Mitsubishi Triton 2015 Review

It's a big year for 4WD utes. Nissan's new Navara is already on sale and updates from Ford (Ranger), Mazda (BT-50) and Toyota (HiLux) are looming. Holden's Colorado was face-lifted recently and now Mitsubishi has released its next-gen Triton.

The Triton is currently charging hard, with aggressive run-out deals pushing new registrations to 6226 units to the end of April 2015 (FCAI VFACTS data). That's up a whopping 65.5 per cent on the previous corresponding period last year, and it sees the 4WD Triton's market share of 15.1 per cent closing in on the segment's second-best-selling model, the Ranger (6642 units, 16.1 per cent market share), which in turn trails Toyota's dominant HiLux (7995 units, 19.4 per cent market share).

The national media launch for the new Triton was held recently on Queensland's Fraser Island, but motoring.com.au was keen to see how the new ute would perform across a range of more mundane backdrops. Over 500 kilometres later, we gained an insight into daily life with the mid-spec Triton GLS, which was utilised as family transport, a recreational off-roader, and a general runabout in town and country.

Bookended by the entry-level GLX and flagship Exceed, the GLS comes only as a 4WD dual-cab pick-up and attracts a decent list of standard features, including reversing camera, 6.1-inch touchscreen, climate control, foglights, HID headlights with DRLs, folding side mirrors, 17-inch alloys, leather-wrapped steering wheel and centre locking differential, among others.

With its six-speed manual gearbox the Triton GLS is priced at $40,990 plus on-road costs – a good $4000 to $5000 under some of its major rivals. Add $2500 for the five-speed auto.

More detail on the changes over the old model can be found in the Triton's launch review and accompanying news story, but suffice to say the new model is a significant progression from its predecessor.

Fresh styling flows through to the cab's interior, where new instrumentation and new materials complement marginally boosted interior space.

The mix of plastics of various tones and textures are generally hard and utilitarian at heart, but they'll prove easy to maintain and the dash is now softened by the use of piano black fascia around the touchscreen and on the door armrests, with chrome trim highlights. It's a lift from the older model – classy by LCV standards, though still on the plainer side of the passenger-car spectrum.

The chrome trim around the front passenger and driver's side venting actually proves a little distracting, as its reflection in the window lies right across the side mirrors, which otherwise provide a clear and excellent view. Vision in general is excellent, however, with little to impinge on the view save for the rear seating's headrests and the aforementioned reflections.

There's now slightly more room for the driver and passenger and behind the tilt-and-reach-adjustable wheel there's little to complain about. The driver's seat offers six-way adjustment and decent comfort while the cloth upholstery appears reasonably durable, although the mesh-style fabric does catch sand and grit.

While the glove box and centre console bin are sizeable there's no dash-top storage and the door pockets aren't huge, although each has a bottle holder. Cup holders are limited to two recesses by the manual park brake.

The Triton can't match some of its rivals for sheer output but the new all-aluminium 2.4-litre four-cylinder common-rail turbo-diesel – good for a claimed 133kW and 430Nm – delivers strong seat-of-the-pants acceleration and ample low-down torque.

The engine feels relaxed and under-stressed; the six-speed manual transmission offers a sensible spread of ratios and at 100km/h in sixth gear it's pulling a lazy 1650rpm. It pulls well from below 1500rpm through to its indicated 4000rpm redline, while the clutch has a progressive take-up and the tranny shifts cleanly.

The turbo-diesel is impressively quiet on a steady throttle, the only clatter rearing its head under harder acceleration.

Composed road manners see the Triton perform admirably well on the road. The retuned suspension strikes a healthy balance in accommodating the Triton's many roles, from family truckster to recreational off-roader, tow tug to tradie workhorse.

The Triton's braked towing capacity has grown by 100kg to 3100. That concedes a point to some rivals with 3500kg limits, but it's still a handy figure and Mitsubishi highlights the Triton's 5885kg GCM means the model can take appreciable more in its tub than some when towing at its upper limit. Mitsubishi quotes a maximum payload of 950kg for this Triton GLS.

The painted steel tub measures 1475mm across (1080mm between its wheel arches), 1500mm long and 505mm deep, and it's fitted with six tie-down anchor points.

While we didn't cart any major weight, we were impressed with the ute's compliant ride even when empty. It's firm at the back – that's to be expected – but it's far from harsh over bumps and ripples and in this sense it blurs the distinction between LCV and SUV – something families in particular will appreciate.

Speaking of which, the second-row seating has an ISOFIX child seat mounting system plus additional standard anchor points. At 188cm tall this tester had just enough headroom and legroom for adequate comfort but, like most dual-cabs, the back seat is better suited to kids than adults for longer trips.

Still, rear passengers get a fold-out armrest with twin cup holders and the seat back has a little angle to it for extra comfort, although there's no HVAC venting.

Little kids especially will appreciate those sidesteps, but it's still quite a step up for littlies – the top of the sidestep is 410mm high. It's the price you pay for offroad ability…

The Triton takes the rough stuff in its stride even with highway tyres; high and low-range gearing deliver a pragmatic selection of ratios and the dial-actuated transfer case works well. The GLS is equipped with Mitsubishi's Super Select II, which adds a centre locking differential to the usual drive mode options.

Over some reasonably steep terrain the Triton acquits itself well. With a claimed 205mm of ground clearance it's at the lower end of this segment (Ford's Ranger has 237mm), but we only decked the sidesteps once or twice over some tougher rocky sections. The Triton's 30-degree approach angle is right up there while the 22-degree departure angle is now improved (up 1.3 degrees). The ramp break-over angle, at 24 degrees, falls mid-pack in this segment.

The 6.1-inch touchscreen infotainment system is a nice addition. Pairing a phone is simple and the voice commands work nicely, while the sound quality is also decent and the DAB+ digital radio is a worthy inclusion. The cruise control and speed limiter are simple to operate via the integrated steering-wheel controls.

LCVs like the Triton are no longer 'poor cousins' when it comes to safety and the new model receives a five-star ANCAP safety rating, up from four. There are seven airbags plus all the usual dynamic safety systems, along with hill-start assist and, in GLS and Exceed trim, a reversing camera as standard.

The Triton returned an average fuel economy of 9.1L/100km while in our care, which is impressive given the varied mix of driving environments we encountered. With a 75-litre capacity, that's a safe working range approaching 800km.

The new Triton represents a major progression for Mitsubishi's trade-tough workhorse. In fact, with refined levels of comfort, convenience and handling, it now offers far more family appeal than ever before, while retaining all of its working-week credentials.

Yes, it's squaring off against a fresh wave of competitors in 2015, but at this price point the Triton GLS is a value-packed option that surely won't disappoint.