Mitsubishi Triton vs Isuzu D-Max

What's the difference?

The sixth-generation Triton is bigger, stronger, more powerful and more capable. By our measure, it’s the best one yet. It now matches the segment leaders on towing and payload ratings and, despite price increases, still represents compelling value for a high-quality Japanese ute. Mitsubishi has made choosing a dual cab ute from an already quality field even harder.

The new D-Max hasn’t been majorly overhauled and instead bundles together a whole bunch of small but important changes, all of which have been designed to keep it fresh in the face of its competition, like the Triton, Ranger and HiLux.

Has it done enough? Only time will tell. But there’s little doubt that these updates only improve the D-Max formula.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

New exterior styling features bold body contouring with a distinctive grille/headlight design. It’s also larger in key dimensions including body length (up 15mm), body width (up 50mm) and load tub length (up 35mm) for improved cabin space, comfort and load capacity.

The new body is mounted on a redesigned chassis-frame with significant gains in strength and torsional rigidity.

Track width is unchanged but there’s a substantial 130mm increase in wheelbase to 3130mm, which is longer than the HiLux (3085mm) and closer to the Ranger (3220mm) with noticeable improvements in ride quality and handling stability.

Off-road credentials include 228mm of ground clearance and 30.4 degrees approach/23.4 degrees ramp break-over/22.8 degrees departure angles.

The suspension tune for Australian-delivered Tritons comprises a unique front shock absorber/spring combination. The rear suspension has also been revised with larger shocks and lighter, more efficient leaf-springs to reduce unsprung weight for enhanced ride and handling.

Work-focused GLX models are equipped with ‘heavy-duty’ rear suspension, while the more luxurious GLS/GSR have softer-riding ‘standard’ rear suspension.

Another Triton first is a switch to electric power steering, for increased efficiency with lower steering effort. By contrast, Mitsubishi sticks with rear drum brakes, which with greater friction surface area than disc brakes can provide more ‘bite’ when parking with heavy loads or holding firm on hills when off-roading.

New GLS interior styling has a tasteful mix of contrasting surfaces, textured fabric seat-facings and white stitching, but also embraces traditional features like analogue speedo/tacho and a manual handbrake lever.

The wider body provides a noticeable increase in front shoulder room and the driver’s hip point has been raised, resulting in a more upright driving position with improved lower back support.

There are assist-handles on the A and B pillars to climb aboard and there’s easy access to the more spacious rear seat. Even big fellas like me (186cm) have about 60mm of head clearance and 40mm of knee clearance when sitting behind the driver’s seat in my position.

There are still no air-vents in the centre console for rear passengers, as Mitsubishi prefers to stick with its roof-mounted air circulator which draws in cooled or heated air from the front of the cabin and shares it with rear passengers (with their own fan-speed control) through slimline roof-vents.

There are some big-ish changes for this new-look D-Max, but how many of them you get depends on which of the six trim levels you’re shopping for.

Spring for one near the top of the family tree, and you’ll get all of the updates, which include new-look headlights that are LED with LED DRLs (but halogens on the SX), and a new-look front-end and grille. At the rear, there are new LED rear light clusters.

It doesn’t look a million miles away from the current D-Max, to be honest, but it does look a little newer, and a little fresher, which is important in the battle of the inches that is the new-ute market.

Inside, the brand describes the cabin as a mix of utility and comfort, and that’s feels pretty accurate from the driver’s seat.

The tech is new, with the 8.0- or 9.0-inch central screen joined by USB connection points, and there’s a new Digital Driver Display screen in the mix, along with new seat materials and trims, too.

But back to that that mix of utility and comfort. I’m not sure Isuzu has gotten the mix exactly right. There are plenty of soft-touch materials in the higher-trim levels, just not always where I want them to be.

I don’t know about you, but I like to have my elbow up when driving, and that plastic is still scratchy and hard, as is the place where my knee touches the centre console.

That said, it’s largely comfortable, definitely functional, and it serves up pretty much exactly what you might expect.

With its 2125kg kerb weight and 3200kg GVM, our test vehicle has a sizeable 1075kg payload rating, so it’s a genuine one-tonner like all models in the new Triton range.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, which is a significant 400kg increase over the previous generation and finally puts the Triton on par with segment leaders.

However, to avoid exceeding its 6250kg GCM (how much it can legally carry and tow at the same time), towing that weight would require a 450kg reduction in vehicle payload to 625kg.

Or you could reduce the trailer limit by the same amount (from 3500kg to 3050kg) and retain the Triton’s peak 1075kg payload. This combination would be ample for most work and recreational requirements, as few (if any) owners of utes this size need to tow 3500kg anyway.

The load tub’s internal dimensions are almost square, being 1555mm long and 1545mm wide with a 525mm depth. There’s also 1135mm between the rear wheel-housings, so it can take a Euro pallet.

There are fixed load-anchorage points front and rear and the GLS tub is protected by a slide-in liner.

Cabin storage for driver and front passenger includes a bottle-holder and bin in each door, an overhead glasses holder and upper and lower gloveboxes. The centre console has two small-bottle/cupholders plus a box at the rear with padded lid that doubles as a comfortable elbow rest.

Rear passengers get a bottle-holder in each door, large pockets on each front-seat backrest and two cupholders in the bench seat’s fold-down centre armrest. There’s also a 12-volt socket plus USB-A and USB-C ports in the rear of the centre console.

Like the previous Triton, there are no rear underfloor storage compartments and the seat’s base cushion is fixed, so you can’t swing it up and store in a vertical position, like numerous rivals, if more internal load space is required.

Isuzu has taken to calling the D-Max one of Australia’s most capable utes out of the box.

That includes up to 240mm in ground clearance, 800mm in wading depth, and a towing maximum of 3.5 tonnes for the bigger diesel engine, dropping to three tonnes with the 1.9-litre powerplant fitted. Payload is up to 1405kg, too, but to get you need the SX with Cab Chassis. It’s more like 1045kg for most dual-cab ute trims.

Also new for this update is the addition of Rough Terrain Mode — a technology borrowed from the MU-X, then improved to pair with the D-Max’s mechanical off-road features.

In short, the tech taps into the traction-control systems to detect wheel slip, and can then brake individual wheels and send torque to where it is needed to smooth your progress. In the D-Max, it works with the rear diff-lock, too.

The back seat of the D-Max shows why vehicles in this category are now doubling as family vehicles. Behind my own 175cm driving position there was enough knee and headroom to get comfortable, and I’m confident you could fit three across the back row pretty easily, too.

There are some creature comforts, including a USB-C charging point (trim dependent) as well as air vents, but no temp controls, and even a little coat hook as well, but it’s not swimming with niceties.

Ute ranges being the insanely complex webs they are, you’ll be unsurprised to hear there are lots of options here. In fact, there are some 25 combinations, spanning six grades, two engines, two gearboxes, a choice of two- or four-wheel drive and four body styles.

The price range is vast, too, now starting at $32,700 for the SX Single Cab Chassis with a 1.9-litre turbo-diesel and two-wheel drive, and climbing to a $70,500 MSRP for the X-Terrain Crew Cab with a 3.0-litre turbo-diesel and four-wheel drive.

To keep this brief, we'll focus on the Crew Cab Ute, which is yours in SX, LS-U, LS-U+, LS-M, X-Rider and X-Terrain guises, but we will also post a full price list below so you can choose your own adventure.

The SX range is now $500 more expensive across the board, and it starts at $42,700 with a 1.9-litre engine and two-wheel drive, or $50,700 for four-wheel drive. If you want the bigger 3.0-litre powerplant, it’s $44,700 for the 2WD, or $52,700 for the 4x4.

Then it’s the LS-U, which is big-engine only, and is $54.5k (which is up by $1500, by the way) for the 4x2, and $62.5k (again up $1.5k) for the 4x4. There’s also a LS-U+, which is $65,500 in 4x4.

Next is the LS-M, which is $55,800 (up $500), before the new-for-2024 X-Rider jumps in at $59,500. Both are four-wheel drive only and feature only the big engine.

Finally, there’s the flagship X-Terrain — big engine only, and four-wheel drive as standard — which is $70,500 (up a sizeable $3k), but which is also just $67,990 drive-away, at least for now.

The entry-level SX gets a vinyl floor, cloth seats, powered windows and mirrors, and air-conditioning with rear vents. Tech is handled by a new 8.0-inch central touchscreen with wireless Apple CarPlay and Android Auto, pairing with four speakers, while an also-new 4.2-inch screen sits in the driver’s binnacle. You also get 17-inch steel wheels, automatic wipers and halogen headlights.

Stepping up to LS-M trim gets you new and softer rear suspension, a higher-grade cloth interior treatment, bi-LED headlights and DRLs, 17-inch alloy wheels and body-coloured mirrors, door handles and tailgate handle. If you can spring for this trim, it feels like the sweet spot of the lower-range models.

Next there’s the new X-Rider, which was once was a special edition but now rejoins as a permanent member of the family. It’s all about upping the street credibility, so there’s black gloss on the grille and a black underbody spoiler, as well as black on the rear step bar, the mirrors, door handles and tailgate handle, the B-pillars, the sports bar and on the soft tonneau cover. There are also black 17-inch alloy wheels and dark grey side steps.

Next up is the LS-U, which ups the cabin tech with a new 9.0-inch central screen, but with tactile dials for volume — fixing what was apparently a big complaint about the outgoing D-Max – as well as a new 7.0-inch Driver Display. There’s also keyless entry and push-button start, including a new welcome light that illuminates the interior when you approach, dual-zone climate control and a nicer interior treatment. Outside, there’s a tub liner, silver side steps, chrome on the handles and mirrors and 18-inch alloys.

The LS-U+ then adds leather seats which are heated in the front and eight-way power-adjustable for the driver, and four-way power-adjustable for the front passenger.

Finally, the flagship X-Terrain gets red stitching across its leather interior, remote engine start, a rolling tonneau cover, a unique sport bar, dark grey side steps, mirrors, handles and roof rails, and 18-inch matte-grey alloys wheels.

2024 Isuzu D-MAX Pricing (RRP before on-road costs unless specified)

A new 4N16 variant of Mitsubishi’s 4N1 diesel engine family retains its predecessor’s 2.4-litre displacement but adds a second turbocharger. These work in sequence, with the smaller one providing fast response at low rpm and the larger one boosting performance at higher rpm.

The result is 150kW at 3500rpm and 470Nm of peak torque between 1500-2750rpm.

These outputs are 17kW and 40Nm more than the previous Triton and emissions are reduced with the addition of an AdBlue tank.

This engine is paired with an updated six-speed torque converter automatic and (on GLS and GSR) Mitsubishi’s excellent Super Select 4WD-II system with Torsen centre differential.

This still-advanced system offers seven drive modes, including full-time 4x4 which with the centre diff unlocked can be driven on all surfaces including dry sealed roads. With the centre diff locked for off-road use, it offers high and low range 4x4 with a 50:50 drive-split front and rear.

A rear diff-lock can also be engaged in low range.

The D-Max’s powertrains for 2024 remain unchanged, with the choice of a 1.9-litre turbo-diesel four-cylinder engine good for 110kW and 350Nm, or a 3.0-litre unit producing 140kW and 450Nm. They are paired with either a six-speed manual or six-speed automatic, and two- or four-wheel drive, depending on the model.

Mitsubishi claims an official combined average consumption of 7.7L/100km and the dash readout was displaying 8.7 at the completion of our 421km test, of which about one quarter was hauling a full payload. Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 9.7 but within the usual 2-3L/100km discrepancy between official and real-world figures. So, based on our numbers, you could expect a realistic driving range of around 770km from its 75-litre tank.

Isuzu reckons you’ll see around 8.0L/100km on the combined cycle with the bigger engine, with fuel use dropping to 6.9L/100km with the 1.9-litre unit fitted.

The 76-litre tank is the same for both engines, meaning a theoretical range of 950km or 1100km.

The ergonomic changes are noticeable when you get behind the wheel, with a more comfortable and supportive seating position and increased cabin width providing a more spacious feel.

The new electric power steering is another highlight, being communicative and nicely weighted at all speeds, while the unique Australian suspension tune results in a more planted and sure-footed feel. The ride quality is also smoother, which is no doubt enhanced by more sprung weight and a longer wheelbase.

The new bi-turbo engine has good response and flexibility, with its 1250rpm-wide peak torque band between 1500-2750rpm providing ample pulling power at lower speeds with a seamless transition to maximum power at 3500rpm.

The six-speed automatic has gearing and shift calibrations that optimise engine performance. It’s also a quiet and efficient highway cruiser, requiring only 1750rpm to maintain 110km/h which is also within its peak torque band.

To test its load-hauling ability, we loaded 890kg into the load tub, which with driver and luggage equalled one tonne of payload that was 75kg below its legal limit.

The 'standard' leaf-spring rear suspension compressed more than 60mm under this weight, leaving a finger-width of static bump-stop clearance which initially seemed inadequate.

However, the rubber bump-stops have central voids that provide more of a cushioning effect at full suspension travel than traditional hard-nosed designs, which minimises thumps over big bumps and ensures a smoother ride.

The Triton displayed sure-footed handling and braking with this near-maximum payload on board. The bi-turbo engine was also on top of the job, with its ‘twin-stage’ turbocharging making light work of city, suburban and highway driving.

It also impressed on our 13 per cent gradient, 2.0km set-climb at 60km/h, self-shifting down to third gear to easily haul this load to the summit. Engine-braking on the way down was not as robust, but in our experience typical of sub-3.0-litre turbo-diesels restraining one tonne payloads on steep descents.

Our only gripe is the ‘Driver Attention Alert’ function. Its prominent detection module mounted on the steering column partly obscures the driver’s view of the lower instrument panel. And its over-sensitivity in determining driver inattention (like wearing sunnies, looking left and right at T-intersections etc) becomes annoying and needs refinement.

Remember, it’s evolution over revolution for the 2024 Isuzu D-Max, so don’t expect the drive experience to be dramatically different. 

Instead, the brand says it has focused on fixing some of the complaints surrounding the outgoing model, something Isuzu is pretty open about.

It says they’ve taken feedback from the media, from their customers, and from their big fleet users, and they’ve fed it up their Japanese HQ. And the result of all that is this 2024 update.

Apparently one of the biggest complaints focused on the infotainment screen having no physical buttons, but the new one changes that with its wireless Apple CarPlay and twin USB connection points joined by a physical volume dial. I know that feels a little like you’ve taken a step backwards through time, but when something works, it works.

The’ve also made some key, and worthy, changes to the safety systems, but we will get to those in a moment.

The reality is — and I don’t mean this in an insulting way — that the new D-Max largely drives much like you might expect a top-selling diesel dual-cab to drive.

The torque on offer from both engines, but especially the bigger one, is plentiful, even if the noise of the diesel is an ever-present passenger when you put your foot down, and there is that inescapable truck-like feeling from behind the wheel.

There are some elements that set it apart, though. The steering is smooth and responsive, as is the quick-witted automatic gearbox, and despite us tipping into corners a little faster than we would on our daily commute, there wasn’t much in the way of side-to-side body roll, and no complaints from the rubber.

That might sound like I’m damning the D-Max with faint praise, but that’s not the intention. It’s a comfortable, capable, practical workhorse, and that’s ticking plenty of ute boxes, right?

The bigger-engined D-Max remains a towing powerhouse, too. We pulled some serious weight, and 3.0-litre turbo-diesel made pretty light work of it, with ample torque on offer to keep things moving.

It wouldn’t be the launch of an updated diesel dual-cab without a tour across a tailored off-road course, and Isuzu delivered, specifically to plug the merits of its new Rough Terrain Mode.

Tested back-to-back with the system switched on and off, there does seem to be less slip from the wheels when traversing bumpy, tyre-torturing articulations, with the D-Max just gripping and going. It’s another off-road tick for a ute already very good in the rough stuff.

Full credit to Isuzu for equipping the entire D-Max range with the best of its safety equipment, much of which has been overhauled for this generation.

That starts with a new-generation camera that scans the road for cars, pedestrians and cyclists with greater clarity. It also includes a charging plug for an aftermarket dash-cam.

There’s now updated Lane Keep Assist, better programmed to centre in the lane rather than bouncing from edge to edge, bumper bowling style. There’s Rear Cross-Traffic Alert and Brake and Adaptive Cruise Control, too.

That fact that it’s all standard from the entry-level SX is fantastic, and the D-Max range copped the full five-star ANCAP rating when tested in 2020.

Five years/100,000km standard warranty, or 10 years/200,000km if serviced at Mitsubishi dealers. Servicing every 12 months/15,000km whichever occurs first. Capped-price for 10 scheduled services up to 10 years/150,000km is $6690, or an average of $669 per service.

The D-Max is covered by Isuzu’s six-year, 150,000km warranty, and we like the years, but less so the kilometre limits.

There’s five years of capped-price servicing, too. You’ll be visiting the service centre every 12 months or 15,000kms, and each visit will cost you $449 for the first five years, or $2245 in total.