Mitsubishi Triton 2023 review: GLS - GVM test

Our test vehicle is the GLS grade, which sits one rung below the premium GSR on the Triton model ladder. With optional six-speed automatic transmission it has a list price of $51,590 plus ORCs, but our example is fitted with the $3000 ‘Deluxe’ option exclusive to the auto-equipped GLS. This includes leather-appointed seats, faux leather door trim, heated front seats with power adjustment for the driver and 360-degree camera.

This raises the list price to $54,590 which still represents compelling value for money amongst the major players, when you consider that top-shelf HiLux and Ranger equivalents are nudging $70K and the GLS comes packed with quality upmarket features.

Externally there’s 18-inch two-tone alloys with 265/60 R18 tyres and a full-size alloy spare, chrome grille highlights, door handles and mirrors (the latter with integral heating and turn indicators), side-steps, rear-step bumper, load tub-liner, LED dusk-sensing headlights/DRLs with halogen fog lights, rain-sensing wipers, reversing camera and rear diff-lock among numerous highlights.

Internally there’s keyless entry, leather-bound steering wheel, gearshift and handbrake, rear privacy glass, dual-zone climate control, multiple 12-volt and USB connections (including two USB ports for rear seat passengers), quality six-speaker multimedia system with 7.0-inch touchscreen and Android Auto/Apple CarPlay plus plenty more.

The Triton GLS has 18-inch two-tone alloys with 265/60 R18 tyres. (Image: Mark Oastler)

The Triton’s refined and robust intercooled 2.4 litre four-cylinder turbo-diesel has the runs on the board in terms of performance and durability. It produces 133kW at 3500rpm and a healthy 430Nm of torque at 2500rpm.

Its six-speed torque converter automatic may be short on ratios compared to rivals like the 10-speed Ranger, but they are well suited to this engine’s characteristics. There’s overdrive on fifth and sixth for economical highway cruising and sequential manual-shifting is available using either the console stick-shift or steering wheel paddle-shifters.

The GLS, like the premium GSR, offers the versatility of Mitsubishi’s excellent Super-Select 4WD-II system, which offers a choice of high-range 2WD (2H), high-range full-time AWD (4H) which is ideal for icy or muddy roads, centre-diff locked (4HLc) and centre-diff locked low range (4LLc) with 2.56:1 reduction. There’s also a choice of four dedicated drive modes and a rear diff lock, so it’s well equipped for rugged off-road service.

Under the bonnet is a 2.4 litre four-cylinder turbo-diesel that produces 133kW/430Nm. (Image: Mark Oastler)

The dash display was claiming 9.6L/100km when we stopped to refill after 320km of testing, of which about one third of that distance was hauling its maximum payload. Our own figure, calculated from fuel bowser and tripmeter readings, was an almost identical 9.7, which shows the Triton’s onboard calculator is very accurate and its consumption is not far from the Triton’s official combined average of 8.6L/100km. That’s good economy for a near two-tonne 4x4 dual cab ute in ‘real world’ driving, resulting in a lengthy driving range of around 800km from its 75-litre tank.

Front-of-cabin storage comprises a large-bottle holder and bin in the base of each front door, plus a single glovebox and overhead glasses holder. The centre console offers a small open storage area at the front, two small-bottle/cup holders in the centre and a small box at the back with a lid that doubles as a driver’s elbow rest.

For those riding in the rear seat there’s a large-bottle holder but no storage bin in each door. They also have access to a pull-down centre armrest containing two cup-holders, plus storage pouches on each front seat backrest and a cubby in the rear of the centre console for small items.

Front-of-cabin storage includes a large-bottle holder and bin in the base of each front door. (Image: Mark Oastler)

Given the Triton’s tight cabin dimensions, it’s surprising that there’s no storage space beneath the rear seat’s base cushion. And it’s also not hinged, so it can’t swing up and be stored vertically when more internal carry space is required. Many of its larger rivals offer both of these handy features.

Deducting the Triton GLS’s 1991kg kerb weight from its 2900kg GVM results in a 909kg payload rating. It’s also rated to tow up to 3100kg of braked trailer, which is 400kg short of the category’s benchmark. However, with its 5885kg GCM (or the most weight it can legally carry and tow at the same time), the maximum payload only needs to be reduced by 115kg to tow 3100kg. That’s a practical compromise given that, in reality, few (if any) owners need to tow more than 3000kg.

Internally the load tub measures 1520mm long, 1470mm wide and 475mm deep. With 1085mm between the rear wheel housings, it will easily take a 1200 x 800mm Euro pallet but not a standard 1165mm-square Aussie pallet. There are six load anchorage points.

The Triton GLS has a payload rating of 909kg. (Image: Mark Oastler)

We secured 740kg in the load tub, which combined with our crew of two equalled a 900kg payload that was just a snip under the 909kg limit. Although the rear leaf springs compressed 65mm under this load, they still had about 50mm of static bump-stop clearance remaining, which was ample in avoiding any bottoming-out over bumps and dips during our test.

The Triton’s handling felt stable and predictable despite about half of the load tub’s weight being carried behind the rear axle line, which shows good engineering on Mitsubishi’s part. There was also no noticeable decline in steering or braking response.

Although relatively small in displacement, the big-hearted 2.4-litre turbo-diesel excelled on our 13 per cent gradient, 2.0km set climb. The six-speed auto self-shifted down to third gear and maximum torque at 2500rpm to easily haul this load to the top.

Engine braking on the way down, in a manually-selected second gear, was outstanding for an engine of this size, given the heavy load it had to restrain. Only one press of the brakes was required on the steepest section to keep the engine a safe distance from its 4000rpm redline on overrun and not exceed the 60km/h posted speed limit. Overall, it’s a willing and competent workhorse.

The Triton’s handling felt stable and predictable despite about half of the load tub’s weight being carried behind the rear axle line. (Image: Mark Oastler)

The Triton is covered by Mitsubishi's generous 10 years/200,000km warranty. Scheduled servicing every 12 months/15,000km whichever occurs first. Total capped-price servicing cost of $6090 for 10 years/150,000km, or an average of $609 per scheduled service.