Mitsubishi Triton vs Renault Master

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.

If you’re after a budget-conscious offering in the large van segment, the Renault Master could be a really solid proposition. It falls short of the safety expectations set by its newer rival, though, and that’s something you might not be able to put a price on.

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.

The front-end styling of the Master has been modernised with a “robust” new look which sees it adopt a more upright nose with a bulkier grille, squared-off headlights (with LED daytime running lights as standard, along with halogen headlights).

There were no other changes made to the exterior, so if you see it side on or from the rear, you’d be hard pressed to tell if it's the new model.

This is the second facelift for this generation (X62) Master, which originated back in 2010. It is also offered in some markets as a Nissan, Opel, and Vauxhall. And this version certainly freshens up the appearance, though the practicality of the Master line-up remains unchanged.

That’s a good thing: you can still get the van as a short-wheelbase with low roof (L1H1), a mid-wheelbase with mid roof (L2H2), a long-wheelbase with mid roof (L3H2), or an extra-long-wheelbase with high roof (L4H3). There’s also the choice of a single cab-chassis Platform ute model, too. 

Our test model is the L2H2, meaning dimensions of 5575mm long on a lengthy 3682mm wheelbase (giving it a 13.6-metre turning circle), while the width is 2070mm and the height is 2499mm. Too tall for car parks (and drive-thru windows, in this age of social distancing). 

The good news about the height, though, is that it allows you excellent interior dimensions. The cargo hold of this version is 3083mm long, 1765mm wide (and 1380mm between the wheel-arches, enough for Aussie pallets to slide in easily), and the height is 1894mm inside. I’m six-foot tall (1820mm) and that meant I could safely step in and out of the cargo zone without fear of hitting my head. The load space is 10.8 cubic metres in this spec. 

As you’ll see in the interior section, the cabin has been given a bit of attention too - you can see it in the images below.

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.

Like all vans in this segment there are some cabin smarts that will make your life a lot easier if you spend a lot of time in the cockpit.

There are storage options aplenty, including overhead folder holders, a trio of dash-top storage caddies, dash-top cup holders, huge door pockets with bottle holders, some smaller storage cubbies near the shifter, and a glovebox that is, in the French tradition, good to hold a pair of gloves and not much else. This model had the dual passenger bench seat, with a hidden storage section underneath, and you can fold the middle seat down to form a desk platform with cup holders if that’s what you need.

Along with the storage smarts, the updated Master has seen some major changes in terms of infotainment intelligence, too. The new 7.0-inch MediaNav touchscreen system with Apple CarPlay and Android Auto is a welcome advancement for the brand, and during my time in the vehicle it proved simple to use and quick to react. The sound isn’t terrific, with just two speakers fitted, and I had to turn it up pretty loud to overcome the wind noise from this mid-roof model.

The driver’s seat is comfortable and offers decent adjustment, with height and lumbar adjustment. It’s easy to step up into the cab, too, despite there not being side grab handles. The driver also gets a new digital instrument display section on the redesigned dashboard, which includes a gear-shift indicator (but not a gear position indicator), and a digital speedometer and trip computer.

The steering wheel is new, too, and it’s much nicer than the old grainy plastic number in the pre-facelift version. Gone are the round vents across the dash and round plastic sections of the old model - now there are squared-off, more modern looking finishes that clearly aim to mimic the exterior’s now boxy-edged body.

In the cargo zone there are multiple tie-down hooks (eight on the floor, four on the side wall pillars), making for plenty of options to secure a load - though as can often be found with these eye-hook points, they can be a little too far inboard to make good use of, and in the Master’s case, there are no tie-down points rear of the wheel-arches. There is a 12-volt outlet in the back pillar, however.

The 2020 update for the Renault Master saw prices adjusted to compensate for additional standard equipment now offered range wide.

You can read the full pricing and specs breakdown story here, but the standard goodies for the Master include: a new 7.0-inch touchscreen media system with USB input, Bluetooth, Apple CarPlay, Android Auto, sat nav and reversing camera display, a two-speaker sound system, rear parking sensors, 16-inch steel wheels with a full size spare fitted under the rear body, body-protective cladding, twin-view side mirrors with electric adjustment, electric windows, cruise control, air conditioning, remote central locking, halogen headlights, LED daytime running lights, and rear fog lights. 

The list price for the L2H2 mid-wheelbase manual model used in this review is $47,490 plus on-road costs (RRP or MSRP), but Renault is advertising this exact spec for $47,990 drive-away, which is pretty compelling - you don’t even need to be an ABN holder for that discount. 

The Master MWB van comes as standard with barn doors at the rear (270-degree opening), and a sliding side door on kerb side (left), while SWB models get 180-degree barn doors. It also features a steel bulkhead as standard, as well as a three-seat layout up front. There’s a handy lift-up base on the bench part of the seat, which allows you about 100 litres of hidden storage if you need it.

There are numerous options for buyers to customise their van to suit what they need. There are several packs to choose from, such as: the Trade Pack - wooden floor, full height timber wall lining, rear step, LED ceiling lights ($1600); the Business Pack - front fog lights, hands-free key card and push-button start, chrome exterior and interior trim finishes ($1000); and the Convenience Pack - auto high/low beam lights, lane departure warning, blind spot monitoring and front parking sensors ($1000).

You can option individual elements such as a driver’s side sliding door ($800), a driver’s suspension seat ($800 - removes the side airbag for the driver), a single passenger seat ($200 - N/A with driver suspension seat, adds passenger-side airbag protection), and if you choose RWD model there’s an available differential lock ($1000). Last but not least, you can have glazed dual sliding doors for $800, but only if you also option the Trade Pack.

Colour options include no-cost solid paint finishes in white, grey, dark blue, light blue, yellow, orange and red (the interesting colours will need to be pre-ordered). There are also three metallic paint options in grey, black or a silver/blue look, and the cost there is $1000.

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 power outputs and torque figures depend on the transmission you choose. 

Despite the fact that both manual and automatic versions of the Master run a 2.3-litre four-cylinder diesel engine, there’s a difference between the engines: the version with the six-speed manual transmission is a twin-turbo unit, while the six-speed automated manual transmission makes use of a single-turbo diesel.

There’s not much in it when it comes to the difference in outputs, however.

The manual version has a slight horsepower advantage, with 120kW of power (at 3500rpm) and 360Nm of torque (at 1500rpm).

The automated manual has a maximum power of 110kW (at 3500rpm) and 350Nm of torque (at 1500rpm).

Both transmissions are geared the same across all six ratios, though from experience, the automated manual is best left at the showroom. While rivals offer conventional torque converter automatic gearboxes to appeal to a broader customer base globally, the French brand persists with its pernickety somewhat-auto option instead.

The majority of models in the Master range are front-wheel drive (FWD), but there are a couple of long-wheelbase rear-wheel drive (RWD) models available. None are all-wheel drive (AWD) or four-wheel drive (4WD).

You might be interested to note the weight specs for the Master range. There are too many variables to bore you with here, but the details on the L2H2 mid-wheelbase manual I tested, according to Renault Australia, are as follows: kerb weight - 1887kg; gross vehicle mass/GVM - 3510kg; payload - 1623kg; towing capacity - 750kg un-braked, 2500kg braked. The gross combination mass (GCM) is 6000kg.

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.

There is no official combined fuel consumption claim figure stated by Renault, as the vehicle falls into the heavy commercial vehicle space. 

But I can tell you it’s pretty impressive for fuel economy. I saw an average of just 8.5 litres per 100 kilometres over more than 1000km of testing - more than half of which was with the van loaded up with hundreds of kilograms of load.

With a 100-litre diesel tank, you could theoretically get about 1150km to a fill, and that’s with a mix of loaded and unloaded driving. 

One thing, though: most vehicles have a graphic on their dashboard to show which side the filler neck is - you know, you see a fuel bowser and the filler is on the right, that means your vehicle’s filler is on the right. Not in the Master. It has a graphic with the filler on the right, but the actual fuel cap is on the left. And like most vans, you have to open the passenger door to fuel up.

Worried about AdBlue? No need - the engine used in the Master range is a Euro 5 unit, so there is a diesel particulate filter, but no urea after treatment setup to mention.

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.

I did a mix of driving in the Master over the week I had it, including more than 600km of unladen driving. 

Why so many kays? I used it to move house, which meant I completed two “full” trips between Sydney’s inner-west and Cowra in the Central West of NSW, and two “empty” trips back to Sydney, as well.

I’ll get to how it drove with a load on board in the section below, but the unladen experience was pretty positive.

The engine and transmission are well teamed, and there’s a good amount of usable torque and very little lag to speak of. 

As with this entire generation of engines - a derivative engine in a different state of tune is used in the Nissan Navara - the refinement is mostly good until you reach higher in the rev range, where it can get a bit noisy and clattery. But the best work is done down low in the rev zone anyway. 

The manual shift action isn’t what I’d call “slinky”, more “clicky”. But it’s easy to row between gears as the action is light and the clutch isn’t too heavy, either. The gearing is generous, meaning you can saunter in sixth gear around 70km/h without the engine labouring too hard, and it’ll accelerate from there to freeway pace - provided you’re not going uphill.

There is a bit of ratio management required if you encounter a steep incline, but generally it’s a decently strong powertrain for its intended use - more on that below.

I’m always astounded about the steering and ride characteristics of vans of this size. Yes, it’s large, and yes, it can get blown around a little by crosswinds, and yes, you need to factor in the longish-wheelbase and larger turning circle that results from that… but it drives a lot smaller than it is.

The steering is direct and accurate, easy to judge at high or low speeds - which is great news when you’re parking (and there’s a good quality reversing camera and rear parking sensors, but you’ve just gotta remember the roof height, too).

The ride is adequate without a load on board, too. The independent McPherson strut front suspension copes well with changes in surface and bump control, though it can be a little bouncy at times. The rear suspension is a leaf-spring torsion beam setup, and it can be a little clumsy over road joins when unladen. 

It also brakes well, with solid and trustworthy response from the four-wheel disc brakes at all speeds.

While there has been a safety revolution in the van segment in recent years led by Mercedes and VW, Renault has been left behind to a degree.

The Renault Master has never been put through NCAP or ANCAP crash testing. So there’s no safety star rating to speak of.

And it falls short of its chief rivals, as it doesn’t have any sort of auto emergency braking (AEB) or forward collision warning system at all. 

It has a reversing camera and rear parking sensors, plus dual front airbags and driver’s side airbag protection (not passenger though?), and there are no curtain airbags either. But it has electronic stability control (ESC), electronic brake force distribution, and hill start assist with Renault’s Grip X-tend system that is designed to allow better traction in slippery situations.

You can option some safety technology into the manual versions of the Master, by way of the Convenience Pack. For $1000 it adds auto high/low beam lights, lane departure warning (not active lane keeping assist), blind spot warning (not rear cross-traffic alert), and front parking sensors.

I understand the argument that buyers shouldn’t have to pay for anything they don’t need, especially when it comes to business vehicles. But I hope that behind closed doors Renault is working furiously to improve the safety equipment offering as a matter of priority.

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 Renault van range is covered by a warranty plan that isn’t as good as you’ll get from VW or Ford. That is, the Master (and Trafic and Kangoo below it) have a three-year/unlimited kilometre warranty cover, which is two years shorter than the best in the class.

Service intervals are business-friendly at 12 months/30,000km, with a capped-price service plan spanning the first three years/90,000km. The service price is $599 per visit, but keep in mind you will need to replace the coolant ($132) and brake fluid ($79) every 60,000km. There’s also an accessory belt replacement at 90,000km ($506).

If you service your van at Renault, you’ll also be eligible for up to four years of roadside assistance cover. From the showroom floor there is 12 months cover.

Concerned about issues, problems, recalls, questions, queries, complaints, or reliability issues? Check out our Renault Master problems page.