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What's the difference?
The new-generation Mitsubishi Triton range was launched last year, marking the biggest change for the vehicle in a long time: a new bi-turbo engine (150kW/470Nm), overhauled design, new chassis and suspension (pushing towing capacity to 3500kg), and longer wheelbase, among a raft of changes.
Now, here’s the GLX-R, a new mid-spec variant in the Triton line-up. The GLX-R badge did exist in previous Triton generations, but the new version gets a few things, such as black alloy wheels, tailgate assist, and a leather-wrapped steering wheel, over and above current-generation lower-spec vehicles.
But much more importantly, it also gets Super Select 4WD II, which is only available in higher spec Triton variants.
So, is the Triton worth your attention?
Read on.
Since its launch in the 1960s, the iconic HiLux has been one of Toyota’s strongest-selling models. The current eighth-generation continues that tradition, even though now in its ninth year in local showrooms and having lost its long-held 4x4 sales leadership to Ford’s Ranger.
Toyota has done a commendable job in keeping the HiLux looking fresh since its local launch in 2015, with numerous cosmetic/equipment updates and the addition of prestige models like the wide-track Rogue and performance-enhanced GR Sport.
The 4x4 HiLux’s latest upgrade is the first use of Toyota's new 'V-Active' 48V technology, which provides electric assistance to the diesel engine. Toyota claims improved fuel efficiency, acceleration and smoothness, along with enhanced off-road prowess. We recently put one to the test to see how it measures up from a tradie’s perspective.
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.
The HiLux’s age-defying sales and resale values confirm it’s still one of the top two 4x4 dual cabs on the market. However, its new V-Active technology feels underdone, as it adds weight (we reckon about 40kg) and complexity without gains in performance you can feel or economy you can meaningfully measure. Hopefully, Toyota’s next crack at a 'hybrid' HiLux will be more convincing.
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).
The HiLux’s enduring appeal is the ‘unbreakable’ feel when you step aboard. Even though its curvaceous styling is increasingly dated, we can’t fault the build quality as it displays a peerless standard of fit and finish which never wavers.
Our only major gripe (since its launch in 2015) is the cramped rear seating. It’s particularly tight for tall people, giving that I’m 186cm and when sitting in the rear seat with the driver’s seat in my position, my knees are pressed into its backrest and my head rubs on the roof lining.
Shoulder room for three large adults is equally challenging and tolerable only for short trips. We reckon the Ranger’s more accommodating rear stalls are significant in its sales leadership.
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.
With its 2150kg kerb weight and 3050kg GVM, the SR5 V-Active has a 900kg payload rating. It can also tow up to 3500kg of braked trailer but with its 5850kg GCM (or how much it can legally carry and tow at the same time) that would require a substantial 700kg reduction in payload to only 200kg, which could be used up by a driver and passenger alone.
Alternatively, you could lower the trailer weight limit by the same 700kg to 2800kg (which is still a sizeable trailer) and retain the SR5’s maximum payload. We reckon most owners would do this anyway, given few (if any) would need to tow 3500kg.
The load tub is 1570mm long, 1645mm wide and 495mm deep with 1105mm between the wheel housings. Therefore, it can’t carry a standard Aussie pallet but will take a Euro-sized one. There are four load-anchorage points and we welcome the new lower/raise assistance for the hefty tailgate.
Cabin storage includes a large-bottle holder and bin in each front door, plus pop-out cupholders on either side of the dash, upper and lower glove boxes (with the upper having access to air-con) and an overhead glasses holder.
The latest centre console layout has a wireless phone-charging pad and vertical phone-storage slot, small-bottle/cupholder, a bin for small items and a box with padded lid that doubles as an elbow rest.
Rear passengers get a bottle-holder and bin in each door, pockets on each front seat backrest and a fold-down centre armrest with two more cupholders.
Only the narrower driver’s side of the 60/40-split rear seat base-cushion can swing up and be stored vertically as the passenger-side is now fixed, given the V-Active’s 48V battery resides beneath it and is ventilated by a louvered air intake in the passenger footwell.
The Mitsubishi Triton GLX-R is a five-seat dual-cab ute and it has a base price-tag of $56,740 (excluding on-road costs).
Our test vehicle is equipped with electric brake controller with harness ($850), rubber mats with low edge ($125), an under rail tub liner ($750), a tow bar kit ($1450), a soft tonneau cover ($900) and a 50mm chrome towball ($42), all adding up to a total of $60,857 (excluding on-road costs).
As standard, this Triton’s features list generously includes an 9.0-inch multimedia touchscreen system (with wireless Apple CarPlay and Android Auto), a 7.0-inch multi-function display, manually adjustable front seats with heating, fabric upholstery, a 360-degree camera system, dual-zone climate control and a refrigerated centre console and more.
It also gets a leather-wrapped steering wheel, black 18-inch alloy wheels, Super Select 4WD II and a rear differential lock.
The GLX-R’s black sports bar and tailgate assist – both genuine accessories – are fitted at the factory.
Exterior paint choices include white or red (both at no extra cost), or Impulse Blue, Blade Silver, Graphite Grey or Black Mica will each set you back $740.
The new electrically-assisted drivetrain is available only in SR/SR5 4x4 dual cabs and the Rogue, paired with the HiLux’s ubiquitous 2.8-litre four-cylinder turbo-diesel and six-speed automatic.
Our SR5 V-Active 48V test vehicle has a list price of $63,260. It’s also equipped with the optional premium interior package, which for an additional $2500 adds black leather-accented seats and door trims, heated front seats and an eight-way power-adjustable driver’s seat. Its eye-catching 'Nebula Blue' premium paint option adds another $675.
Latest MY24 updates feature a redesigned front fascia with black ‘honeycomb’ grille, plus wireless phone charging, two USB-C ports in the centre console for rear seat passengers to use and a tailgate equipped with gas-struts to ease opening/closing effort.
Otherwise, it’s the same SR5 with which we’ve grown very familiar. Standard equipment includes 18-inch alloys and 265/60R18 tyres with a full-size alloy spare, along with LED lighting, side-steps, sports bar, privacy glass and more, even though Toyota still won’t throw in a tub-liner.
Inside is remote keyless entry/start, dual-zone climate, an air-conditioned cooler box, multiple USB ports/12-volt sockets and a 220-volt outlet, premium-grade steering wheel and shifter-knob, driver’s 4.2-inch colour multi-info display, a 360-degree camera view and more.
The 8.0-inch touchscreen for the multimedia system, including six-speaker audio, appears to shrink as each year passes, but is easy to use and offers multiple connectivity including Apple CarPlay/Android Auto and digital radio. It also projects imagery for the various camera views.
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.
The venerable (1GD-FTV) 2.8 litre four-cylinder turbo-diesel with V-Active produces the same 150kW and 500Nm as the standard engine, driving through a six-speed torque converter automatic.
However, Toyota claims fuel economy gains of up to 9.5 per cent when this drivetrain is combined with the new hybrid technology, which comprises a 48-volt electric motor-generator, 48-volt lithium-ion battery and idle-stop system.
The turbo-diesel engine uses a silent-belt to drive the motor-generator, which charges the battery under the rear seat. This battery, which Toyota claims weighs less than eight kilograms with 4.3Ah capacity, also supplies electricity to the vehicle’s 12-volt system through a DC/DC converter.
This system can send up to 8.4kW of power and 65Nm of torque through the motor-generator to assist the engine. Toyota claims this delivers smoother and quieter yet more responsive performance and reduces engine load under acceleration. It also results in a small reduction in idle speed from 720rpm to 600rpm.
Deceleration and braking energy are also recovered, converted into electricity and stored in the 48V battery for later use. Toyota claims “hydraulic braking combined with regenerative braking creates a more effective and natural deceleration feel and supports downhill manoeuvring.”
The idle-stop system does not use the starter motor like conventional set-ups. Instead, the electric motor-generator, which is permanently connected to the engine via its belt-drive, delivers this function with greater smoothness and quietness.
Idle-stop duration can also be extended by the driver and, when restarting the engine on inclines, the idle-stop system retains brake pressure until enough drive force is generated to ensure smooth acceleration.
In another first for HiLux, its part-time, dual-range 4x4 system (with switchable rear diff-lock) in V-Active variants is paired with 'Multi-Terrain Select' to enhance off-road ability.
The driver can switch between six traction control settings tailored to suit a variety of terrain including 'Auto', 'Sand' and 'Mud' (high- and low-range), 'Deep Snow' and 'Dirt' (high-range) and Rock (low-range).
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.
We completed a total distance of 580km, which comprised a mix of city and suburban driving with an empty load tub and up to four adults on board, plus some freeway/highway running with a near-maximum payload.
When we stopped to refuel at the end of our test, the dash display was claiming average combined consumption of 9.5L/100km, which was lineball with our own 9.4 figure calculated from fuel bowser and tripmeter readings.
Both are higher than Toyota’s official 7.2L/100km figure but within the usual 2.0-3.0L/100km discrepancy between OEM ratings and real-world figures.
Interestingly, the last time we tested a 4x4 SR5 auto dual cab ute (without V-Active) in 2023, using similar routes and payloads, we achieved 9.6L/100km. So, the V-Active’s drop in consumption was only about 2.0 per cent, compared to Toyota’s claim of up to 9.5 per cent.
So, based on our real-world figure, you could expect a useful driving range of around 870km from its 80-litre tank.
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.
If you’re expecting a tangible difference in performance with the V-Active system, you’ll probably be disappointed. Fact is, after almost 600km of testing, on a variety of roads with a variety of loads, we could not detect any noticeable gain in acceleration, braking or smoothness compared to a standard SR5.
That’s not to say the V-Active system is not delivering up to 8.4kW of power and 65Nm of torque, as Toyota claims. It’s just that these gains are modest and delivered so discreetly that they are undetectable in real-world driving.
This was perhaps best demonstrated when we loaded 650kg into the load tub, which when combined with our two-man crew was a total payload of 830kg. That was only 70kg shy of the payload limit.
It made light work of our 13 per cent gradient 2.0km set climb at 60km/h by self-shifting down to fourth gear at 2250rpm, where it tapped maximum torque to easily haul this payload to the summit.
However, in our previous test of a standard SR5, on the same incline with 100kg more payload, the gear selection and engine rpm were the same as the V-Active. The same applied to engine-braking on the way down.
The Triton GLX-R has the maximum five-star ANCAP safety rating from local testing in 2024.
As standard it has eight airbags (driver and front passenger airbags, driver knee airbag, centre airbag, driver and front passenger side airbags, and curtain airbags) and driver-assist tech includes AEB, adaptive cruise control, blind-spot monitoring, lane-keeping assist, driver attention alert (it's annoying), front and rear parking sensors, a 360-degree camera and more.
The HiLux achieved a maximum five-star ANCAP rating in 2019, so its six-year validity will expire next year. Even so, there are seven airbags plus AEB with pedestrian and daytime cyclist detection, blind-spot monitoring, rear cross-traffic alert, lane keeping, active cruise control, speed-sign recognition, panoramic view/reversing camera and more.
The rear seat offers ISOFIX child-seat mounts on the two outer seating positions plus top-tether restraints on all three seating positions.
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.
Toyota covers the HiLux with a five-year/unlimited km warranty which is par for the course in the mainstream market.
Service intervals are relatively short at six months/10,000km whichever occurs first. Capped-price servicing for the first five years/100,000km totals $3889 or an average of $779 per year.