorse variants, with their tough leaf spring suspensions, genuine one-tonne payloads and 'hose down' interiors.

So when the Carsales Network recently got the keys to Mitsubishi's latest Club Cab 4x4 work ute for a week, it was a rare opportunity to experience the lot of many tradies, farmers and council workers, at least from behind the wheel.

With sales of extra-cab utes booming, particularly basic workhorse variants, Mitsubishi recently decided to re-introduce the two-door, extra-cab Triton variant after a five-year absence.

Available with a ute tub or more utilitarian cab chassis (as tested here), the Club Cab Triton is only available with 4WD and in entry-level GLX grade, with a 2.5-litre four-cylinder turbodiesel matched to a five-speed manual or optional four-speed auto transmission.

Approach the Club Cab from any angle, and while retaining Triton's trademark curves, its workhorse roots are quickly betrayed by the aluminium dropside tray and steel wheels, along with little things like rivet-pocked painted bodywork and exposed chassis wiring.

There's little in the way of 'bling' or even badging, with no side steps, shiny alloy wheels, or fancy chrome bars found on more tarmac-friendly 'recreational' variants.

Step inside and there's a roomy, no-nonsense interior up front, with hard-wearing, dark cloth trim on comfy, adjustable bucket seats, a floor console with storage box and lid, and typical rubber flooring covered, in our case, with black carpet floor mats.

It's not overly spartan though, with a modern dash design and clear instruments accompanied by such niceties as power windows, power mirrors, air conditioning, trip computer, cruise control (with steering wheel controls), CD/radio with iPod connectivity, and two 12V sockets.

The flip-up "occasional use" rear seats are okay for short trips, as rear passengers are forced to sit bolt upright on hard foam pads with limited head and legroom. Most owners will probably find the additional space most useful for carrying extra gear (we squeezed in a golf bag and buggy).

There are two lap sash belts but no child seat restraints, while pop-out side windows and two large storage pockets add to the second row's usability.

Fire up the 2.5-litre, four-cylinder, DOHC, 16-valve powerplant and the familiar "chugga chugga" of a hardworking diesel is emitted into the cabin; more light truck than modern four-wheel drive, probably due to a lack of sound deadening.

The gruffness disappears out on the freeway but remains noisy when revved, which is often around town due to a lack of low-down torque. (Peak power is 131kW at 4000rpm and maximum torque of 400Nm at 2000rpm.)

The Triton's 'old school' feel is exacerbated by noticeable turbo lag, long-throw gearstick and a firm-ish clutch pedal, while the well-spaced gear ratios means plenty of gear changes around town to keep it on the pace with traffic.

Not surprisingly, the high centre of gravity, stout springs and light steering means it's not overly fond of corners, and it really needs a decent load out back to feel better connected to the road. Altogether the Club Cab felt more of a chore during our daily commute than the HiLux SR5 we drove recently.

The big side mirrors help alleviate the hefty blind spot around the B-pillar/extra-cab window, but backing the ute with its 1805mm, long-bed tray around car parks was still a challenge.

But this is a vehicle primarily designed to crash over lumpy paddocks and traverse muddy construction sites, and it does this with relative ease aided by ample ground clearance, front 'bash' plates and heavy-duty suspension.

The Club Cab is fitted with Mitsubishi's 'easy select' 4WD system, with separate lever for low- and high-range selection and a switch to activate the rear differential lock, but misses out on the more advanced, tarmac-friendly 'super select' 4WD system available on up-spec Tritons.

Maximum towing capacity of the Triton Club Cab is 2700kg and maximum payload is a healthy 1192kg for the cab chassis.

While Mitsubishi has been a forerunner in improving ute safety standards, the Club Cab makes do with driver and passenger airbags and anti-skid brakes, with stability control available as an option. Side and curtain airbags are not available, despite being standard or optional on other Triton variants.

Priced at $38,690 in this configuration, the Club Cab plugs a gap in the Triton line-up, coming in about $4000 more than the equivalent single cab and about $4000 less than the more spacious Double Cab Triton.

It shapes up well against major rivals, being cheaper than the equivalent Toyota Hilux or Nissan Navara but slightly more expensive than its counterparts from Ford and Mazda.

One question mark over the Club Cab and Triton in general is its diesel engine which is  increasingly being out-gunned by rivals like the latest 147kW/470Nm Mazda BT-50 and 170kW/550Nm Nissan Navara.

Until the new model arrives, the popular Triton ute may have to increasingly rely on any price advantage, brand loyalty as well as Mitsubishi's trademark five-year warranty to remain competitive in this tough market segment.

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