Mitsubishi Triton GSR review: Flagship rival to Ford Ranger Wildtrak, Toyota HiLux Rogue, Isuzu D-Max X-Terrain

What is it?

This is the top-of-the-range version of the new-generation Mitsubishi Triton, the biggest overhaul since 2015.

It’s Mitsubishi’s rival to flagship utes such as the Ford Ranger Wildtrak, Toyota HiLux Rogue and Isuzu D-Max X-Terrain.

Despite the family resemblance to the previous model, this is completely new from the tyres up – new chassis, new body, new interior, and a new engine (twin-turbo 2.4-litre diesel).

This vehicle will also form the basis of the next generation Nissan Navara – given the recent partnership between the two Japanese companies – so there is a lot riding on the shoulders of the new Mitsubishi Triton.

Price:

The new Mitsubishi Triton range starts from $50,990 drive-away for the base model GLX double-cab, and climbs to $65,990 drive-away for the flagship GSR model tested here.

Metallic paint adds $200.

The previous generation Mitsubishi Triton was priced to fend off emerging Chinese utes.

But the higher pricing for the new-generation Mitsubishi Triton puts it on a collision course with the top-sellers such as the Ford Ranger, Toyota HiLux and Isuzu D-Max.

As the top of the range, the Mitsubishi GSR comes with leather seats, dual zone air-conditioning, push-button start, USB-A and USB-C charging ports (as well as a wireless smartphone charging pad) and a digital display in the middle of the analogue instrument cluster.

The infotainment system has dials for volume and tuning adjustment, and is accompanied by shortcut buttons underneath.

Back seat passengers also get USB-A and USB-C charge ports (and a 12V socket) but no rear air vents.

Instead there is a roof-mounted console that recirculates air from the front of the cabin, however it is not very effective unfortunately.

Engine:

There is only one engine in the new line-up and that is a new twin-turbo version of the 2.4-litre four-cylinder diesel that was in the previous model.

Peak outputs are 150kW and 470Nm (up from 133kW/430Nm before), which is still on the low side compared to some rivals – however we think Mitsubishi is being modest.

As our performance testing showed, the new Mitsubishi Triton is no slouch.

The new set-up uses ‘twin stage’ turbocharging.

There are two turbochargers – a small turbo for better response at low revs, and a larger turbo to boost the top end.

Peak power hits at 3500rpm and peak torque is achieved low in the rev range, from 1500rpm to 2750rpm.

The only downside to this great engine: it has been developed to meet EU6 emissions standards and that means it requires regular top-ups of AdBlue, which can be costly and inconvenient.

Unlike the Ford Ranger variants that run AdBlue (Wildtrak X and Tremor), there is no separate fuel gauge for the AdBlue tank.

The new Triton only has a warning message on the dash when the AdBlue starts to run low.

Other newly-introduced diesel utes will also need to require AdBlue eventually; Mitsubishi got in early so it does not need to re-certify the vehicle later.

Transmission:

A six-speed automatic is standard (and is a common choice for the class), but the four-wheel-drive system in the Mitsubishi Triton GSR (and GLS) is different from most utes.

The lower grade GLX and GLX Plus variants of the Mitsubishi Triton – and most other diesel double-cab utes on sale in Australia today – are rear-wheel-drive on sealed roads, and can only be driven in four-wheel-drive in off-road conditions, otherwise the driveline binds up.

But the GLS and GSR model grades are equipped with ‘Super Select II’.

That’s Mitsubishi-speak for a switchable four-wheel-drive system with a centre differential so it can also be engaged on sealed roads, which is handy on rainy days for added peace of mind.

This model grade also comes standard with a rear differential lock for really gnarly off-road terrain.

0 to 100km/h (as tested):

Despite the ho-hum engine performance numbers, the Mitsubishi Triton is one of the perkiest four-cylinder diesel double cab utes in the segment.

The result shows why it’s important to test these vehicles with speed-measuring equipment.

The Mitsubishi Triton GSR stopped the clocks on our precision VBox timing equipment in 9.6 to 9.7 seconds for the 0 to 100kmh dash.

That’s a fraction faster (in our testing) than the twin-turbo 2.0-litre in the new Ford Ranger and Volkswagen Amarok twins – and one second (or more) faster than the Isuzu D-Max/Mazda BT-50 twins, and the Toyota HiLux.

Acceleration wasn’t the only surprise.

Emergency braking from 100km/h (as tested):

Never judge a book by its cover.

Never judge a tyre by the name on the sidewall.

And never judge brakes because they are rear drums. At least, that’s what I learned after testing this.

When I saw the giant Maxis 790 Bravo writing on the Triton’s tyres – and the rear drum brakes in a market that has shifted to four-wheel-discs on new top-end utes – I had low expectations.

Then I did a brake test and was blown away by the performance.

As with the GLS tested previously, the Mitsubishi Triton GSR pulled up from 100kmh in an emergency stop in an impressive 41 metres (40.98 if you must know the precise figure to two decimal places), which is much better than the average for double-cab utes in our testing (42 to 44 metres).

Mind blown. And these are supposedly an all-terrain tyre (they had giant AT letters on the sidewalls), but the tread pattern looks more like a highway-terrain tyre.

Regardless, this tyre delivers an exceptional compromise between highway and off-road use.

What a pity most people will have no idea how good these tyres are – simply because they look a bit basic and are a generally unheard of brand.

Good points:

It goes well, stops well – and in our testing delivered good fuel economy.

Average consumption on our 130km test loop dipped to an impressive 7.6L/100km (most diesel double-cab utes in this class consume about 8 to 10L/100km on a good day on the same route).

Consumption climbed to 10.8L/100km in city and suburban driving.

We weren’t driving it with a load and we didn’t tow. Of course consumption increases in those scenarios.

For consistency across all vehicles we test, we assess them unladen – because to add weight would add too many variables.

How much should we load? What weight trailer should we tow? You get the idea.

The interior is a massive step up from the previous model, with large digital displays for the instrument cluster and the infotainment screen.

I like the sporty steering wheel and love the fabric on – and support from – the seats. You could easily do big kilometres behind the wheel.

The turning circle isn’t as tight as the previous Triton (11.8m) because the footprint (or wheelbase, the distance between the front and rear wheels) is now bigger.

However it is still on par with most rivals (12.7 metres). Other utes range from 12.5 to 13.1 metres.

The steering is light and precise and suspension comfort is generally good at highway speeds, though it does get a little busy at low speeds (the necessary compromise for having heavy-duty suspension).

Good visibility all around, roomier back seat than before, all mod-cons covered (including a 360-degree camera on this model grade).

Full suite of advanced safety tech, including the first ute in its class to be awarded five stars in the more stringent ANCAP safety standards for 2024.

And the new Mitsubishi Triton is now rated to tow 3500kg (as with most class rivals). The previous model tapped out at 3100kg.

Bad points:

The new exterior design has been met with mixed reactions from ute fans and current Mitsubishi Triton owners.

The wheels look like they sit inboard from the wheel arches a bit too much, which can trick the mind into thinking this is the old model in a new suit.

But this is genuinely an all-new model – even though at a glance it looks like a heavy facelift.

The engine is very noisy on the outside (though fairly well muted – for a ute – inside the cabin).

The attention monitor camera (the small block of plastic on top of the steering column, pictured below) will make you realise just how much you’re not concentrating on the road ahead, so be warned.

To disable it, you need to press a button on the steering wheel and then toggle through a menu and switch off two functions.

If you try to do this on the move (because you forgot to disable it before driving off) it triggers the monitor again.

So you end up trying to pretend to look ahead while fumbling through the menu using your peripheral vision. It’s beyond frustrating. We hope Mitsubishi is working on further refinements.

That said, all new cars will gradually adopt this tech, the Mitsubishi Triton is among the first.

The engine requires AdBlue to clean up diesel tailpipe emissions, which can be costly and inconvenient (though coming soon to more ute rivals due to regulation changes).

The ute tub has a sailplane spoiler but it does not come with a roller shutter cover (standard on rivals such as the Ford Ranger Wildtrak, Toyota HiLux Rogue and Isuzu D-Max X-Terrain).

The rear air vents are carried over from the previous Mitsubishi Triton (a roof-mounted air re-circulator, which is a bit underwhelming).

The suspension isn’t as well sorted as Ford Ranger, Toyota HiLux and Isuzu D-Max.

And the Mitsubishi Triton’s off-road traction control system is not as good as the technology in the Toyota HiLux or Ford Ranger.

What the haters say:

It doesn’t look new enough.

What the haters don’t understand:

This really is an all-new model (except for the roof-mounted air re-circulator and the rear drum brakes).

Plus it has a long list of advanced safety features and a gutsy new engine.

Should you buy one?

The new Mitsubishi Triton is a decent vehicle but the price is getting up there.

In terms of overall refinement and capability I still rank the Toyota HiLux, Ford Ranger and VW Amarok in the top tier, and would place the new Mitsubishi Triton in the second tier, in the same company as the Isuzu D-Max and Mazda BT-50.

The new Mitsubishi Triton GSR deserves to make it onto your shortlist if you can’t decide between a new Mitsubishi Triton or the recently updated Isuzu D-Max X-Terrain.

As it stands today, we would lean towards an Isuzu D-Max X-Terrain because it has more features for similar money – and doesn’t require AdBlue and doesn’t have an annoying driver attention monitor.

Also consider:

Isuzu D-Max X-Terrain, Mazda BT-50, Volkswagen Amarok Life or Style.