Mitsubishi Triton VS Mercedes-Benz X-Class
Mitsubishi Triton
Likes
Dislikes
Mercedes-Benz X-Class
Likes
Dislikes
Summary
Mitsubishi Triton
So, you’re looking for a dual-cab ute. You want something that can do it all. Tough, family friendly, and right in the sweet spot when it comes to price.
You’re also looking for something a little different to Australia’s two favourites, the Ford Ranger and Toyota HiLux. Maybe you find them too expensive, maybe you find them too popular, or maybe you find the HiLux too old and the Ranger too digital.
For this test, we’ve grabbed the next two down in terms of popularity. Both are built by Japanese automakers in Thailand, and both have a reputation for being as tough as they come.
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On the one hand, we’ve got the new-generation Mitsubishi Triton in GLS form, and on the other, we’ve got the facelifted Isuzu D-Max in LS-U+ form. Both are well-equipped dual-cabs in 4x4 form which sit second from the top of their respective ranges.
Will we be able to crown one a winner for work, play, and family duties? Read on to find out.
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8L/100km |
| Seating | 5 seats |
Mercedes-Benz X-Class
The V6 X-Class is big, bold and bloody expensive – and it has segment-topping safety tech– but its price-tag swiftly climbs above more than $80,000 when you start adding one of the many optional extras and is it really worth that much beyond the cache of the badge? Really?
Sure, the bigger engine is what most potential X-Class buyers were pushing for after the launch of the four-cylinder-powered utes as part of the first-gen X-Class wave, but is there room – or even actual demand – for such a high-priced supposedly luxury ute?
Read on.
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8.8L/100km |
| Seating | 5 seats |
Verdict
Mitsubishi Triton/10
It’s a tough test for two tough utes, which are more evenly matched than we first expected. It’s clear both also make great alternatives to the HiLux or Ranger.
The Triton’s asking price is more affordable. It has solid ownership terms as well as a sleek, modern, and spacious cabin. It also has a higher payload and a handful of additional safety kit. On value (and our scoring system) alone, it’s hard not to award it the win.
However, this doesn’t make the D-Max a loser by any stretch. It impressed in areas I didn’t expect. Its cabin is more comfortable even though it doesn’t feel as big. It boasts a better ride quality and faster, smoother power delivery when compared to the Triton. After our rigorous testing, it was the ute I subjectively preferred driving home in at the end of the day.
 | Triton GLS 4x4 | D-Max LS-U+ 4x4 |
Price and specs | 8 | 7 |
Practicality | 8 | 7 |
Design | 8 | 7 |
Engine and transmission | 7 | 8 |
Fuel consumption | 7 | 7 |
Driving | 7 | 8 |
Safety | 9 | 8 |
Ownership | 9 | 8 |
Final score | 7.9 | 7.5 |
Mercedes-Benz X-Class7/10
The V6 X-Class is nice enough to drive on-road and it’s effective enough off-road, but it’s let down by its less-than-impressive interior and those elements combined certainly do not justify such a high price-tag.
Sure, its safety gear is top-notch but the X-Class, even in this V6 guise, feels like a lacklustre attempt at ute greatness, rather than a real effort.Â
Right now, if you’re in the market for a super-comfortable and capable V6 ute with real class and German precision, check out a top-spec V6 Amarok – and save about $25,000 while you’re at it.
Design
Mitsubishi Triton
Both versions of these utes arrived this year, one a new-generation, the other a facelift.
We’re straying into subjective territory as always with design, but to me the Triton gets an advantage. Clearly its latest generation has been cause for a blank canvas redesign, and the result is a much more contemporary looking vehicle from the outside.
Its light profile, imposing width and wheel stance, as well as its tidy body panels make it stand out from the crowd, particularly at its price point. Sure, it doesn’t have the brash American appeal of the Ranger, but it looks more modern than the facelifted D-Max on this test at any rate.
On the inside it continues its modern look and feel, and also features plenty of clever little design touches to push Mitsubishi’s diamond theme. This is reflected in surprising places, like the knurling on the volume dial or reflected in the headrests of the seats. The cabin feels spacious and wide, and is brightened up a bit with a tasteful smatter of silver in the cool bar-style vents. It also features bright and sharp screens with decent if uninspired software.
Meanwhile the D-Max stays the course for this update with a slightly more aggressive treatment in its grille and rear light clusters. Its overall visage is one of a conservative ute which plays it quite safe in terms of design queues. It does keep with the tough reputation of the D-Max badge, but in my opinion runs the risk of feeling a little dated with so many newer-looking options on the market, ranging from its Triton rival here to the Ranger and VW Amarok.
This tough but rugged theme continues on the inside, with a few redeeming features that may surprise you. On the whole it’s a bit of a greyscale space with plenty of hard plastics, but there are soft-touch surfaces in all the right places which offer a bit more sponge than those in the Triton. It also manages to maintain Isuzu’s current hexagonal design motif, which is reflected in the wheel, buttons, dash cluster and even the seats.Â
For this update the D-Max also has an improved software suite, although it’s still a bit clumsy in terms of its layout compared to the simple menus in the Triton.
Which seats are better for spending time in? Despite its more rugged appeal, I was surprised to find the D-Max had the better of the two seats simply because you sink into them more. Even the leather trim on its steering wheel is softer and nicer to hold.
Do we have a winner? Despite the D-Max proving to be quite comfortable, in terms of aesthetics and providing a modern, spacious cabin, it’s the Triton.
Mercedes-Benz X-Class
From the outside, the X-Class looks pretty impressive – it’s chunky and blocky and has a real tough-truck presence.
As mentioned, a fair few of the cool exterior touches are actually paid-for options, and our tester was loaded with these extras and, as a result, looked like a work-or-play ready luxury workhorse.
So, it looks pretty good but, as always, looks can be deceiving and the interior is a very different story.
Practicality
Mitsubishi Triton
Dimensionally, the Triton is longer and taller but slightly narrower than the D-Max (although, it does not feel it), while the D-Max actually gets a longer but much narrower tray. See the full dimensions in our table below.
In terms of storage and adjustability in the cab these two are quite evenly matched. Both offer eight-way power adjust seats in the spec tested, and both offer telescopic adjust for the steering column. Both get large bottle holders in the doors and in the centre console, although without adjustable ridges, neither are perfect when it comes to holding different sized bottles.
Only the Triton scores a wireless charging bay below its climate controls, while it also offers a larger centre console box.
Both have easily adjustable screens with the new-generation Triton committing nicely to dials for tuning and volume, and the D-Max notably re-introducing them for this update. Again, the Triton’s software is more simply laid out, and its screens are brighter and sharper than the units in the D-Max.
Both cars score an array of easy-access toggles on a dedicated climate panel, saving you the need to negotiate with touchscreen menus, so they’re evenly matched on that front.
The rear seat is differentiated mainly by the additional width seemingly on offer in the Triton, which feels as though it could seat an adult in the middle position in relative comfort. It scores bottle holders in the doors and drop-down armrest, as well as two USB-A ports on the back of the centre console and adjustable air vents in the roof. Additionally, the Triton gets a clever set of pockets on the back of the passenger seat suited to various device sizes. I fit quite comfortably behind my own 182cm tall driving position in the Triton, although I did feel as though I was seated very far off the ground.
Meanwhile the D-Max’s rear seat offers the same spongy seat trim as in the front seats, although overall it feels narrower than the Triton. It, too, scores bottle holders in the doors and two additional small ones in the drop-down armrest, although it only offers a single USB-C outlet on the back of the centre console. There are also two adjustable air vents down there. And an odd little storage tray. Unlike the Triton, the D-Max comes with a bonus coat hook on the back of the front seat. It feels as though I have slightly less room in the D-Max, but it is still sufficient and just as comfortable.
The Triton has a noticeably larger tray than the D-Max. See the full figures in the table below, but the core part of the story is the Triton’s tray is much wider and offers more useful space between the arches, while the D-Max’ tray turns out to be slightly longer. Both come from the factory in this spec fitted with a plastic tub-liner, but neither come with a roller cover unless you delve into the options list.
Payload is nearly 100kg higher in the Triton compared to the D-Max, although both utes share the same rated towing capacity at 750kg unbraked and 3500kg braked. The Triton gets an alloy spare while the D-Max gets a steel spare.
Off-road prowess was not the focus of this Tradie Guide review, but if you’re curious to see the technical figures, they’re in the spec table below.
Do we have a practicality winner? Seems like the Triton gets ahead here slightly with its higher payload, wider tray, and more spacious-feeling cabin.
 | Triton GLS 4x4 | MU-X LS-U+ 4x4 |
L x W x H | 5320mm x 1865mm x 1795mm | 5285mm x 1870mm x 1790mm |
Kerb weight | 2125kg | 2110kg |
Payload | 1075kg | 990kg |
Towing capacity b/ub | 750kg/3500kg | 750kg/3500kg |
Tub capacity L x W x H | 1555mm x 1545mm x 525mm | 1570mm x 1530mm x 490mm |
Tub Width between arches | 1135mm | 1122mm |
Spare | Full-size alloy | Full-size steel |
Tub liner | Y | Y |
Tonneau cover | N | N (ours fitted with a manual roller $3521.76) |
Off-Road
 | Triton GLS 4x4 | D-Max LS-U+ 4x4 |
Clearance | 228mm | 240mm |
Approach | 30.4 degrees | 30.5 degrees |
Departure | 22.8 degrees | 19 degrees |
Breakover | 23.4 degrees | 23.8 degrees |
Mercedes-Benz X-Class
I’m not a snob about interiors but if I spent almost $90 grand on a ute I’d expect it to have a very high level of fit and finish inside, plenty of storage options and an overall premium feeling inside.
That’s sorely lacking in here.
From the many hard-plastic surfaces, fake leather, brushed-aluminium sections and sort of half-hearted attempts at three-pointed star styling – such as the vents – no part of the interior looks or feels anything like the premium quality you’d expect to find in a Mercedes-Benz.
As for equipment inside, you get the 7.0-inch floating touchscreen and a few other bits and pieces but there are some glaring omissions: you don’t get a reach-adjustable steering wheel, heated seats, or real leather (our tester has the optional black leather seats fitted at a cost of $1750), you don’t get much in the way of storage anywhere, and you don’t get Apple CarPlay or Android Auto – you don’t even get a driver-side grab handle. All of those sort of mod cons, you get in a ute that costs much less than this X-Class.Â
Room and comfort inside is adequate but a long way from unreal for something so pricey.
Driving position is nice, with plenty of vision all-round, but everyone's seats could do with a bit more cushioning and length in the base.
In the grand tradition of all utes, the rear seat is really the realm of young children and, at a stretch, smaller adults, especially for longer trips in the saddle.Â
Storage is minimal in the back seat – you don’t even get a drop-down arm-rest with cup-holder.
Price and features
Mitsubishi Triton
First up, let’s talk price-tags. Usually, if you want all the luxuries without spending too much, this second-from-the-top variant is where it’s at, and our two competitors here are very closely matched.
Straight away, the Mitsubishi Triton GLS appears to get a clear advantage. At $59,090 before on-roads, it’s nearly $6000 more affordable than than its D-Max LS-U+ rival here, although to make it match spec-for-spec, you need to add $1580 to its price-tag for the Deluxe Pack which adds things like leather seat trim, heating, and power adjust for the driver.
Meanwhile, the D-Max LS-U+ needs no extras added, but is significantly more expensive, starting at $65,500. Our test example also had a manual roller cover fitted, which adds a further $3521.76 to the price, but doesn’t affect the outcome here as the Triton doesn’t get one as standard anyway.
Both of our utes here score 18-inch alloy wheels clad in highway terrain tyres (on the spec sheet, our test Triton had all-terrains for some reason), LED headlights, 9.0-inch multimedia touchscreens, 7.0-inch digital instrument elements, keyless entry with push-start, dual-zone climate, and side-steps.
Both get wireless Apple CarPlay connectivity, but only the D-Max gets wireless Android Auto (it’s wired in the Triton), however, the Triton hits back with its wireless phone charger which is missing from the D-Max. The D-Max also gets auto walk-away locking, but misses out on the auto folding mirrors the Triton gets. Technically, the D-Max has more speakers, but the Triton’s audio system sounded better.
Check out the table below for the full specs laid out neat and tidy.
In terms of which one is a winner here? They’re such a close match it’s too close to call on features alone, but the Triton’s price advantage, even with the Deluxe Pack, is hard to ignore.
 | Triton GLS 4x4 (Deluxe Pack) | D-Max LS-U+ 4x4 |
Price (MSRP) | $59,090 (+1580) | $65,500 |
Wheel size | 18-inch alloy | 18-inch alloy |
Tyre | Maxxis A/T | Bridgestone H/T |
LED headlights | Y | Y |
Multimedia screen | 9.0 inches | 9.0-inches |
Apple CarPlay/Android Auto | Wireless CarPlay, wired Android Auto | Wireless CarPlay and Android auto |
Wireless phone charger | Y | Â N |
Digital dash | No (7.0-inch info display) | Partial (7.0-inch centre) |
Seat trim | Leather (Deluxe Pack) | Leather |
Speakers | 6 | 8 |
Climate | Dual-zone | Dual-zone |
Power adjust | Driver (8-way - Deluxe Pack) | Driver (8-way) |
Heated seats | Front (Deluxe Pack) | Front |
Connectivity 1st row | USB-C, USB-A, 12v | 2x USB-C, 1x USB-A (Dashcam), 12v |
Connectivity 2nd row | 2x USB-A | 1 x USB-C |
Rear air vents | Y (roof) | Y (console) |
Keyless entry and push-start | Y | Y |
Sidesteps | Y | Y |
Auto walk-away lock | N | Y |
Auto-folding wing mirrors | Y | N |
Built | Thailand | Thailand |
Mercedes-Benz X-Class
The 350d Power ($79,415 plus on-road costs*) is the top-spec variant in a two-variant V6 X-Class range; the other variant is the Progressive, which starts from $73,270 plus on-road costs.
Our tester has a 3.0-litre six-cylinder diesel engine a seven-speed automatic transmission and permanent all-wheel drive system – all from Benz. All of those certainly make a refreshing change from the Navara-based four-cylinder model that preceded this X-Class. (Price as tested is $88,618, including GST plus on-roads.)
Standard gear includes steering-wheel paddle shifters, 19-inch alloy wheels (our tester had the optional 18-inch rim design, part of the $1990 Style Pack), body-coloured exterior parts with chrome accents, fog-lamps, dusk-sensing LED High Performance headlamps, ARTICO/DINAMICA seat upholstery, ARTICO dash and door sill covering with contrast stitching, Electric front seats with lumbar support, front foot-well, vanity and door illumination lamps, dashboard trim in aluminium and black roof liner and more.
Safety gear includes seven airbags, AEB, tyre-pressure-monitoring system, Active Lane Keeping Assist, Hill Start Assist, 360 degree surround-view camera, i-Size child seat anchorages and more.
The roof rails and side steps add to the X-Class’s commanding appearance, but those are part of the optional $1990 Style Pack, they are not standard.
The silver styling bar ($1551) and the tray liner ($899) also look cool– but they’re optional extras.
Under the bonnet
Mitsubishi Triton
Our utes again seem quite evenly matched. Both have diesel engines, both have a six-speed automatic transmission, both have 4x4 capability with low-range transfer cases, and both have locking rear differentials. One, however, comes out on top when it comes to pure numbers.Â
The Triton uses an upgraded version of the engine used in the previous-generation truck. It still measures 2.4-litres of capacity across four cylinders, but is now twin-turbocharged. Total power comes to 150kW/470Nm and peak torque arrives from 1500rpm.
Meanwhile, the D-Max continues to employ its renowned 3.0-litre four-cylinder single-turbo engine from the brand’s light-duty commercial range, producing a sturdy 140kW/450Nm. Peak torque arrives from 1600rpm.
A winner? The Triton’s additional power is backed by a higher payload, so we’re inclined to hand the win to it, although there’s more to the story in the driving and load test section of this review.
 | Triton GLS 4x4 | D-Max LS-U+ 4x4 |
Capacity | 2442cc | 2999cc |
Cylinders | 4 | 4 |
Turbo | Twin | Single |
Power | 150kW | 140kW |
Torque | 470Nm | 450Nm |
Transmission | Six-speed | Six-speed |
Diff locks | Rear | Rear |
Mercedes-Benz X-Class
The V6 350d Power V6 has a Benz-built 3.0-litre diesel engine (190kW at 3400rpm and 550Nm at 1400rpm-3200rpm), matched to a Benz-built seven-speed auto. It’s a mostly smooth combination and any perceived throttle or turbo lag can be swiftly overcome through switching to one of the more sporty of the five driving modes – one of which is actually called Sport – and making judicious use of the steering-wheel-mounted paddle shifters. The other driving modes are Comfort, Eco, Manual and Off Road and all are designed to adjust throttle input, gear changes and shift times to suit the terrain.
This X-Class has Benz’s 4Matic full-time 4WD system with 4MAT (40:60 torque split for daily driving), 4H (the X-Class’s high range, with 30:70 torque split for looser surfaces) and 4L (aka low range with a 50:50 torque split to suit low-speed 4WDing). The driver uses a simple dial – unfortunately tucked away low down, almost hidden, on the centre console – to switch between these modes.
Efficiency
Mitsubishi Triton
We ran a distance-controlled fuel test on both vehicles in the kinds of conditions we reckon tradies will drive them in. This included about 65km straight through the middle of Sydney on expressways and high-traffic urban roads, then about 55km as part of a return journey on the freeway.
The results were interesting because both vehicles were very close but used less fuel than the official claim, check the table below for details.
Both can claim nearly 1000km on the official consumption numbers, and neither is a hero when it comes to carbon emissions - check the figures out in the table below. Only the Triton requires AdBlue which will occasionally need to be topped up.
 | Triton GLS 4x4 | D-Max LS-U+ 4x4 |
Diesel consumption (official/combined) | 7.7L/100km | 8.0L/100km |
Diesel consumption (on-test) | 7.9L/100km | 7.8L/100km |
Fuel tank | 75L | 76L |
Est. driving range | 974km | 950km |
C02 | 203g/km | 207g/km |
AdBlue | Y | N |
Mercedes-Benz X-Class
Fuel consumption is listed as 8.8L/100km (combined).Â
We recorded 10.9L/100km on test and that included plenty of low-speed 4WDing.Â
The V6 X-Class has a 80-litre fuel tank.Â
Driving
Mitsubishi Triton
Both utes on this test provide a very competent and nearly SUV-like experience, and while you can do even better in this segment with the likes of the Ford Ranger or Volkswagen Amarok, these two are very evenly matched. Still, there are some subtleties that may affect your choice.
Triton unladen driving
Starting with the Triton, and straight away you notice its excellent visibility and commanding driving position. The modern feel for the cabin is reflected in the driving experience thanks to a tidy layout, easy operation of screens and dials, and relatively straightforward software.
The steering is notably heavier in the Triton and it takes more effort to drive over longer periods of time, as a result it can be more fatiguing. It does lend itself to plenty of feel in the corners and on uneven terrain, however.
The ride is also firmer in the Triton. It can deal with undulations and larger bumps quite well, but smaller, sharper road imperfections were communicated to the cabin. On the other hand, the cabin feels overall more refined, with not as much road and engine noise making its way inside. The wider track on this new-generation version offered plenty of stability and confidence in the corners.
When it comes to deploying power the Triton certainly feels as strong as a dual-cab should, although a slight moment of additional lag required to actually get the power to the wheels was notable, even though technically peak torque arrives at lower rpm in the Triton. It leaves a feeling of the Triton needing to work harder than its rival despite its higher outputs on paper.
While the six-speed auto was also mostly as smooth as it should be, it can get caught off guard and take a moment to change up or down.
The safety systems in the Triton are reasonably well tuned. The example we tested scored a software update Mitsubishi deployed to address issues it had from the launch with an over-active driver monitoring suite. The result is good, with the system being mostly hands off. The tech was a bit confused by the use of sunglasses, however.
Its lane keep software was also more aggressive than the system in the D-Max on the rare occasion it intervened. These kinds of issues are quite common on modern SUVs and passenger vehicles, and as a symptom of being one of the first utes to fully deploy them, the Triton’s systems are a little imperfect.
On the whole we like the Triton. It’s a very modern drive experience, although it was interesting to find some parts aren't as smooth or seamless as its rival in this test.
D-Max unladen driving
The D-Max feels a bit more closed in than its Triton rival here in the cabin, with loads of dark trim and slightly more limited visibility out the rear compared to the Triton. It does have massive wing mirrors which offer a wide view of neighbouring lanes.
Somewhat frustratingly, the screens (both in the dash and multimedia screen) appear more dull than the ones in the Triton and more susceptible to glare. The software is better than the pre-facelift model and it’s faster, but still a bit clumsily laid out.
The D-Max starts to impress as soon as you set off, however. Its steering is much lighter than the Triton, but manages to maintain enough feel in the corners to imbue the driver with confidence.
The ride is also excellent. It’s comfortable and compliant over most bumps and imperfections, while maintains control without being bouncy. It has an element of the ladder chassis jiggle common among ladder frame vehicles, but hides it well.
The D-Max’ 4JJ3 3.0-litre engine is renowned for being simple and powerful, and this is especially clear when compared to its technically more powerful rival.
It feels as though the power is delivered more quickly and more smoothly than the Triton. The six-speed unit in the D-Max is slick and straightforward and seemingly never caught off-guard. Perhaps the only area where the D-Max trails the Triton in this respect is the amount of noise the physically larger engine generates. Cabin ambiance isn’t quite as nice in the D-Max generally.
Safety systems are also seemingly better tuned. Not a single safety system interfered with the drive experience in our entire time with the D-Max, which speaks well to those who like to be in full control.
To sum the D-Max up, it does almost everything when it comes to driving slightly better than the Triton. On top of this, its light steering and softer seats will leave you less fatigued at the end of the day.
Load test
While we didn’t take our utes off-road for this review, we did load their trays up to see how they would handle work duties. Our new friends at BC Sands in Sydney’s Taren Point helped us out by lending us 500kg of firewood and some of their expert forklift operators to make this test possible, check them out here.
In total we had 500kg of firewood in the tray and two occupants in the cab for about 660kg on board of both vehicles. From there we took them on the same 13km loop which involved roundabouts, T-junctions, speed bumps, downhill and uphill stints as well as a brief jaunt on a multi-lane expressway.
First we loaded up the D-Max. Its narrower tray made it harder for the forklift operator to drop the bag of wood in, and once loaded its suspension compressed a significant amount.
The edges of its tray proved useful for mounting ratchet straps, although it is notable how limiting the smaller distance between the wheel arches is and the amount of space the manual roller cover takes up. Our total 660kg load is about two-thirds of the D-Max’ total permissible 990kg.
With the weight in the tray, the D-Max was initially unsettling, but confidence grew. This is because its big engine barely feels the additional weight and the suspension is capable enough to handle the mass despite the initial compression. While the softness feels like it requires caution in the corners, it handles additional compression from speed bumps, road imperfections and hills in its stride, with no secondary bouncing and a good amount of remaining ride comfort. The steering feels only slightly heavier with the additional weight.
After our short stint, the D-Max consumed 11.9L/100km according to its computer, which is reasonable.
Next up, we loaded the Triton. Its firmer springs did not compress as much as the D-Max, and the additional width in its tray made it significantly easier for the forklift operator to drop the bag of firewood in the tray.
The Triton seems more confident in its footing initially, with less compression and the additional track width making it feel as though it would be better than the D-Max. However, things changed as we drove it.
The Triton’s engine also barely feels the additional load, but does need to rev a smidge more. The transmission mostly copes well, although the odd occasion where it's caught out for a moment when changing up or down is more noticeable. The steering, which was already firm, remains unchanged.
The biggest issue the Triton faces is its suspension. With the additional load over the rear axle, large bumps cause a pogo effect with two or three secondary bounces after the initial compression. This particularly gnarly trait is what set it apart from the comparatively smoother D-Max.
The Triton claimed to use slightly less fuel than the D-Max under load on our short route, at 11.1L/100km.
Mercedes-Benz X-Class
Well, this is where the news gets a little bit better.
The V6 is a much better fit for the X-Class than the four-cylinder and it works well with the seven-speed auto, punching the more-than-2190kg ute along – although there is, at times, a substantial delay between foot down and go-time but, as mentioned earlier, that can be overcome by switching to Sport and using the paddle shifters.
It does sit nicely on the road, and ride and handling are generally okay with the X-Class only infrequently revealing some of the skips and jitters you’d expect of an unladen ute.
The coil-spring suspension tends to yield a spongy, comfortable ride rather than the too-firm ride of a ute, especially those of the leaf-spring variety, with nothing onboard.
Steering is pretty sharp and, despite its bulk, the X-Class is reasonably easy to manoeuvre for its size on- and off-road. It has a 12.8m turning circle.
Safety
Mitsubishi Triton
Safety equipment is impressive on both utes, which come with near-passenger car levels of active equipment.
Both score the now essential auto emergency braking, lane keep assist, and blind spot monitoring, as well as adaptive cruise control and driver monitoring, however, only the Triton comes with active driver monitoring as standard, and front cross-traffic alert as a no-cost option.
It is worth noting the lane keep software and the driver monitoring equipment in the Triton is significantly more sensitive than the equivalent technologies in the D-Max, and more annoying as a result.
Our Triton has the latest software update designed to abate the driver monitoring issues it had at launch, and while they are mostly addressed, the system still gets confused by sunglasses.
Both cars score reversing cameras and both have an impressive array of eight airbags.
The D-Max is covered by the maximum five-star ANCAP safety rating secured by the pre-facelift model in 2022, while the new-generation Triton only recently secured a maximum five-star ANCAP safety rating in 2024.
 | Triton GLS 4x4 | D-Max LS-U+ 4x4 |
AEB | Yes | Yes |
LKAS | Yes | Yes |
BSM | Yes | Yes |
RCTA | Yes | Yes |
FCTA | No-cost option | No |
Adaptive cruise | Yes | Yes |
Driver monitoring | Full monitoring | Attention alert |
TSR | Yes | Yes |
TPMS | Yes | Yes |
Reversing camera | Yes, reverse only | Yes, reverse only |
Airbags | 8 | 8 |
ANCAP | Five stars (2024) | Five stars (2022) |
Mercedes-Benz X-Class
A big plus in the X-Class’s favour is its class-leading suite of active safety tech including AEB, lane keeping assist, as well as that 360-degree view camera and more.
It has seven airbags, and a five-star ANCAP rating.
Ownership
Mitsubishi Triton
Ownership looks like a clear win to the Triton which is offered with a whopping 10-year and 200,000km warranty (conditional on the servicing being completed with Mitsubishi on time during this period.) It also offers a matching ten years of capped-price servicing (see details in the table below) and four years of roadside assist.
On the other hand, the D-Max shouldn’t be written off as it still offers above par ownership terms.
There’s six years and 150,000km of warranty coverage, five years of fixed-price servicing, and its roadside assist can be extended for up to seven years if you continue to service with Isuzu.
Both utes require servicing once every 12 months or 15,000km, whichever occurs first.
 | Triton GLS 4x4 | D-Max LS-U+ 4x4 |
Warranty | 10 years/200,000km | Six years/150,000km |
Fixed price servicing | Ten years | Five years |
Annual cost | $489 (5yrs) | $449 |
Service interval | 12 months/15,000km | 12 months/15,000km |
Roadside assist | Four years | Up to seven years |
Mercedes-Benz X-Class
A three-year/200,00km warranty applies to this ute. Service intervals are up to one year/20,000km.