Volkswagen Caddy VS Mitsubishi Triton
Volkswagen Caddy
Likes
- Nice to drive – for a van
- Comfortable
- Handy camping additions
Dislikes
- AWD would be nice
- Issues with bed set-up
- Not enough handy camping additions
Mitsubishi Triton
Likes
Dislikes
Summary
Volkswagen Caddy
The universal appeal of road-tripping with a vehicle that offers an all-in-one solution to car camping has been growing enormously in recent years.
“What’s car camping?”, I hear you ask. Well, I’m talking about staying overnight or longer in a vehicle that affords you the ability to sleep in, eat in, and perhaps even cook in it.
As such, self-styled camper vans have gained an even bigger foothold in the market in recent years than they had in the years prior to the global pandemic, even though some of these vehicles, like this new VW Caddy California Maxi, don’t offer cooking facilities. That doesn’t seem to faze many (any?) current or potential owners of camper vans, or mini camper vans, or even those who like the idea of car camping, much more than actually ever doing it.
This five-seater van certainly looks the part and fits in with the #vanlife philosophy, but is it worth your consideration in such a variety-packed camper van market? Read on.
| Safety rating | |
|---|---|
| Engine Type | — |
| Fuel Type | Diesel |
| Fuel Efficiency | 4.9L/100km |
| Seating | — |
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 |
Verdict
Volkswagen Caddy7/10
The appeal of a ready-made camper van is undeniable and the VW Caddy California comfortably occupies a niche within a niche.
This van is nice to drive but it also manages to be a functional and comfortable camper, albeit a very basic one.
There’s no getting around the fact that, while it does have a bed and a camp table and two chairs, it’s lacking cooking facilities and a fridge … and the list goes on.
This is perfectly fine if you intend to take the rest of your gear (portable stove, fridge etc) as carry-ons for infrequent nights away, but if your vehicle is going to be your camp for regular multi-day trips away then a lot of other approaches make more sense. You could, for instance, buy a 4WD or AWD wagon and a camper trailer. You might spend a little – or a lot – more than what you’d spend on this van alone, but your opportunities for adventure would be a whole lot more expansive.
In the end, it depends on what you want to do with it. This van is more than fit for purpose and it may well provide a more-than-great introduction to the adventure lifestyle for some.
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 |
Design
Volkswagen Caddy
VW’s Caddy California looks good on the outside.
Its interior layout and the materials used – durable plastics on the dash etc. fabric seat covers, and sturdy carpet on the floor – are well suited to an outdoorsy lifestyle that will inevitably bring dirt, sand and mud into the interior at regular stages of the vehicle’s life.
The sliding doors either side – and the large opening when the rear tailgate is lifted – make the Caddy California a more versatile camper proposition than vehicles without those ingress points because the interior can be more readily accessed.
The folding bed, which sits behind the second-row bench seat, ready to be unfolded and used, is a handy addition and, as it’s supported on the vehicle body, that supposedly helps to make it easier to set up and pack down than it otherwise might be.
However, I had some difficulty in unfolding it all the way out flat, even with the front seats moved all the way forward. Perhaps with some more time and, dare I say it, patience, I could have managed better.
Also the fold-out struts, on the base of the bed and that are meant to slot into B-pillar recesses, seem a bit too flimsy for my liking, especially if the bed can be reasonably expected to cope with the weight of two adults. The mattress is not a particularly spongy one either – but, hey, camping should involve at least some degree of discomfort. Otherwise, why would some people describe it as “roughing it”? I jest – anyway, you could easily replace the standard mattress with something more substantial if you get the urge.
There are folding chairs and a table provided, although I’d be looking to the Aussie camping gear market for more sturdier examples of this kind of outdoors furniture, especially if you plan to put your equipment through regular and prolonged use.
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.
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.
Practicality
Volkswagen Caddy
The Caddy California is a five-seater: two seats in the front and a three-seater bench seat as the second row.
Upfront, the driver and passenger seats are manually-adjustable for height, with four-way adjustable lumbar support, and tilt-and-depth adjustment on the seat cushion. They are cloth trim but feel adequately supportive and comfortable and have a height-adjustable centre armrest, stowage compartments and two drink holders.
There are storage spaces aplenty – including a dash with multiple stowage compartments, and an illuminated glove box – as well as two USB-C ports.
The digital cockpit is easy enough to use, as is the touchscreen multi-media unit and we had no strife setting up our smartphone for Apple CarPlay, and although the screen is on the wrong side of small, it’s clear and crisp enough to get a decent idea of what’s going on.
The second-row bench seat is a 2/3-1/3 split, and the second row can be folded, double-folded and removed separately. The two outboard passengers also get access to a folding table in each of the front seat-backs.
This second row of seats has ISOFIX child seat anchors in the two outboard seats and there are top tether points on all of these second-row seats.
The rear luggage compartment has a cover and there are storage bags fitted to the interior walls in the cargo area and also a 12-V outlet back there, as well as LED lights in tailgate.
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 |
Price and features
Volkswagen Caddy
Before we get cracking, it’s important to note that we tested the 2.0-litre TDI320 variant (diesel); there is a 1.5-litre TSI220 petrol variant available.
It’s also worth mentioning that the Caddy California Max is built off Caddy Maxi people-mover variant on an extended long-wheelbase platform.
Our test vehicle has a manufacturer suggested retail price (MSRP) of $54,990, not including on-road costs. As tested our Caddy California was $56,105 because it has Copper Bronze metallic paint, which costs $1115.
As standard, it has five seats (two in the front and a three-seat bench as the second row), a newly designed dash and instrument cluster featuring a full-colour digital cockpit, an 8.25-inch colour touchscreen (with sat-nav, Apple CarPlay and Android Auto), two-zone climate control, keyless start, a lifting tailgate, and a stack of other features too numerous to list here. Find out for yourself, do your own research for there’s joy in that.
Driver-assist tech includes adaptive cruise control, lane keeping, lane assist, and park assist and park distance control in the front and rear.
The California package includes a foldable bed, storage bags, a foldable table and two chairs, as well as additional interior lighting and ventilation vents.
There are numerous VW genuine options available, including a panoramic glass sunroof as well as a tent that can be attached to the rear of the vehicle, but it was unavailable at time of writing.
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 | 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 |
Under the bonnet
Volkswagen Caddy
Our test vehicle – the TDI320 variant of the new Caddy California – has a 2.0-litre four-cylinder turbocharged diesel engine, producing 90kW at 2750-4250rpm and 320Nm at 1500-2500rpm, and a seven-speed dual-clutch gearbox DSG.
This is a front-wheel drive van and it’s riding on 18-inch wheels and Bridgestone Turanza T005 (215/55 R17) tyres.
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.
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 |
Efficiency
Volkswagen Caddy
Volkswagen lists the official combination fuel consumption as 4.9L/100km, but during our four day test we only averaged 6.2L/100km.
This van has a 50-litre fuel tank and an AdBlue tank.
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 |
Driving
Volkswagen Caddy
The Caddy California is 4835mm long with a 2970mm-long wheel-base. It stands 1836mm high (including roof rails) and is 2100mm wide (including the wing mirrors). The TDI320 variant has an unladen mass of 1723kg.
This is not the biggest van around and it manages to feel quite manoeuvrable for something that’s fairly box-like.
Visibility is pretty good from the driver’s seat, with mostly clear vision in all directions.
Steering is suitably sharp and well weighted, which is handy for a camper, especially for one that tends to feel its size a bit through sections of the blacktop that involve lots of twists and turns.
The 2.0-litre turbo-diesel engine offers reasonable punch – getting the front-wheel drive van off the mark with some pep – and it works well with the dual-clutch auto transmission, resulting in a mostly smooth and unfussed drive.
Ride is well sorted, albeit on the firm side of things and some of that characteristic can be attributed to the van’s dimensions, the fact it was unladen, and it’s shod with 18-inch wheels.
Something people who aren’t used to driving vans should keep in mind: a van’s sides and back-end tend to catch wind gusts in high-wind areas, and that sensation and impact on the van’s behaviour can be somewhat disconcerting if you’re not anticipating them.
This van’s Bridgestone Turanza T005 (215/55 R17) tyres cope adequately with rain-slick bitumen during the recent poor weather.
All-round, this van is well behaved on-road and yields a relaxed driving experience.
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.
Safety
Volkswagen Caddy
The VW Caddy California has the maximum five-star ANCAP safety rating from testing in 2021.
It has front, side, curtain and centre airbags for driver and front passenger, ISOFIX child seat anchors on the outboard second-row seats and top tether points on all second-row seats.
Driver-assist tech includes adaptive cruise control, driver fatigue detection, multi collision braking system, lane change system (including blindspot monitoring), side assist with rear traffic alert and more.
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) |
Ownership
Volkswagen Caddy
The VW Caddy California Maxi is covered by a five-year/unlimited kilometre warranty, a choice of three- or five-year Care Plans (capped price servicing), and a free year of 24-hour roadside assist.
A Caddy’s five-year capped price servicing plan costs $1500 and includes two free services.
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 |