Mitsubishi Triton VS Volkswagen Transporter
Mitsubishi Triton
Likes
Dislikes
Volkswagen Transporter
Likes
- Superb drivetrain
- Ride quality laden/unladen
- Fuel economy
Dislikes
- No ANCAP rating
- Small kerbside mirror
- Noise levels at highway speeds
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 |
Volkswagen Transporter
The VW Transporter has been in production for more than 70 years, as its bloodline can be traced back to the original rear-engine split-window ‘Kombi’ launched in 1950. So, during those seven decades, the German manufacturer has no doubt learned a thing or ten about building light commercial vans.
The current T-series of Transporters was launched in 1990, which was the first of six generations culminating in the current T6 range, that comprises not only work-focused vans but also people-mover, campervan and cab-chassis variants.
VW recently released a 6.1 version of vans and people-movers. That decimal point brings significant upgrades of standard safety equipment, headlined by City Emergency Brake (CEB), plus new variants. We recently put a Transporter 6.1 to work for a week and discovered a very capable mid-sized (2.5 to 3.5-tonne GVM) van with few flaws.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 7.5L/100km |
| Seating | 3 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 |
Volkswagen Transporter8/10
The Transporter boasts a level of mechanical refinement, engine performance, ride quality, heavy load-carrying ability and general driver comfort that sets a high benchmark in this category. If not for its lack of an ANCAP rating and unacceptably high internal noise levels at highway speeds, it would be hard to fault.
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.
Volkswagen Transporter
Our test vehicle’s 3400mm wheelbase is 400mm longer than the standard model, resulting in a corresponding increase in overall vehicle length to 5304mm and a 300mm increase in turning circle to 13.2 metres.
Its 1904mm width is an easy fit in most loading zones and the standard roof’s 1990mm height means it can access most underground and multi-storey carparks which typically cap vehicle heights under 2.2 metres. It comes standard with a kerbside cargo bay sliding door and single-lift tailgate.
The well-developed front wheel-drive chassis is simple and robust with MacPherson strut front suspension and semi-trailing arm coil-spring rear suspension, the latter equipped with stout rubber cones inside the spring coils to provide a second stage of support under heavy loads. Optional heavy-duty and rough road suspension packages are also available. Brakes are four-wheel discs.
You can always pick a van designed for hard work by the amount of black plastic in body areas prone to high wear and/or scrapes, chips and dents and the Transporter has most of those covered, including the front and rear bumpers, lower rear pillars, hubcaps, door handles and mirrors.
The cabin has a back-to-basics look and feel as highlighted by numerous plastic caps blanking dashboard slots where switches are fitted to higher-equipped models. However, it has most of what you need and none of what you don’t for this working role. Even so, the lack of fold-down inboard armrests and a driver’s left footrest are notable omissions and both would be welcome for long stints behind the wheel.
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 |
Volkswagen Transporter
With its 1865kg tare weight and 3000kg GVM, our test vehicle has a genuine one-tonne-plus payload rating of 1135kg and up to150kg of that can be carried on the roof. It’s also rated to tow up to 2500kg of braked trailer but that would require a sizeable 583kg reduction in payload to avoid exceeding the 4917kg GCM or Gross Combination Mass, which is how much it can legally carry and tow at the same time. Or you could keep the full payload and reduce the towing limit instead, from 2500kg to 1917kg, which may be a more useful compromise depending on work requirements.
The cargo bay, which offers 5.0 cubic metres of load volume, is 2975mm long, 1700mm wide and 1410mm high with 1244mm between the rear wheel housings. That means it can carry two 1165mm-square standard Aussie pallets, or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points. However, the single-lift tailgate could make rear forklift access tricky, depending on forklift design and reach. The sliding door has a generous 1017mm opening for kerbside loading.
Although the load floor is bare and there’s no standard cargo protection for driver and passenger (optional rubber load floor mats and cargo barriers are available), the cargo bay walls and doors are lined to mid-height and the roof is also lined, with two roof lights providing ample illumination.
Cabin storage includes a large-bottle holder and huge storage bin in each front door, with a narrower second-tier storage shelf above which is ideal for holding smaller items like wallets, keys etc.
The dash provides another small-items cubby to the right of the steering wheel and the top dash-pad has small-bottle/cup holders at each end plus a steeply-angled open tray on the driver’s side which is ideal for storing clipboards, paperwork etc.
There’s no overhead sun-glasses holder but the passenger side of the dash offers two tiers of open storage and a large glovebox, plus another small-bottle/cup holder to the left of the gearshift console. An overhead storage shelf would be handy, given that there’s no centre console.
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 |
Volkswagen Transporter
Our test vehicle is the long wheelbase variant with standard roof height, TDI340 turbo-diesel engine and seven-speed dual-clutch automatic transmission for RRP $47,990. This compares to higher-selling mid-sized turbo-diesel rivals like the Ford Transit Custom LWB 340L with six-speed auto ($47,590), Hyundai iLoad with six-speed auto ($42,710) and segment-leading Toyota HiAce LWB with six-speed auto ($45,240).
It's basic and work-focused as you’d expect, from its 16-inch steel wheels and 205/65R 16C tyres with full-size spare to its cloth seats and tough rubber floor covering in the cabin. However, that doesn’t mean you miss out on some useful and welcome creature comforts, like a leather-covered steering wheel with height/reach adjustment and infotainment controls, driver’s seat adjustable lumbar support, halogen daytime running lights (DRL), rain-sensing wipers, heated tailgate window with washer/wiper, multi-function driver’s display, four-speaker infotainment system with 6.5-inch touchscreen and multiple connectivity including Apple CarPlay/Android Auto plus lots of standard safety tech.
There’s also heaps of factory options available to help tailor a Transporter to suit an owner’s specific requirements including different cargo bay door and window configurations (including twin rear barn-doors), front passenger bench seat with under-seat storage, higher-spec infotainment systems and lots more.
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 |
Volkswagen Transporter
This engine and transmission combination is the jewel in the Transporter crown with its energetic, flexible and efficient performance. The 2.0 litre, four-cylinder, direct-injection TDI340 turbo-diesel meets Euro 6 emissions using AdBlue and produces 110kW between 3250-3750rpm and 340Nm of torque across a 1500rpm-wide torque band between 1500-3000rpm.
The closely-spaced ratios in the seven-speed dual-clutch automatic are tailored to get the most out of this willing engine, with crisp and virtually seamless shifting. It also offers the choice of manual sequential-shifting, when hauling heavy loads in hilly terrain or simply for those wanting a more ‘sporting’ driving experience, but the seven-speeder usually does its best work when left to its own devices.
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 |
Volkswagen Transporter
We covered 283km (with auto start/stop disabled) which included about one third of that distance with a maximum payload. The dash display was claiming an average combined consumption of 8.1L/100km when we stopped to top-up the 80-litre tank. Our own figure calculated from fuel bowser and tripmeter readings came in even lower at 7.7 and both undercut VW’s official combined figure of 8.3L/100km. Needless to say, that’s outstanding real-world economy, which based on our figures should deliver a huge driving range of 900-1000km from its sizeable 80-litre tank. Possibly even further with auto start/stop enabled.
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.
Volkswagen Transporter
Four-coil suspension provides a noticeably supple unladen ride quality, which is impressive for a commercial vehicle with a one-tonne payload rating. It also feels sure-footed and well planted on the road, particular on the many wet roads we encountered during a rain-affected week of testing.
With its upright steering wheel angle and nicely-weighted steering feel, it offers a comfortable almost car-like driving experience. The driver’s seat has height, backrest rake and lumbar adjustment; there’s no rake adjustment for the base cushion but it doesn’t really need it. There are also clear eyelines to all mirrors, a nicely-positioned gearshift and an uncluttered dashboard/instrument layout that’s easy to read and operate.
The 2.0 litre turbo-diesel has energetic response in its peak torque band between 1500-3000rpm, where most city and suburban driving occurs. Snappy, seamless up-shifting occurs between 1500-2000rpm, providing brisk acceleration with excellent fuel economy. At highway speeds, good gearing ensures the engine needs only 1800rpm to maintain 100km/h and 1900rpm at 110km/h.
We only have two criticisms. One is the size and limited wide-angle effect of the left-side mirror, given the huge blind-spot that a solid-walled long wheelbase van like this creates over the driver’s left shoulder. Although the Transporter is (thankfully) equipped with blind-spot monitoring, a larger kerbside mirror with a more convex shape to increase its angle of view would be welcome.
The other is high internal noise levels at highway speeds emanating from the rear wheel housings. On some grades of coarse bitumen it can sound like the roar of a jet engine, which is too loud for sustained periods and could be a deal-breaker if you do a lot of highway work. We have recently tested rival vans without cabin bulkheads which have appreciably lower cargo bay noise levels at similar speeds (most notably a Chinese brand), so it can be done.
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) |
Volkswagen Transporter
There's no ANCAP rating but the Transporter 6.1 adds to an already extensive list of active and passive safety with the following features now standard: front assist with city emergency braking (aka low-speed AEB), crosswind assist, side-assist including blind-spot monitoring/rear cross-traffic alert and multi-collision brake. There’s also driver and passenger front and side curtain airbags plus lots more.
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 |
Volkswagen Transporter
Five years/unlimited km warranty with 12 months complimentary roadside assist. Scheduled servicing every 12 months/15,000km whichever occurs first. Capped-price servicing for first five scheduled services up to five years/75,000km of $3082.