Mitsubishi Triton vs Suzuki Swift

What's the difference?

The previous-generation Mitsubishi Triton makes a pretty good case as a solid all-rounder and a decent value-for-money purchase – but the new-generation Triton package is simply much better.

You can really see the value in the latest round of massive changes the line-up has undergone and those changes have brought the Triton closer to the top of the pack – it’s not quite there yet – but it’s very close.

The Triton is now the best iteration of this vehicle – refined, well equipped and nice to drive – and on the same level as the Isuzu D-Max, and drawing even closer to the likes of the Ford Ranger.

In GLX-R spec, the Triton strikes a nice balance between workhorse and weekend adventure machine. 

So, there you have it. A brief look at the new, sixth-gen Swift.

Better where it needs to be, the supermini survivor still remains competitively priced, with loads of new efficiency and safety tech that buyers will appreciate.

But, most of all, the Suzuki still feels, drives and rewards like the old model used to. It just does so with more sophistication.  

As inexpensive city cars continue to fade, the new Swift continues 41 years of providing a fun, affordable and dependable solution, in a vibrant and desirable package.

The new Triton is 5320mm long (with a 3130mm wheelbase), 1865mm wide, 1815mm high, and it has a kerb weight of 2120kg.

This new-generation Triton looks far more imposing than previous Tritons with its stretched wheelbase, bulky front end with prominent grille, big wing mirrors and a taller stance overall.

The GLX-R also benefits from the illusion of more height off the deck because the side steps have been removed. Take it from me, a vertically challenged bloke, it’s a climb to get into the cabin.

Highway terrain tyres (Maxxis 790 Bravo (265/60R18 110H) are used on the GLX-R, rather than all terrain tyres. Higher-spec GLS and GSR Tritons also ride on highway terrain tyres, with the lower-spec GLX and GLX+ ride on all terrain tyres (265/65R17 112H).

This variant also gets a Mitsubishi-branded sports bar, which is pretty cool if you're into that sort of thing. 

The Triton’s interior remains similar to other variants in that it has a basic but tidy layout and plenty of durable plastic surfaces. The GLX-R has cloth seats with silver stitching, and carpet flooring (with rubber floor mats in the test vehicle).

At first glance, the new one looks a lot like the old one. Short overhangs, long wheelbase, upright A-pillars, that signature 'floating' roof. This could be nothing else but a Swift.

Obviously, though, every single panel has changed, resulting in a stronger, quieter and more aerodynamic body.

Helping communicate this is a new and very definite crease line added to create a more-pronounced shoulder. The bonnet seems to be more clamshell-like and the nose is squarer, too. Indeed, everything about the overall styling seems to be more upright.

Debate is already raging in some circles. Is the new Swift too fussy? Too conservative? Has it lost the playful boldness of the proceeding version's gently-sculptured sides and hidden rear-door handles? Are the proportions slightly out now? Has the previous design integrity and oneness of vision been diluted? Does the 2017 predecessor look better?

Underneath, the platform is essentially the same, while overall dimensions are largely identical except for a 20mm stretch and 25mm roof lift. Length, width, height and wheelbase numbers 3860mm, 1735mm, 1520mm and 2450mm, respectively.

Happily, the aesthetic changes inside are likely to please rather than perplex, and even delight rather than divide opinion.

The GLX-R’s cabin is well suited to work and play. As mentioned, there’s hard plastic surfaces everywhere, cloth seats, rubber mats, and carpet flooring. It's all designed to be able to cope with the wear and tear of everyday life. 

All controls are easy enough to operate, easy to find, there aren’t any real annoyances here. 

There's plenty of storage everywhere, including a handy deep open space above the glove box, and charge points up front, too (a USB-A and a USB-C).

The back seats are comfortable and supportive, with plenty of bolstering there. 

Overall, the cabin is a bit on the Spartan side – there’s no frippery here, which is fine with me. 

The Triton’s tub is 1555mm long, 1545mm wide, 1135mm wide between the wheel arches, and 525mm deep. Load height is 820mm. 

The GLX-R tub has a hard plastic liner – but that’s an extra-cost accessory – and that seems adequately sturdy. The tub has four tie-down points at each corner of the cargo load space. 

Our test vehicle has a soft tonneau cover, but that is also not standard on the GLX-R.

Otherwise, the rear cargo area is a usable space, and the GLX-R does benefit from the fact it has tailgate assist.

The Triton has an underlying full-size alloy spare beneath the tub.

From a packaging perspective, the latest Swift carries on from before, and that’s no bad thing. It remains exceptionally roomy as well as practical.

To that end, entry and egress are easy, there’s a sense of spaciousness thanks to deep windows, a high ceiling and lofty seating, while the latter also helps provide an agreeable driving position. Storage and ventilation are provided in abundance.

For many people, the dash redesign reflects a big change in attitude, having finally grown up and away from the previous cheap and cheerful look. Highlights include pleasing seat fabrics, interesting textures and a sense of quality craftspersonship, within a stylish and sweeping design. After 41 years, the Swift has matured gracefully.

It’s also worth pointing out the super-clear analogue instrumentation dials, supported by a digital speedo and configurable trip computer data; actual buttons for the heating and air-conditioning system and – joy of joys – a handbrake lever.

Plus, if you want to turn off the various beeps from the driver-assist systems, physical buttons are but a simple press away. No distracting sub-menu searches within fiddly touchscreens here, thanks.

Except if you want to change the volume because you’ll need to prod the screen after all. The knob is always the better option, Suzuki.

What else? The rear bench area is a little plain but surprisingly roomy for this class of light car. Probably more so than a Corolla provided back in the early 2000s, with a decent level of cushy support for two people or three at a squeeze.

Given the extra specification, even the cheapest grade is all the Swift you’ll need. A sign of a democratic car.

But keep in mind the base variant no longer comes with a driver’s seat adjuster, passenger vanity mirror and multiple USB ports found in the Plus and GLX versions, while it is alone with a clammy plastic rather than leather-sheathed steering wheel rim.

At least cargo capacity edges up, by 23 litres to 265L (VDA), and that’s just under the luggage cover, thanks to some clever repackaging of a now-lower boot floor and internal tailgate panels. Drop the rear backrests and that expands to 569L.

Note, however, that for the Swift to achieve its sensationally low kerb weight that starts from just 919kg (up around 50kg), it now uses a fiddly and frankly-inadequate tyre repair kit. Thankfully, Suzuki offers that space-saver spare, at extra cost (and mass) of course.

Still, keeping those kilos low pays high dividends when it comes to performance and economy.

So. Why are there so few affordable city-sized superminis like the Swift?

Just 10 years ago, the Swift had at least 25 rivals under $25,000. Today that’s phonetically as well as literally down "t(w)o" "three" – namely, the ageing but still-surprisingly-spry Mazda2 and intriguing all-new MG 3, as well as Australia’s sole sub-$20K new car, Kia's darling Picanto.

Many of the Class of 2014 have since morphed into pint-sized crossover hatchbacks like Suzuki’s soon-to-be-discontinued Ignis, the Hyundai Venue and Kia Stonic. And if you must, there are also the cheerless MG ZS and ancient Mitsubishi ASX biggish-small SUVs – but they’re cheapo for a reason.

Unlike the latest Swift... which, from $24,490 drive-away, is more than reasonably cheap, since it introduces some electrification tech across the whole range, while still being around the same price as the old base GL.

This now makes the new Swift Australia’s cheapest 'hybrid'.

Granted, despite wearing the Hybrid badge on every grade, it’s just a mild hybrid system, but one that provides extra electrification to usefully boost performance and economy for the all-new powertrain and revised transmissions. More on all that later.

What else? The base Swift at last gains LED lights, telescopic as well as tilt steering adjustment and important driver-assist safety like Autonomous Emergency Braking (AEB), along with lane-support systems, adaptive cruise control and rear parking sensors.

Also included now are keyless entry/start, a 9.0-inch touchscreen as part of a new multimedia set-up, wireless for Apple CarPlay (but not for the Android Auto), a digital radio, heated mirrors, traffic sign recognition, auto high beams and an alarm.

And there's more. The entry-level Swift Hybrid is also class unique in offering a manual gearbox. Good on you, Suzuki.

Not for you? Don't worry, because the Hybrid auto that is expected to be the bestseller starts from $26,990, drive-away. For the record, that’s only about $1000 more than the equivalent old version but with all that extra gear to boot.

But, beware, the base-model Hybrid alone lacks a few items that may or may not have been standard in the outgoing Swift, such as a driver’s seat-height adjuster, leather-wrapped steering wheel, privacy glass, alloy wheels, front passenger vanity mirror, front-seat map pockets, multiple USB charging outlets and a spare wheel (though you can pay extra for one as the wheel-well remains).

All of the above, except the missing spare, are included in the new Hybrid Plus auto grade, from $28,490 drive-away, along with heated front seats and additional driver-assist tech like a blind-spot monitor. We’ll get into more detail in the Safety section below.

Finally, there’s the Hybrid GLX auto, with its wireless phone charger, folding exterior mirrors, steering wheel paddle shifters, climate control, glossy alloys and more from $29,490, drive-away.

Sadly, the terrific old GLX 'BoosterJet' three-cylinder turbo is no more, and there might not even be a new Swift Sport to continue the GTi hot-hatch legacy.

Still, Suzuki’s managed to keep the entire range under $30K drive-away, despite big changes inside and out. Let’s check those out.

The Mitsubishi Triton GLX-R has 2.4-litre four-cylinder bi-turbo diesel engine, producing 150kW at 3500rpm and 470Nm at 1500-2750rpm.

It has a six-speed automatic transmission and a full-time dual-range four-wheel drive system, Super Select 4WD-II.

This is an impressive combination – not particularly exciting or dynamic, but it’s smooth, and offers a decent amount of torque across a wide rev range for 4WDing. 

It has selectable drive modes which include Normal, Eco, Gravel, Snow, Mud, Sand, and Rock.

If there’s one area where Suzuki shines, that’s in making sweet little engines, and the new, chain-driven, 1197cc 1.2-litre mild hybrid three-cylinder petrol unit is no exception.

Now, on paper, 61kW at 5700rpm and 112Nm at 4500rpm may seem slightly lacking. A Mazda2 manages to make nearly 35 and 30 per cent more power and torque, respectively.

But the Swift's new 'ISG' integrated starter/generator/electric motor unit delivers an additional 2.3kW and 60Nm.

Combined with the hatchback's comparative lightness, it makes for a sufficient power-to-weight ratio of between 63 and 66kW per tonne.

Or, in other words, it provides some welcome extra low-down muscle.

Drive is naturally sent to the front wheels, via either a light-yet-positive shifting five-speed manual gearbox, or new CVT auto. Both have been heavily revised in their new roles serving the mild-hybrid powertrain.

The Mitsubishi Triton GLX-R has an official fuel consumption of 7.7L/100km (on a combined cycle).

I recorded 9.2L/100km on this test. I did a lot of high- and low-range 4WDing and the Triton was never working hard.

The Triton has a 75L fuel tank so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 815km from a full tank.

It also has a 17.0-litre AdBlue tank.

The latest Swift’s maturity does not end with its suave cabin presentation.

Prioritising high economy and subsequently low pollution, this Euro 6d-rated three-pot hybrid powertrain promises an astonishing combined fuel-consumption average of just 3.8 litres per 100km for the manual, and slightly more for the CVT at 4.0L/100km.

The results are 78 and 80 grams per kilometre of carbon dioxide emissions, respectively, along with around 970km between refills of the meagre 37L fuel tank.

These facts somewhat ease the pain of the need for more-expensive 95 RON premium unleaded petrol instead of the regular brew. High-tech solutions do require superior fuel, after all.

With just 70km on our ultra-tight test car’s odometer, the trip computer’s 6.7L readout is likely no indicator of the frugality we’re expecting to come.

So, how are such low consumption figures attainable? Along with better aerodynamics and a low kerb weight, the latest Swift Hybrid’s ISG hybrid unit generates supplementary electricity under acceleration, to ease the engine’s reliance on petrol.

It also recharges the 12-volt lithium-ion battery that lives beneath the front passenger-seat floor off-throttle via regenerative braking.

Note that the Suzuki never drives purely on electricity.

On sealed surfaces, the Triton is punchy off the mark if you pressure it, and it’s surprisingly smooth and refined at highway speeds, simply trucking along.

A new chassis frame, redesigned suspension, longer wheelbase, and wider wheel track, all contribute to the Triton exhibiting more controlled and comfortable ride and handling than ever before.

With its new suspension design – high-mounted double wishbone with coil spring and stabiliser bar up front and leaf springs at the rear – the Triton feels more settled and composed, more sure-footed on bitumen roads and gravel tracks, in terms of ride and handling.

The power-assisted steering offers a light but precise feel, the engine has a quiet refinement about it, and the six-speed auto is clever enough to not warrant any legitimate criticism.

So, getting to and from your favourite 4WDing track or campsite is a whole lot more comfortable now than in previous Tritons. But how does this new bigger Triton go when it comes to low-range 4WDing? 

Well, it's actually quite impressive. 

The previous-generation Triton had a shorter bonnet, so driver visibility when you are 4WDing is a whole lot better because the new-generation Triton has quite a substantial bonnet, so your vision forward of the vehicle is somewhat impaired, but that is rectified, to a certain degree by a 360-degree camera, and that will operate while you are low-range 4WD or driving at low speeds.

That camera gives you a view to the side and rear of the vehicle and, more importantly, to the front of the vehicle so you can maintain your correct line on the track. 

The Triton has strong and sharp throttle response, which is very handy while 4WDing when you need to instantaneously tap into that torque.

The GLX-R benefits from having Super Select 4WD-II onboard, which lower-spec variants do not get it.

I’ve sung the praises of this system many times before and it constitutes a major and crucial point of difference that Tritons or Pajero Sports (equipped with this system) have with their rivals.

Super Select 4WD-II adds an extra element of safety and sure-footedness to driving. Via a dial to the rear of the auto shifter, you can switch from 2H into 4H (four-wheel drive, high-range) to give you the best traction possible in traction-compromised situations (i.e. rain-soaked blacktop, rough back-roads or dirt tracks peppered with loose rocks and potholes).

There's no risk of transmission wind-up when 4H is engaged in the GSR because the centre diff remains open.

Then turn the dial to 4HLc (four-wheel drive, high-range, locked centre diff) and you're ready to take on more difficult terrain but at lower speeds, because now the centre diff is no longer open.

If you want to tackle even more difficult terrain than high-range 4WD territory, turn the dial to 4LLc (four-wheel drive, low-range, locked centre diff) and the Triton has the opportunity to excel in low-speed, low-range four-wheel driving.

This Triton also has a rear diff lock, which is engaged/disengaged via a button in front of the shifter and this further helps you to comfortably maintain safe forward momentum.

The GLX-R also has selectable off-road modes, including Gravel, Sand, Mud/Snow (when in high-range 4WD) and Rock (when in low-range 4WD). Each of these modes adjusts engine output, transmission settings and braking, the aim being optimal traction to suit specific conditions and terrains.

This new-gen Triton is a bigger vehicle with a longer wheelbase and a turning circle of 12.4m, so it doesn’t feel as nimble on bush tracks as the previous Triton.

And because of its size, you do have to drive this new-generation Triton with more focus than you might've gotten away with in the old Triton simply because it now takes up more space on the track than it ever has before. 

The Triton’s ground clearance (a listed 228mm) and off-road angles – 30.4 degrees approach, 22.8 degrees departure and 23.4 degrees rampover – all check out and are standard for a ute of this kind, however, the Triton does feel low and vulnerable to scraping that underbody on rocks, sticks, tree roots, etc.

It does have what Mitsubishi describes as “heavy duty” underbody protection (there’s a plastic bash plate towards the front of the vehicle and a steel bash plate behind that). That underbody protection does seem quite substantial, but I wouldn't rely on those to cop severe punishment.

The rear diff housing also seems prone to copping a solid knock or two, especially if you're tackling some hard-core rock-climbing, steep hills or severely rutted downhill crawls.

The GLX-R does not have side steps, which makes it look and feel a bit taller off the deck, but that does mean that if the vehicle tips to the side at a severe angle – for example, while driving through a deep high-sided rut – the bottom edge of a door or the bottom of the chassis may take the full brunt of the hit, rather than a sidestep copping the worst of the knock.

Another niggle – and it's a trait of most contemporary 4WDs straight out of the showroom – is the fact that the GLX-R gets a set of tyres – Maxxis 790 Bravo (265/60R18) – that are better suited to the highway than they are to any even mild 4WD terrain. However, it’s easily remedied: just swap in a set of decent all-terrain tyres – go as gnarly as you want – and that will make this capable 4WD even more capable.

Otherwise, all the good stuff is here: the mechanicals (Super Select 4WD-II etc.), the off-road traction control system is well calibrated, and the rear diff lock is easily engaged and disengaged at the press of a button.

Towing capacity is 750kg (unbraked) and, worth noting, is the Triton’s braked towing capacity has increased to 3500kg (up from 3100kg), bringing it up to par with its dual-cab rivals. 

Kerb weight is 2120kg, maximum payload is 1080kg, GVM is 3200kg, and GCM is 6250kg.

No Swift since 2004’s new-millennium redesign has been anything less than fun to punt around. A focus on driving pleasure and superior dynamics has helped make each version a cut-above most rivals.

Losing the smooth old 1.2-litre four-cylinder engine in the name of low consumption and emissions is a noble move. But how does this translate out in the real world, especially with a Swift fan behind the wheel?

It's mostly great, actually.

Losing a cylinder results in a slightly less creamy power delivery, especially as it’s accompanied by a distinctive three-cylinder exhaust-note thrum. But that’s still in keeping with the Swift’s endearingly sporty character.

Better still, even with all the examples we tested showing barely more than delivery mileage on the odometer, there seems to be more than enough grunt to please driving enthusiasts.

While not wanting to tax engines that weren’t even run-in yet, the charming revvy eagerness and instant throttle response remains, along with a discernible extra kick when accelerating away from standstill.

Even being so new, our Swifts proved to be lively, lusty and surprisingly rapid performers. We can’t wait to test run-in examples!

The five-speed manual is deliciously well-oiled and precise, immersing the driver into the Swift experience on another level compared to the CVT auto, which still manages to impress by responding quickly and effortlessly, without feeling laggy or droney. A lot like the old version.

Suzuki is making a lot of noise over how agile yet comfortable the newcomer’s handling and ride qualities are, as a result of improved rigidity and noise-dampening measures.

The Swift’s MacPherson-style front struts and torsion beam rear suspension systems have been revised with stronger and quieter mounts for better performance, while the electric steering has been retuned for greater feel and linearity. 

The result? Even our limited time behind the wheel revealed tactile and precise steering, composed handling and extraordinary isolation from the road below for a car barely weighing 950kg (at most).

Combined with the nuanced driver-assist safety tech that rarely interrupted the fun, the latest Swift is a cheerfully animated, nimble and rewarding experience... and one that stands out all the more for evolving while so many other like-minded rivals like the Ford Fiesta have sadly fallen away.

Bravo, Suzuki. Generation Number Six remains the enthusiast driver’s choice, and a hybrid bargain to boot.

The latest, sixth-generation Swift has yet to be crash-tested by ANCAP.

Even the base Hybrid now includes driver-assist safety like AEB that includes night and day pedestrian and cyclist detection as standard, along with lane-departure warning, lane-keep assist, 'Weaving Alert' (a driver-drowsiness warning prompt), rear parking sensors, traffic-sign recognition, a reverse camera, automatic high beams and adaptive cruise control.

You’ll need to go Hybrid Plus for rear-cross traffic alert and blind-spot warning tech, though.

Note that Suzuki does not supply information about the AEB and other driver-assist tech’s operating parameters.

Also fitted are six airbags (dual front, dual front side and curtain), electronic stability control, anti-lock brakes with electronic brake-force distribution and brake-assist.

The rear seats also contain a trio of child-seat tether anchorages, as well as an outboard pair of ISOFIX attachments.

The Triton is covered by Mitsubishi’s near market-leading 10 year/200,00km warranty, as long as you have it serviced at an authorised Mitsubishi dealership. If not, you get half the coverage.

Servicing is scheduled for every twelve months or 15,000km and, under Mitsubishi’s capped-price servicing, each of the first 10 services costs $390.

Suzuki offers an industry-average five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are every 12 months or 15,000km, while basic capped-price servicing is available, with the website showing pricing for the first five years and 100,000km averaging $391 per workshop visit.