With the lifestyle dual-cab segment evolving at a rapid rate, we find out if Mitsubishi’s Triton GSR still has what it takes to challenge the big guns from Ford and Toyota.
2022 Mitsubishi Triton GSR
The Mitsubishi Triton has always been a bit of a favourite here at Drive, and liked for its no-fuss approach to the dual-cab ute segment.
Yes, there were arguably better options in the segment, but few could match the Triton’s value play, packing a lot of ute into what was always a reasonably affordable package.
However, the dual-cab ute game has advanced, and rapidly, the new Ford Ranger raising the bar considerably for the segment.
But the one ace up the Triton’s sleeve was always its value equation, Mitsubishi keeping the ageing workhorse in the dual-cab game with affordable pricing that added some gloss to what was an otherwise fading platform.
That value equation served Mitsubishi well over the years, the Triton regularly the third-best selling ute in Australia behind the Ranger and Toyota HiLux.
And yet, even as the Ranger – and the Isuzu D-Max and Mazda BT-50 before it – upped the ante on what it means to be a good dual-cab in Australia, Mitsubishi’s reputation as the bargain buy in the segment is under attack from upstart rivals from China and South Korea.
An all-new Triton is still a couple of years away, leaving the now ageing warrior to stumble around in a paddock that’s – largely – left it behind.
How much does the Mitsubishi Triton cost in Australia?
The Mitsubishi Triton GSR we have on test here is the Japanese brand’s take on the lifestyle ute, bringing with it some refinements that lift what is otherwise a worksite warrior into something that can lug the family around in comfort and a modicum of style.
It’s the big dog in the Triton range, its $55,690 plus on-road costs price tag translating to around $61,000 drive-away in NSW.
Distinguishing the GSR visually from those lower in the Triton food chain are enhancements in the key of black – 18-inch alloys, grille, doorhandles, sports bar and roof are all finished in the stuff. When matched with our tester’s Sunflare Orange paint job, the GSR looks menacing and tough, exactly as a lifestyle dual-cab should.
Then there’s our test Triton’s optional front bullbar (in black, of course) and fog lamp pack that adds $4611 to the bottom line, bringing the as-tested price to $65,997 drive-away in NSW.
Even with the optional bullbar pack, the Triton comes in under its two main rivals in the segment – Ford Ranger Wildtrak ($73,281 drive-away) and Toyota HiLux SR5 ($66,201 drive-away).
But, where once the Triton was the value warrior, it now faces a two-pronged attack from the $45,490 drive-away GWM Ute Cannon-X and the $43,590 SsangYong Musso Ultimate XLV.
While the Chinese and Korean challenger brands may not yet have the cachet of the established dual-cab set, their attractive pricing means Mitsubishi’s reputation as the affordable choice is under threat.
| Key details | 2022 Mitsubishi Triton GSR |
| Price | $55,690 plus on-road costs |
| Colour of test car | Sunflare Orange |
| Options | Black front protection bar with fog lamps – $4611 Floor mats – $176 Under-rail tub liner – $642 Tow bar kit – $1308 Redarc electric brake kit – $770 |
| Price as tested | $63,197 plus on-road costs |
| Drive-away price | $65,997 (NSW) |
| Rivals | Isuzu D-Max | Mazda BT-50 | Nissan Navara |
How much space does the Mitsubishi Triton have inside?
The cabin of the Triton GSR is all dual-cab friendly with function over form the order of the day. The seats are finished in black leather (there’s a lairy orange and tan optional interior for $1000 for those who really want to stand out) and are supportive and comfortable.
While some brands have taken the plush path when fitting out the cabin of their respective upper-range dual-cabs, Mitsubishi has eschewed softer materials on surfaces like the doors and dashtop.
Instead, it’s hard plastics all the way, and depending on your point of view it could either be deemed penny-pinching or staying true to the Triton’s workhorse roots. It’s certainly durable stuff, but with the dual-cab segment moving forward at a rapid pace, it’s another sign of the Triton showing its age.
Features include push-button start, dual-zone climate control, steering-wheel-mounted paddle-shifters, heated seats in the front, as well as an array of storage options including cupholders, a central bin, and door pockets that can take bottles.
Ergonomically, there’s power adjustment for the driver’s seat, but the passenger side makes do with good old-fashioned manual adjustment. The steering wheel can be adjusted for both tilt and reach.
The second row is decent enough, although thanks to the upward kink of the window frame it can be a dark and sightless place back there for smaller occupants. There’s little in the way of amenities for second-row passengers, although the door pockets can accommodate bottles. There are roof-mounted air vents for the second row too.
Out back, the Triton sports one of the smallest trays in the segment, at once narrower and shorter than the segment leaders, while also featuring a taller load height – the distance between the ground and the floor of the tray. If ease of lugging and loading are your main criteria, perhaps look elsewhere in the segment.
| 2022 Mitsubishi Triton GSR | |
| Seats | Five |
| Tub dimensions | 1400mm long 1533mm wide 505mm high |
| Payload | 901kg |
| Length | 5305mm |
| Width | 1815mm |
| Height | 1795mm |
| Wheelbase | 3000mm |
Does the Mitsubishi Triton have Apple CarPlay?
A small 7.0-inch touchscreen plays host to Mitsubishi’s ageing infotainment set-up. The screen seems tiny by today’s standards, even if all the modern basics are covered off.
Inbuilt satellite navigation, wired Apple CarPlay and Android Auto smartphone mirroring, and digital radio are all present. And look, it all works, but not always to best effect.
The audio quality of phone calls inside the Triton, for instance, is fine. However, more than one caller at the other end reported an echo-like quality that proved a distraction for them at best, and impossible to follow the conversation at its worst.
The small screen projects rudimentary mapping, with graphics that feel a generation old, while the rear-view camera, laughably small, isn’t the best at offering clear vision out back.
There are two USB plugs up front, augmented by another two for the second row, while further options for charging devices come in the shape of two 12-volt plugs.
The analogue driver’s display incorporates traditional dials and a small digital screen nestled between that can show basic trip data and vehicle information. And there’s no digital speedo read-out – a must-have in these speed-chastened times we find ourselves in.
The infotainment set-up in the Triton, even in this range-topping spec, highlights just how far the game has moved on. Mitsubishi has failed to move with the technological times, and certainly in terms of presentation.
Is the Mitsubishi Triton a safe car?
The Triton range wears a five-star ANCAP safety rating, with the caveat it was awarded back in April of 2015 when testing criteria weren’t as stringent as they are today. It’s also, as per ANCAP’s guidelines, technically ‘unrated’, with safety scores valid for a period of six years from date of issue.
While the Triton has gone through cosmetic changes in the interim, the bones of the dual-cab remain the same as they were in 2015. An all-new model is due sometime within the next 18 to 24 months, so it seems unlikely the current model will be resubmitted for crash testing.
| 2022 Mitsubishi Triton GSR | |
| ANCAP rating | Five stars (tested 2015) |
| Safety report | Link to ANCAP report |
What safety technology does the Mitsubishi Triton have?
The Triton’s suite of safety technologies runs to autonomous emergency braking with pedestrian and cyclist detection as well as junction assist.
There’s also blind-spot monitoring, rear cross-traffic alert, and lane-departure warning, although they are passive only, meaning they provide warnings but offer no assistance, such as gently nudging the ute back into its lane. Active assists are increasingly the norm in today’s landscape.
The Triton also misses out on radar cruise control, tyre pressure monitoring, driver attention monitor, and speed sign recognition, which are also increasingly common in today’s dual-cab segment.
How much does the Mitsubishi Triton cost to maintain?
Mitsubishi stands tall in terms of warranty by covering the Triton with its 10-year/200,000km warranty, with the caveat that all scheduled servicing be done on time and through an authorised Mitsubishi dealership. Otherwise, the brand’s standard five-year/100,000km warranty applies.
Servicing runs to every 12 months or 15,000km, whichever comes first, and Mitsubishi has capped the price of each visit to the workshop for the first 10 years/150,000km. Amortised over 10 years, you’re looking at around $600 per annum or 15,000km.
Three years and 45,000km will set you back $1397, while five years and 75,000km asks for $2595. Hang on to your Triton for 10 years and you’ll be looking at $6090.
Comprehensive insurance runs to $1447.69 per annum on a comparative quote from one of Australia’s leading insurers and based on a 35-year-old male driver living in Chatswood, NSW – insurance estimates may vary based on your location and driving history.
| At a glance | 2022 Mitsubishi Triton GSR |
| Warranty | Five years/100,000km (10 years/200,000km with approved servicing) |
| Service intervals | 12 months or 15,000km |
| Servicing costs | $1397 (3 years) $2595 (5 years) |
Is the Mitsubishi Triton fuel-efficient?
Mitsubishi says the Triton will use 8.6L/100km of diesel on the combined cycle. Our week with the GSR, over a variety of conditions, returned an indicated 9.6L/100km which, while not meeting the maker’s laboratory tested claim, is on par with the segment.
Prior to hitting that mid-9s number, our Triton spent four days in mainly urban settings with no extended highway running. Fuel use in those circumstances hovered between 12–13L/100km.
The Triton’s fuel tank measures in at 75L.
Fuel Consumption – brought to you by bp
| Fuel Useage | Fuel Stats |
| Fuel cons. (claimed) | 8.6L/100km |
| Fuel cons. (on test) | 9.6L/100km |
| Fuel type | Diesel |
| Fuel tank size | 75L |
What is the Mitsubishi Triton like to drive?
While the dual-cab ute segment has moved apace in terms of driver refinement, the Triton is starting to show its workmanlike age.
While the 2.4-litre turbo diesel under the bonnet good for 133kW and 430Nm seems decent enough on paper, it trails its main rivals on both measurements. That translates to a driving experience that feels a little laboured, especially under harder acceleration.
Take-off from standstill is fine, although the diesel-clatter coming from the engine serves as a reminder that despite the GSR’s obvious ‘lifestyle’ packaging, this is first and foremost a ute.
The Triton is at its best in the middle of its rev band, pulling away with seemingly little effort when asked to accelerate from, say, 60km/h to 100km/h. It’s a small, sweet spot in an otherwise pretty dull experience.
The six-speed automatic transmission makes a decent fist of being in the right gear at the right time, but again it can feel a little laboured, particularly when downshifts are needed for, say, ascending a hill.
The Triton does stick out from the 4×4 ute pack somewhat with its Super Select 4×4 system. This allows traditional 4×2, 4×4 high and 4×4 low-range modes, but also adds an on-road 4×4 mode, with the centre diff open, for use on hard surfaces, making the Triton suitable as an all-weather, all-surface ute.
The ride when unladen feels jittery, the Triton bouncing around over bumps and lumps, even minor ones. It’s not alone in the segment, however, with utes typically at their best with a load in the back.
Larger obstacles such as speed bumps cause a fair bit of porpoising, the Triton taking seemingly an age to settle back on its haunches.
A sharp turning circle of just 11.8m does help the Triton cope with the tighter confines of the urban jungle, and it does feel pleasingly light when navigating city streets and roundabouts. Not all utes can stake that claim.
The Triton’s payload of 901kg is about on par with the segment, although its braked towing capacity of 3100kg trails its main rivals, where 3500kg is the norm these days.
That said, the Triton tips the scales at 1999kg, which is lighter than its competitive set. The HiLux SR5, for instance, weighs in at 56kg more, while the new Ford Ranger Wildtrak is a positively porky 2342kg.
That weight saving does make up for some of the Triton’s shortfall in terms of raw numbers, but it can’t disguise its ageing and agricultural drivetrain.
| Key details | 2022 Mitsubishi Triton GSR |
| Engine | 2.4-litre four-cylinder turbo diesel |
| Power | 133kW @ 3500rpm |
| Torque | 430Nm @ 2500rpm |
| Drive type | Part-time 4×4, low-range transfer case |
| Transmission | Six-speed torque converter automatic |
| Power to weight ratio | 66.5kW/t |
| Weight | 1999kg |
| Spare tyre type | Full-size |
| Tow rating | 3100kg braked 750kg unbraked |
| Turning circle | 11.8m |
Should I buy a Mitsubishi Triton?
Buyers who value long-term surety will no doubt be pleased by the Triton’s conditional 10-year warranty.
And despite now facing stiff competition from Chinese and Korean rivals, the Triton still presents as the value equation in the dual-cab segment, and certainly when compared with mainstream rivals.
And look, it still earns a place in the buyers’ consideration sets for its workmanlike qualities at a price that undercuts its main rivals.
But, there’s also no hiding the Triton’s ageing platform, both under the bonnet and in the cabin. It all feels – and sounds – a generation old now. Mitsubishi’s workhorse simply hasn’t evolved with the times.
And with newer, fresher, and more refined dual-cabs clamouring for Aussies’ hard-earned dollars, the all-new Triton, still around two years away, can’t come soon enough.
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