Given the long gap since my last encounter with a Triton ute, I was both keen and intrigued as to what this new, 6th generation had on offer, and the answer was, tons. Not only is it bolder and better looking than before, but it’s more practical and has far more tech. Unfortunately for me, the latter came with a lot of safety reminders, making this ‘king of beasts’ also a king of beeps.
Mitsubishi is offering two spec levels for their popular ‘road going’ crew cabs, namely the GLXR and the top-of-the-line VXR. I had the opportunity to test the fully-optioned VXR, which literally left no bell or whistle untouched.
Built on a new platform with revamped suspension, the new Triton has grown in length by 15mm, width by 50mm, and wheel track by 50mm. And while they were in the mood to grow the size of the ute, the wheelbase has also been extended to 3130mm too.
But don’t think that this new footprint size has impaired its drive, in fact, quite the contrary, thanks to its robust ladder chassis, which exhibits a 40% increase in bending rigidity and 60% improvement in torsional rigidity, coupled with its upgraded suspension, the Triton now offers reduced road noise and an elevated level of ride comfort.
The design team has put in significant effort to give the new Triton a more masculine appearance, and its driveway appeal has been enhanced with a more detailed front grille featuring an embossed Mitsubishi logo and sleek LED lights. The profile of the Triton has been accentuated by flared arches, roof rails, and side steps, while a bold beltline connects the glossy black 18-inch wheels shrouded with Maxxis 265/60r18 A/T tires. And with what some will find very good indeed, the distinctive ‘J-pillar’ at the rear of the cabin has been flattened out too.
The rear of the truck itself features a weighty tailgate, seriously you can go ahead and cancel your gym membership, and a bed capable of accommodating a euro size pallet. While tie-down points are available, tradies beware as there is a notable absence of any power outlets. The tail lights are LED and my model came with a towbar capable of towing up to 3.5 tons without the need of a 3-axle trailer, to add to the truck’s practicality.
The new-generation Triton’s overall silhouette is more boxy, making it a good off-road player, it boasts a respectable 30.4-degree approach angle, 23-degree rampover with 222 mm ground clearance, and a 22-degree departure angle. However, submerging the truck in water exceeding 500mm is not recommended.
Under the bonnet, the Triton houses a 2.4L MIVEC biTurbo diesel engine, now equipped with an additional turbocharger for reduced lag. It delivers 150kW of power and 470Nm of torque through a six-speed automatic gearbox to a Super Select II four-wheel-drive system. Despite the powertrain being upgraded, the biTurbo technology enables more efficiency (8.8L/100km) and lower emissions (233g/km) – how’s that for progress.
Thanks to its increased wheelbase, the Triton’s interior offers significantly more space, along with enhanced styling and improved comfort. Premium leather covers the seats, steering wheel, and gear selector, while the cabin’s trim features a mix of piano blacks, dark titanium accents, and contrast stitching. It’s got a real upmarket feel about it.
Front passengers benefit from USB-C and USB-A power options, a wireless charging pad, and pop-out cup holders on the dashboard. And while on the matter of storage, it has multiple stowage compartments, including a large glove box and spacious door card spaces.
The second row of seating in the Triton has also received attention, benefiting from the increased external dimensions. Legroom and headroom have improved, and Mitsubishi has retained its roof-mounted air-recirculator for rear passengers.
All Triton models now come with a 9-inch infotainment display, making smartphone connectivity effortless and offering a very useful 360-degree bird’s eye view camera. Additionally, a 7-inch digital multifunction display sits between the traditional speed and rev dials for instrumentation.
While on tarmac I chose to keep the Triton in its more efficient 2WD configuration and despite encountering heavy rain (gotta love Auckland), the revamped truck remained composed and well-mannered. The suspension is arguably more forgiving than some of other utes out there, and while some diesel clatter was noticeable, it was relatively subdued.
As mentioned before, the new Triton has been given a raft of advanced driver assistance systems (ADAS), such as blind spot and lane keep alerts, passenger and pedestrian awareness, and even a ‘one-space’ adaptive cruise control. However, to me, the new driver distraction system is a pain in the rear. The monitor sits on top of the steering column and whether it’s obstructed by my hands or I am actually being distracted – it complains a lot. I’m not advocating switching off any ANCAP star safety measures but…
Engaging the simple-to-use Super Select II system with 7 drive modes (including 4 AWD modes), I headed to some rougher terrain and I have to say that the new Triton seemed to be in its element. The softer suspension made for a smoother ride on the corrugated gravel roads and the clever AWD system meant that I was more than confident in maintaining good speeds, even into the corners.
I do wish to add that the Super Select II system works in unison with the instrument cluster too, so when changing modes it offers up a convenient ‘terrain suggestion’ on the digital screen, making off-roading easier for off-road novices such as myself – it’s like an idiot’s guide to going off-road.
Throughout the challenging wet and slippery day, the Triton’s clever 2WD/4WD system performed flawlessly, despite sporting what I kind of considered less impressive all-terrain tires.
The new Mitsubishi Triton offers increased towing capacity, superior payload capabilities, and significant improvements in aesthetics, technology, and performance, oh and it’s great value too. Even with the annoying beeps, it’s a huge consideration for those looking for a new ute.
