Mitsubishi Triton

Is this a smart parts-bin move by Mitsubishi, shoehorning Pajero cast-offs beneath the underpowered Triton's bonnet, or is it a case of too little, too late as the lifestyle market enjoys the easy compromise offered by today's civilised 4X4 pickups? Dual cab 4X4s are enjoying increasing popularity with their combination of passenger car cabins and the versatility to take a surfboard/dog/jetski/dirt bike/camping gear in the back.

Look at the figures; two of the four pickup/cab chassis (PU/CC) market segments have grown in the last 10 years. Combined, they account for nine out of every 10 PU/CC purchases. The first is 4X2 petrol on the back of massive demand for Falcon and Commodore utes. The second is 4X4 diesel. Why?

Before you identify the rural buyers as the momentum behind the growth in popularity, think again. Yes, the rural share of the diesel 4X4 market has grown four per cent since 1998, and it does command six out of 10 4X4 PU/CC sales. Urban sales, however, have leapt a massive 62 per cent in the same period. Why? Because diesel no longer means glacially slow, and pick-up is no longer synonymous with spartan.

Today's diesel-powered 4X4 pickup is a positively civilised beast far removed from the hose-out interior of less than 10 years ago. Competition is stiff with Toyota, Nissan, Ford, Mazda and Holden all competing for buyers with Mitsubishi Triton. Splitting them is a tough job.

All feature turbocharged, four-cylinder engines from 2.5-3.0 litres. Engine performance for the group ranges from 86-110kW and 280-315Nm, which puts Triton's new turbodiesel midfield. Don't be fooled by our use of the word 'new' -- this engine is new to Triton only. It was originally a Pajero turbodiesel engine before the current model's direct injection unit, so it's been on Aussie roads for a number of years now.

Why has it taken Mitsubishi so long to get it into Triton, when the previous engine was so obviously outclassed? Mitsubishi Australia spokesman Robert Chadwick admits the local operation has the resources and expertise to have done the turbo conversion years ago, but preferred to wait for the official 'factory' version out of Japan.

In that case, why not skip this engine and go straight to the more powerful 3.2-litre DiD engine in current model Pajero? With 121kW and 373Nm it would give Mitsubishi's Triton a massive advantage over the competition, one it sorely needs to claw its way off the bottom of the shopping list. Word is Australian volumes would not be enough to justify the cost of development, so no cheer there.

So, back to reality. As well as being the previous Pajero's engine, this 2.8-litre engine block is exactly the same as the previous Triton diesel, with the addition of a turbocharger and intercooler. Because of this, power grows a healthy 30 per cent from 71kW to 92kW and torque jumps a hefty 49 per cent from 198Nm to 294Nm. Accordingly, performance is improved, the Triton now accelerating from rest to 80km/h 4sec faster and covering a standing quarter mile 2.7sec quicker than before.

Triton's five speed manual gearbox features slightly taller gearing than before, made possible by the increase in engine performance. Fuel economy is down marginally over the naturally aspirated Triton, returning a combined city/highway cycle of 9.4lt/100km.

Other mechanical changes include a recalibration of the front suspension to account for the 65kg increase in weight, and fitment of a bigger alternator to better handle after market accessories like spotlights, car fridges, CB radios, winches and the likes.

Mitsubishi Australia freely admits Triton has been a sales underachiever, and has made a committed effort to keep the price down -- all turbodiesel models rise by only $500 over their naturally aspirated predecessor. As before, Mitsubishi continues to offer 2.4 and 3.0-litre petrol variants in its 16 model line-up, and turbodiesel power is only offered on 4X4 models. At launch in April 2003, the Triton range is as follows:

So, does the more powerful engine mount a more persuasive argument for shopping the triple diamond in the 4X4 diesel market? Certainly. The vehicle is noticeably more responsive to the throttle, both off the mark and when overtaking, and there's less compulsion to row the gearbox when facing an uphill climb. It's not quick by passenger car standards, but certainly performs against its competition.

The Triton's ride is unbelievably stiff, especially in the rear. The vehicle we test drove had five 40kg bags of cement in the tray, and it was still a bumpy ride over broken ground. That's somewhat to be expected in a vehicle whose rear suspension must be capable of hauling one tonne in the tray and up to 2.2 tonnes on the towbar.

With the old Pajero engine now under the bonnet, Triton's is better equipped than ever to do these kinds of tasks. Our only complaint with the Triton is its outdated cabin which has very few creature comforts and hardly any cubbyholes capable of taking phones, keys, etc. Oh, and the cupholders which completely block access to the radio controls. Minor gripes, and ones that are likely to be with us at least until the next Triton in 3-4 years.