ge4689825205542069548
Cliff Chambers2 Sept 2011
ADVICE

Buying a used Mitsubishi Triton 4x4 MK (1996-2003)

Mitsubishi's offroad workhorse provides plenty of variety and a more enjoyable drive

The previous-shape Mitsubishi Triton MK model was introduced in 1996, with what was then the most comprehensive 4x4 ute range in the market, including the only V6-powered 4x4 ute.  The new Triton body design meant that cab/chassis and Club Cab variants had reasonable accommodation, but the crew cab had a cramped back seat, which was really suitable only for kids.  

Mitsubishi had the dubious distinction of boasting the most expensive medium-sized Japanese ute in its range, but at $46,470, the Double Cab V6 with its prominent aluminium wheels and over-fenders was a lot of ute.  The workhorse variants were competitively priced in the $32,400 to $37,200 bracket.

Performance
Having a three-litre V6 gave the Triton an edge over all its medium-sized 4x4 ute competitors, which relied on four-cylinder petrol engines. With 109kW and 234Nm of torque, the Triton’s bent six outclassed the opposition's 75-92kW and 185-205Nm.

Even the new petrol four was no slouch, with 97kW on tap. But Mitsubishi made a strange diesel engine selection for the MK Triton, replacing the old 2.5-litre turbo-diesel with a naturally aspirated version of the Pajero’s turbocharged and intercooled 2.8. The Triton’s 2.8-litre wasn’t much of an improvement over the aged 2.5, producing 71kW and 198Nm – only nine kilowatts more than the turbocharged 2.5 and with almost the same torque figure. By way of contrast the turbo-intercooled version in the Pajero was good for 92kW and 292Nm.
Mitsubishi's involvement in off-road racing must have rubbed off on production machines, because the Triton range was the best handling of the light 4x4 commercial pack.  Although no match for coil-sprung wagons, including Mitsubishi's own Pajero, the Triton could be punted on fast dirt with confidence, suffering less from roll-induced oversteer than other 4x4 utes.  

Off-road the Triton wouldn’t go where an all-leaf-sprung HiLux would, but then nor would any of the Japanese utes with wishbone front ends.

Upgrades
In 1998 Mitsubishi gave the Triton range minor tweaks, with intake noise reduction in the diesel models and some interior trim improvements.

In August 2000 Mitsubishi added two new manual diesel variants – a GLX club cab and a GLS double cab – and made the acclaimed INVECS II intelligent logic automatic transmission an option on the V6 GLS Double Cab model.

In September 2001 all Tritons received new front bumpers, new headlamps and side turn lamps with white lenses, new radiator grilles, new rear combination lamps and new interior trim materials. GLX and GLS Double Cab models had an AM/FM radio/single-CD audio unit as standard.

Top-of-the-line GLS models picked up unique headlamps, 16-inch aluminium wheels (replacing 15-inchers), twin-pot front brake callipers, unique front sports seats and optional dual SRS airbags.

Remote keyless entry also became available on the top-of-the-range GLS double cab petrol and diesel models.

In mid-2003 the Triton finally scored the Pajero’s 2.8-litre intercooled turbodiesel, replacing the naturally aspirated unit.

The addition of turbocharger and intercooler had a marked effect on performance of the diesel Triton. The 0-80km/h acceleration time came up nearly 30 per cent quicker (in 9.7 seconds, down from 13.8 seconds). Overtaking in fourth gear from 40-60km/h was reduced from 7.8 to 5.7 seconds, and 80-100km/h was reduced from 10.1 to 5.8 seconds.

The performance improvements came without any fuel economy penalty.

Transmission for the turbodiesel Triton was a five-speed manual with Mitsubishi’s ‘Easy Select’ 4x4 system.

In 2003 the Triton ute also received some revisions to improve occupant comfort. At the same time all engines met Euro II emission standards.

All models picked up an AM/FM radio/single CD head unit that was CD-stacker compatible. The units had improved LCD readability and revised features – a ‘pause’ button was added and the clock was deleted.

Air conditioning became a standard fitment on GLS Double Cab models, along with chrome interior door handles and revised luxury knit seat trim. Chrome front grille, exterior door and tailgate handles completed the exterior upgrade.

Driver and passenger SRS airbags and leather-wrapped steering wheel were optional on GLS (manual variants also included leather-wrapped transfer and gearshift levers as part of this pack). Airbags continued to be optional on all other V6 models.

The last Triton MK upgrade was in March 2005, with the introduction of a crew cab model that slotted between the $44,490 GLS turbodiesel crew cab ute and the $37,490 GLX version. The new GLX-R model retailed for $38,990 in both petrol V6 and turbo-diesel configurations.

Which one to buy
Pre-2003 Tritons are a fairly lacklustre lot, with the exception of the three-litre petrol V6 models. If you’re shopping for a post-2003 Triton we’d recommend the 2.8-litre turbo-diesel engine over the three-litre petrol six. The petrol engine had a narrow operating band between peak power – 133kW at 5250rpm – and maximum torque – 255Nm at 4500rpm – and worked best in front of the four-speed automatic. The gruntier diesel came only with the five-speed manual transmission.

Don’t even consider buying a V6 petrol Triton that’s been fitted with an LPG kit. Of the major suppliers in the 4x4market, only Mitsubishi used to be strongly against gas fuel for its V6 engines, until the LPG-compatible 3.5-litre was introduced to the Pajero range. Mitsubishi changed the late model 3.0-litre V6’s piston rings, valves and valve seat material in an effort to meet the demands of LPG combustion heat, but the engine still suffered from valve seat recession.

What breaks
The Triton has been built in Thailand since the MK introduction in 1996 and build quality has been generally very good.

Mitsubishi’s Triton doesn’t suffer from any specific failures, but as always, regular servicing is critical. Make sure you get a Triton that’s been well looked after. Petrol engines suffer from clogged oilways if not serviced as per the manufacturer’s specifications and the pre-chamber diesel loads its oil with combustion soot very quickly. Diesels need to have been oil-drained every 5000 kilometres.

Check underneath any used Triton for signs of off-road damage. Tritons have been popular since 1996 and so there’s a reasonable amount of after-market gear available for them – particularly for Double Cabs. Wreckers are also likely to have plenty of Triton bits.

Share this article
Written byCliff Chambers
See all articles
Our team of independent expert car reviewers and journalistsMeet the team
Stay up to dateBecome a carsales member and get the latest news, reviews and advice straight to your inbox.
Download the carsales app
    AppStoreDownloadGooglePlayDownload
    App Store and the Apple logo are trademarks of Apple Inc. Google Play and the Google Play logo are trademarks of Google LLC.
    © CAR Group Ltd 1999-2024
    In the spirit of reconciliation we acknowledge the Traditional Custodians of Country throughout Australia and their connections to land, sea and community. We pay our respect to their Elders past and present and extend that respect to all Aboriginal and Torres Strait Islander peoples today.