Written and photos by Craig Seckerson

Mitsubishi Triton GLX+ Workhorse with Weekender Credentials

I was recently offered the opportunity to get behind the wheel of the all-new Mitsubishi Triton, the latest mid-size 4×4 pick-up from the Japanese manufacturer. It enters one of the most competitive automotive segments in Australia, accounting for about 20% of all new car sales in Oz it faces some seriously strong competition. So, the question is, does the Triton genuinely stack up, or just another tough-looking contender. Time to find out, let’s have a drive.

The Triton range is offered in two main configurations, a traditional pick-up like the one I am testing and a more trade-focused cab-chassis variant. The latter brings the flexibility of a customisable tray and heavy-duty rear suspension. Both body styles are available in 4×2 and 4×4. The GLX+ Club Cab 4×4 Pick up tested here sits toward the lower end of the Triton range, but is the highest spec currently available as a Club Cab.

On my first walk-round, the Club Cab’s rear-hinged “suicide doors” immediately stand out. They are a clever design touch and I love them, although initially I questioned their practicality compared to a full four-door layout in this type of vehicle. Still, I approached the test with an open mind, keen to see how this configuration would perform over a full week of real-world use.

The Triton goes head-to-head with heavyweight rigs like the Toyota Hilux and the Ford Ranger, the latter being Australia’s top-selling 4×4 for the past two years. Both are undeniably capable, but they come at a cost. A similarly specified Hilux 4×4 sits around $64,000 AUD ($45K USD), while a Ranger XLT Super Cab pushes closer to $68,500 AUD ($48K USD). In comparison, the Triton GLX+ Club Cab 4×4 starts at just over $50,500 AUD ($35K USD), with the test vehicle optioned up slightly, coming in at $55,859 ($39K USD). That’s a significant saving, and one of the Triton’s strongest early advantages over its nearest competitors.

This is the sixth-generation Triton, but it is also known globally by names like Strada, Forte, and L200. No matter the name the formula remains consistent, appearing to be a tough, practical and versatile vehicle. My initial thoughts are it strikes a great balance visually, there is a clear sense of purpose in its design, despite the striking blue colour it won’t look out of place on a work site or heading to the beach for a weekend escape.

From the first few drives, it was clear the Triton carries strong road presence. Its chunky, squared-off stance gives it a purposeful, ready-for-anything look, exactly what I like to see in a 4×4 pick-up. It has clearly been designed with work life in mind, but the addition or rear seating and the unique door setup broadens its appeal.

In reality though, I would class it more of a 2+2 layout rather than a true 4-seater. The rear cabin feels best suited to occasional use, ideal for short trips with work colleagues or the kids at the weekend, but not somewhere you would want to spend an extended period of time.

That said, the cabin itself is both comfortable and functional, the front seats are very supportive and ergonomic, I like the additional side bolstering that helps keep you planted and well positioned while cornering. Although I do wonder how the softer seat material will wear over time with regular use, particularly in a work environment.

The lumber support is a welcomed inclusion, with electronic adjustment allowing you to dial in a comfortable driving position and reduce fatigue on longer journeys. While there is a noticeable amount of hard plastics throughout the cabin, I don’t see that as a bad thing in a working vehicle, they should prove durable against the daily demands of site or tradie life. The semi-perforated steering wheel feels good in hand, though a leather finish would have added a touch more refinement to this particular model.

As with all my first drives, I prefer to dive straight in without reading the manual, I find it is the best way to gauge how intuitive a vehicle really is. Pleasingly, the Triton’s 9-inch touchscreen infotainment system is straightforward and user-friendly. A quick and easy adjustment of the audio settings delivered a well-balanced sound, and the system as a whole proved very easy to navigate.

The connectivity with the wireless Apple CarPlay was a breeze and was set up in a matter of seconds. While I didn’t get the chance to try Android Auto, based on the Apple CarPlay experience I would expect it to be just as seamless. I also appreciated the inclusion of physical climate control buttons, they are simple, effective, and far easier to operate on the move than most touchscreen-heavy setups found in many modern cars, especially when wearing gloves.

As mentioned earlier, I am a big fan of the Triton’s exterior design, in my eyes the Mitsubishi designers have done an excellent job, it looks genuinely impressive on the road. That view was reinforced as the Triton received several compliments from friends, who noted its chunky stance and striking colour. The $740 AUD optional Impulse Blue paintwork really suits the Triton, it stands out in a sea of white Utes, whether in a supermarket car park or outside a local sports complex, and I’d highly recommend it.

In terms of size, the Triton makes a strong statement, measuring 1865mm wide, 5320mm long, and 1795mm high. Despite its size  and presence, it never feels unwieldy. Even in the smaller, tighter supermarket carparks it remained easy to manoeuvre, with good visibility and a respectable turning circle that help disguise its overall footprint. The numbers back up its capability too, a maximum payload of 1209kg is solid, while the 3500kg braked towing capacity places it among the best in class, only surpassed by some of the larger more powerful and significantly more expensive pick-up trucks.

With a gross combination mass (GCM) of 6250kg the new Triton is certainly a force to be reckoned with in the mid-sized Ute sector, outperforming many rivals. Fuel economy is officially rated at 7.7L/100km, though in my real-world driving,  which consisted largely of urban routes and heavier traffic, the average I achieved was 10.9L/100km. Given more time on open roads, I suspect it would edge closer to the claimed figure

With 150kW on tap from its 2.4 litre bi-turbo diesel engine, the Triton delivers plenty of usable power, it is no rocket ship, but for a vehicle of this type and size it gets up to speed with reasonable ease. As expected, outright pace isn’t the focus of the Triton, rather it’s 470Nm of torque, that defines the driving experience. That torque is delivered where it matters most in a work Ute, low down in the rev range, providing plenty of pulling power for towing and tackling tougher terrain. On the road, the Triton feels composed, helped by a generally smooth-shifting 6-speed automatic transmission.

Engaging the 4-wheel drive system is simple and intuitive, it shifts in seamlessly when needed and disengages just as easily when back on sealed roads ready for the drive home. In testing, I pushed things a little by attempting soft sand in two-wheel drive, quickly finding its limits. Switching to 4WD low range transformed the experience, allowing the Triton to drive straight out without hesitation. Even when venturing deeper into the soft sand, it handled the conditions confidently and without fuss

Overall the Triton’s ride quality is impressive for a work-focussed vehicle, it is comfortable enough for longer journeys, at no point was I feeling uncomfortable and wanting the journey to end. The engine can feel and sound a little coarse at startup and under harder acceleration, but that is well within expectations for this type of vehicle and segment.

The compact rear seats were also put to the test during a short drive back from footy practice with one of my son’s friends who stands around six feet tall. While space was tight, he managed the 20-minute journey without complaint, noting yes, it is on the snug side, but it wasn’t that bad once settled in. The rear-hinged suicide doors are a standout feature on  the Club Cab, improving access and adding a touch of visual flair.

Steering offers a reassuring level of feedback from the road, despite the large tyres, and while the turning circle is acceptable for a vehicle of this size, it did catch me out on a couple of occasions, turning intended U-turns into a 3-point manoeuvre. Ride comfort is solid, closer to car-like than you might expect from a Ute, but it wasn’t quite there. Acceleration is acceptable from a standstill, as is accelerating from 50 to 70 or 80 kph, it copes very well and doesn’t feel out of place on country roads or the expressway.

The only area I felt let the Triton down slightly was the suspension, it is definitely set up on the softer side, personally I feel it is a little too soft and wallowy for Australian Roads. Don’t get me wrong, it soaks up any imperfections such as divots and potholes and takes them in its stride, however, if the surface undulates, it bounces between the rises on the road. It’s worth noting the vehicle was unladen during testing, so a loaded tray would likely settle things down.

That said, on certain roads this behaviour was noticeable enough to mention, particularly for anyone prone to motion sickness. I know this bouncing effect is probably due to having the superior load carrying and extremely stable leaf spring rear suspension fitted, but the up and down motion was very evident.

Inside, the cabin remains a pleasant place to spend time. Road and engine noise are well controlled for a vehicle in this class, remaining acceptable when tested across a variety of surfaces and speeds. Braking performance is also reassuring, with good pedal feel and strong stopping power despite the rear drum setup. Again, this was tested without load, but there’s nothing to suggest it would struggle when carrying weight.

I also put the Triton through its paces off-road, and it continued to impress, tacking hard mud and rocks taking it all in its stride with confidence, its 228mm of ground clearance proving more than adequate Sand and loose gravel surfaces were handled just as effortlessly, at no point did I feel the Triton was out of its depth or I was going to get stuck, I would certainly feel comfortable pushing the Triton further into off-road territory and really testing its limits with more challenging terrain.

I am sure upgrading the standard 265/65R17 all-terrain tyres with a premium off-road set, would likely unlock even greater off-road capability. Unfortunately,  the only thing missing from this test was time on heavily corrugated surfaces, something that would be particularly relevant for Australian conditions. It will be interesting to see how the suspension performs over long stretches of rough outback roads, but that’s a test for another day

Storage is a clear strength of the Club Cab, with a tray length of 1860mm, it offers an additional 305mm over the Double Cab, while still retaining the rear seating area for added versatility. Speaking with a few tradie mates, it’s easy to see the appeal of the Club Cab, they make full use of the larger tray while storing valuable power tools in the rear cabin, keeping them protected from the elements and additional security against opportunist theft.

The Club Cab layout is all starting to make real sense to me. The tray itself features an all-round plastic protection which is a definite step up to exposed paint, though it does feel like there is room for improvement. There are aftermarket solutions available that would likely offer better long-term durability over the standard plastic liner and rubber mat combination, also noted I didn’t like the way the moisture was trapped beneath the rubber mat struggling to dry after raining.

One minor gripe was the exposed paint on the top edge of the tailgate. On this particular vehicle, despite only covering a few thousand kilometres it was already showing scratches and a chip. It is not a major issue and easily addressed with the addition of paint protection film or some form of cover, but it’s something that would benefit from attention from day one, especially on a worksite.

On the safety front, the Triton carries a 5-star ANCAP* rating and comes loaded with modern driver assistance systems. These include multiple airbags, Lane Departure Warning, Blind Spot Monitoring, Adaptive Cruise Control, Forward Collision Mitigation, Front and Rear Cross Traffic Alert, and Driver Attention Alert (DAA). The latter can often feel overly intrusive in some newer vehicles, but here the Triton strikes a much better balance, subtle enough not to annoy, yet effective enough to prompt attention when needed.

So, is the Mitsubishi Triton GLX+ Club Cab 4×4 Pick up worth the money? In short, yes, I would say so as it presents as a solid offering from Mitsubishi, a well-built, durable vehicle designed for a long working life. With all the capability you would expect from a modern Ute, in addition to a long list of technology and safety features found on the sixth-generation Triton. During my time with it, only two concerns stood out, the slightly bouncy suspension when unladen, and some question marks around the long-term durability of the seat bolsters, though only time will truly answer the latter.

The suspension behaviour is likely a trade-off, given the leaf spring setup designed to maximise load-carrying and towing stability, so it would be something many buyers would be willing to accept. The GLX+ is at the lower end specification of the Triton range but is the top specification of the Club Cab body configuration, stepping up to the GLX-R, GLS and GSR brings additional comfort and features, though only in Double Cab form.

At around the $56,000 AUD ($39K USD)(as tested) mark, the Mitsubishi Triton GLX+ 4×4 in the Club Cab form makes a compelling case as a smart, value-driven purchase. It is competitively priced against its rivals and delivers the reassuring feel of a solid, well-engineered Japanese workhorse. The addition of the small rear seats broadens its appeal, ideal for tradies who occasionally carry passengers, or for small business owners balancing work duties with family life. Ultimately, it is a capable, solid go-anywhere 4×4 Pick up, that looks equally at home on a building site as it is loaded up with kayaks or surfboards ready enjoy a weekend down the beach with the family.

A special thanks to Phil and Nolleen Albrecht at Horndale Distillery & Wine Cellars for providing access to their character-filled vineyard and striking, unique architecture. Established in 1896 and still proudly operated by its second-generation owners, it is a place rich in history and charm. If you find yourself in Happy Valley, South Australia, it is well worth stopping by, the cellar door offers a warm welcome and an impressive selection of fortified wines. https://www.horndalewinery.com.au/

*ANCAP Five-star rating is only applicable to all Triton Dual-Cab Pick Up model grades across 4×2 and 4×4 drivetrains tested to the 2024 ANCAP Protocols.