Mitsubishi Triton GLS 2021 Review

Its sales are only about half those of the top-selling Toyota HiLux and Ford Ranger, but the 2021 Mitsubishi Triton continues to be the third-best seller in the high-volume Australian 4x4 ute segment.

And the analytical crystal ball tells us that scenario is likely to continue for the foreseeable future.

Almost all of the competing workhorse utes have now rolled out their newest-generation models, meaning there’s nothing in the starting blocks that is likely to upset the Triton’s number-three spot.

There are some threats, including China’s GWM brand which, despite the promise shown by its latest range of workhorse utes – the 2021 GWM Ute – is nevertheless a few years away from being a major segment contender.

Although the enduring success of the Mitsubishi Triton can be largely attributed to its unquestioned value for money – from bottom to top of the range it is priced comfortably below not just the Ford Ranger and Toyota HiLux but also the Nissan Navara, Isuzu D-MAX and Mazda BT-50 – it is not the only thing driving its popularity.

The Triton also happens to be as capable, durable and ultimately as comfortable to live with as most of its competitors.

As we found in our recent Best Dual-Cab 4x4 Ute 2021 mega-test, Mitsubishi’s pick-up does lag in some areas such as towing and in-cabin technology.

But when push comes to shove the differences in capabilities are not huge, and the Triton has some stand-out features, such as its clever four-wheel drive system and efficient engine.

Although the 133kW/430Nm 2.4-litre turbo-diesel is no powerhouse, the sub-two-tonne ute compensates with its lower overall weight.

And while its tub is not the biggest in class, it’s not the smallest either.

For the Triton, the overall aggregate of features and capabilities is entirely agreeable.

Pricing is the real sweet spot when it comes to the 2021 Mitsubishi Triton.

With a range that begins at $23,490 plus on-road costs for the base GLX petrol-powered 4x2 cab-chassis and tops out at $53,490 plus ORCs for the flagship GSR pick-up, the Triton is off to a good start against all its established competitors.

The second-from-top-rung GLS reviewed here, at $49,240 plus ORCs for the auto, is barely above dual-cab 4x4 auto pick-up versions of the cheapest Ford Ranger (XL, from $48,690) and Nissan Navara (SL, from $49,100) and actually less than the entry-level Isuzu D-MAX (SX, from $50,900).

In the Triton, that $49,240 buys you a comprehensive array of safety tech including low-speed autonomous emergency braking (AEB) with pedestrian avoidance, lane departure warning, lane change assist, blind spot monitoring, rear cross traffic alert, front and rear parking sensors, an electro-chromatic rear-view mirror and a reversing camera.

There’s climate-control air-conditioning with roof-mounted rear venting, self-dipping LED headlights and Apple CarPlay/Android Auto, but no powered seats, no sat-nav and, unless you step up to the deluxe option, no powered and heated front seats and no imitation leather.

Then again – apart from the sat-nav – these are mostly missing from comparable-spec rivals too.

Why should/shouldn’t I buy the 2021 Mitsubishi Triton GLS?
The interior of the 2021 Mitsubishi Triton GLS is cosy enough and the seats are genuinely well-shaped and comfortable throughout.

And despite the relatively narrow cab and tending-to-short wheelbase, we have no serious complaints about headroom, legroom or shoulder-room.

The latter is down on the broad-shouldered Ford Ranger, but is at no great deficit when compared with the Nissan Navara or Isuzu D-MAX.

Although there’s a dearth of soft-touch surfacing, the material quality and presentation is well clear of utilitarian and there are enough places to store away your essentials. While the bin that forms part of the centre console (and arm rest) is smallish – though not pokey – the steering column earns praise for the fact that, unlike the class-leading Ford Ranger, for example, it’s adjustable for both reach and height.

The instruments are big and clear, and the functionality of the controls is generally straightforward and non-confusing apart from Mitsubishi’s insistence on using screen-touch controls for operating various functions including the sound system.

These fumbling operations are only partly mitigated by a rocker switch on the left steering column spoke that also adjusts sound system and phone volumes.

Like we said, the 2.4-litre turbo-diesel in the 2021 Mitsubishi Triton falls a little short of the rest on both power and torque, but the Mitsubishi’s lighter weight redresses the balance so that power/weight ratios, especially when unladen, aren’t widely disparate.

The six-speed auto is a nicely compatible mix with the engine’s torque spread which begins at a relatively high – for a turbo-diesel four – 2500rpm.

Load the Triton up though and it feels the extra weight more than you would expect of, say, a 500Nm Ford Ranger or Toyota HiLux. This is in keeping with the 3.1-tonne braked towing limit, which is 400kg down on most of its rivals.

The fuel consumption claim is a bit higher than most at 8.6L/100km and we didn’t come near that with test figures that failed to dip below 10L/100km.

The Triton’s steering has improved over the years but still suffers from low gearing which has the wheel rotating 3.8 turns as it goes from lock to lock.

Maybe surprisingly, this doesn’t become apparent in normal driving where the responses to input are accurate and predictable. It’s only when you’re putting your shoulders into negotiating a tight roundabout that the low gearing becomes apparent.

Then again, the 11.8-metre turning circle – almost a metre less than the Ford Ranger – is pretty tight for a light truck and makes the Triton’s wheel-twirling almost forgivable.

The ride, on a conventional double-wishbone independent front and live-axle leaf-spring rear suspension, is firm without being too abrupt, but you’re always aware, especially when there’s only a light load aboard, that the Triton is fundamentally a one-tonne workhorse.

A significant plus for the GLS-spec Triton is its three-differential Super Select II 4WD system that allows full-time 4x4 to be selected at speeds up to 80km/h, even on the highway. A rear differential lock became an available option on GLS and GLX+ models in late 2019.

Access to a mighty 10-year/200,000km warranty, including 10 years of capped-price servicing, will be a significant drawcard.

Eligibility depends on where the vehicle is serviced. If it’s looked after by an authorised dealer and the servicing has been done within 2000km or two months of the scheduled requirements, then the standard five-year/100,000km warranty can be extended.

In some ways, the smaller overall dimensions of the 2021 Mitsubishi Triton work in its favour. The narrower cab contributes to a wieldier feel on tightly winding roads that makes the driver feel less intimidated and more connected with the world outside.

That tighter turning circle doesn’t go unnoticed either.

The Triton’s tub – which is actually longer than that of the Nissan Navara – is limited mainly in width, where it loses 90mm to the more capacious Ranger, and in the less-hefty payload of 910kg.

The rest – apart from the 995kg Toyota HiLux SR5 – manage to scrape in at just over one tonne.

Does all this point towards a 4x4 light truck that doesn’t quite cut it in a supposedly task-oriented market segment?

Actually, no. The sales statistics show that’s not the case. The Mitsubishi Triton clearly does the job for a large swathe of buyers who are looking for a one-tonne, five-passenger 4x4 ute.

Its sales might seem small compared with the Ford Ranger and Toyota HiLux – which respectively accounted for about 25 per cent and 23 per cent of the 4x4 pick-up market in 2020 – but the Triton’s segment share of around 16 per cent was ahead of its main rivals and is testimony to its ongoing popularity.

Down on dimensions, down on power and down on towing and load capacities, the Mitsubishi Triton confounds conventional logic. But none of those things seem to worry its loyal band of followers.

How much does the 2021 Mitsubishi Triton GLS auto cost?
Price: $49,240 (plus on-road costs)
Available: Now
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 2015)

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