Mitsubishi Triton GLX+ dual cab 2019 review

Our test vehicle is the GLX+ dual cab 4x4 ute with the new six-speed auto at a list price of $42,490. That's a $1500 increase over the previous model and $2500 more than the latest GLX auto. Even so, it's still sharply priced when compared to work-focused rivals like Toyota's HiLux Workmate 2.4 auto ($45,990) and Ford's Ranger XL 2.2 litre auto ($47,590).

There's 16-inch alloys with beefy 245/70R16 all-terrain tyres. (image credit: Mark Oastler)

The 'plus' shares the same vinyl floors and fabric seat trim as the base GLX, but there's 16-inch alloys with beefy 245/70R16 all-terrain tyres. It also gets a quality six-speaker sound system with 7.0-inch control screen, multiple media interface with Apple Play, Android Auto and DAB digital radio, single-zone climate control and a nice leather-bound handbrake handle. Outside you also get a set of side steps but miss out on the GLX's rear window guard, which is odd given its working focus.

Also standard on GLX+ is Mitsubishi's ADAS (Advanced Driver Assist System), which is an $800 option on the GLX. Most significant in this timely package of safety features is AEB, which is becoming a must-have for fleet buyers. ADAS also includes lane departure warning, auto-dimming rear-view mirror, dusk-sensing headlights, rain-sensing wipers and front fog lights.

It comes with a full size spare. (image credit: Mark Oastler)

Mitsubishi's well-proven 4N15 2.4 litre four-cylinder turbo-diesel carries over, producing 133kW at 3500rpm and a sizeable 430Nm serving of torque at 2500rpm. Interestingly, the Triton's peak torque figure matches that of the much larger 4.5 litre V8 found in Toyota's 70 Series Land Cruiser.

The new six-speed torque converter automatic replaces the venerable Aisin five-speed. It's another refined and sweet-shifting unit, with optimised ratios including a taller sixth gear designed to lower engine rpm at higher road speeds for better fuel economy and lower noise levels. Improved shock damping of torque converter lock-up allows an expanded lock-up range and there's the option of sequential manual shifting, which can be handy when hauling heavy loads.

The 4x4 system at this model grade is part-time, dual-range which allows switching from 4x2 to 4x4 on the fly at speeds up to 100km/h, but there's no rear diff lock available.

Mitsubishi's well-proven 4N15 2.4 litre four-cylinder turbo-diesel carries over, producing 133kW at 3500rpm and a sizeable 430Nm serving of torque at 2500rpm. (image credit: Mark Oastler)

The Triton's relatively light kerb weight can be felt when the vehicle is empty or lightly loaded, as its  sprung weight on heavily patched or unsealed roads doesn't feel quite heavy enough to counter the vigorous movement of heavy-duty suspension designed to cope with a GCM of nearly six tonnes.

It can feel quite jittery at times over bumps and corrugations, without the more solid, surefooted feel of heavier utes. Firmer shocks could probably assist in this area. Its relatively short 3000mm wheelbase also provides sharper response to steering input, which is great when zipping around town but can keep the driver a bit busier on rough roads, as it has less directional stability than longer wheelbase rivals.

However, the Triton comes into its own with a big load on board, as the higher sprung weight tames the suspension movement and smooths out all but the biggest bumps. We discovered this by loading 830kg into the load tub, which with driver was just under the 951kg payload limit. The rear leaf springs only compressed 45mm (less than usual under these loadings) with ample bump-stop clearance. The nose rose 27mm, resulting in a near-level ride height.

At highway and freeway speeds the taller gearing of the new six-speed auto was immediately apparent, the Triton cruising along with only 1700rpm at 100km/h (versus 1950rpm with the five-speed we previously tested) and 1900rpm at 110km/h (versus 2100rpm).

"The Triton comes into its own with a big load on board."

This new powertrain combination also made light work of our 13 per cent gradient 2.0km long set climb at maximum GVM, easily maintaining the 60km/h speed limit in fourth gear (previously third) at 1700rpm all the way to the summit. This also displayed the engine's great flexibility, given peak torque at 2500rpm is tapped 800rpm further up the rev range.

Engine braking on the way down was excellent too, with such a large load on its back. In a manually-selected second gear, it reached 3800rpm on over-run (4000rpm redline) and did not exceed the 60km/h speed limit for most of the descent, requiring only one prod of the brakes on the steepest pinch. That's great engine braking for such a small capacity engine.

Although bump absorption under this maximum GVM loading greatly improved, it felt less sure-footed through some 80km/h corners due to a slight but noticeable pendulum effect under lateral loads caused by most of the payload (60kg more than last time) being carried behind the rear axle.

Introductory seven year/150,000km warranty available on vehicles registered prior to June 30, 2019.  Service intervals 12 months/15,000km whichever occurs first. Capped price of $299 for the first three scheduled services.