Mitsubishi Triton GLX-R Double Cab 2008 Review

Road Test

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'Recreational vehicle' is a term that is used and abused by the automotive industry -- applied to everything from small wagons to large SUVs. Even the Light Commercial Vehicle (LCV) sector has been keen to adopt the term and manufacturers have liberally applied the moniker.

So what exactly is a recreational vehicle? In the world of LCVs, the connotation is that a recreational vehicle is a ute that is a tool of trade workhorse for the weekdays and has the ability to carry a small family and their outdoor equipment for the weekend in reasonable comfort.

That means four doors and five seats, more comfort and convenience kit and, commonly, an emphasis on the "sporty, outdoor lifestyle" -- usually presented in terms of cosmetics and feature add-ons.

Mitsubishi's most overtly recreational ute is the 4WD Triton GLX-R Double Cab. The distinctive latest generation Triton was first launched mid-2006 but around 12 months later, the company added an automatic transmission to its 4x4 diesel range that lifted the convenience factor for lifestyle buyers.

The GLX-R sits in the middle of the 4WD dual-cab diesel range, between the base GLX and top-spec GLS. Priced from $46,990, this is certainly no 'driveaway no more to pay' special for the tradies.

For the money you get a 118kW/347Nm 3.2-litre four-cylinder turbodiesel that drives through a four-speed automatic transmission with a part-time four-wheel-drive system that incorporates a full set of low and high-range ratios and a centre locking diff. Our tester also came with a $700 optional rear diff lock for extra traction in real tough stuff.

Basic kit in the GLX includes manual air-conditioning, power windows, a single slot CD system and remote locking, with the GLX-R gaining rear sports bars, a front nudge bar, side steps, 16-inch alloys, Bluetooth phone kit, carpet on the floor and other cosmetic enhancements. Cruise control, however, is not even on the options list -- a significant failing for a vehicle of this price and target market.

Safety kit too reveals an LCV-mentality, with ABS and two front airbags about the extent of it.

Step up into the cab -- and it definitely is a step up -- and you find yourself sitting in a reasonable driver's seat, although it lacks a little support and shape. There is plenty of space and while the styling of the dash is nothing like the radical rendition outside, it's all fairly inoffensive, practical and ergonomic. Best of all, you don't feel like you are sitting behind the wheel of a truck.

There are plenty of storage cubbies and the back seat space is a revelation. Although the backrest is still a tad too vertical [Ed: it's better than most crew-cabs], there is plenty of head and legroom for a couple of adults. The rear windows are tinted and the rear screen can be dropped electrically via a switch on the dash -- although why, we couldn't really figure.

Despite its dual-cab configuration, the cargo bed still offers a 1.32m load length and width between the wheelarches of 1.08m. The vehicle can manage just over one tonne payload.

Turn the key and there is absolutely no-doubt about the vehicle's diesel engine. Even at idle there is a very hearty clatter and the strong diesel torque is delivered with a solid thrust off the line.

It's definitely not the quietest of engines but it is reasonably smooth and will keep pulling through to about 4000rpm. With a hefty midrange torque on tap, shifts are kept to a minimum but when they occur, they do so in a fairly smooth and refined fashion. Our only complaints about the transmission are that it seems a little tardy to downshift when you give it the boot to overtake. Additionally, it sometimes held onto lower ratios longer than ideal.

On the tarmac, the Triton rides with a good degree of comfort and civility and even on rougher roads, it felt well planted and solid, without too much body roll or movement. Despite its high centre of gravity, the GLX-R features a sports suspension tune and it remained reasonably well composed through the tight twisty tarmac and never felt overly cumbersome or weighty.

What it lacks in two-wheel drive at least (what you are going to run on the tarmac) is grip. On dry roads without any load in the tray, any more than a moderate speed through corners has the tyres squealing in protest and in the wet, you require an almost feather-like approach to the throttle to avoid inducing the tail into a slide. And there ain't no ESP to save you here.

On the dirt with the transfer case locked into 4H, it was a very different story with plenty of grip and a very supple ride enabling CN to tackle a long winding and fairly rutted road through the top end of the Toolangi State Forest northeast of Melbourne with a degree of enthusiasm.

The car easily swallowed the 50km loop and we felt confident in its ability to keep us centred on the slippery gravel surface -- well away from the tall timber that lined the track.

The only issue we encountered in the bush -- and for that matter in the city -- was the huge turning circle, which coupled with the length of the vehicle makes turning on tight tracks or in city streets a multi-point affair. Also the limited rear visibility means that parking often requires a touch-based judgement -- a rear parking sensor system would certainly not go astray.

While the Triton GLX-R is a step up in the overall comfort and practicality stakes in the LCV market, at the end of the day, you would only want to buy one for a daily driver if you really, really need the tray out the back.

For nudging on $50K, there is an abundance of SUVs -- both soft-road and proper 4WD (including Mitsubishi's own Pajero) that offer a much more refined, comfortable and dynamically superior experience for driver and passengers.

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