Mitsubishi Triton vs Toyota HiLux

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.

Given the current HiLux generation is in its eighth year in local showrooms, it's becoming harder for Toyota to create a new flagship that looks and feels like one, regardless of how large its wheel-arch extensions may be or how many GR Sport logos it displays. 

Although 'inspired' by off-road racing, the GR Sport falls short of being a genuine Raptor rival, as Toyota has predictably drawn a line in the sand in terms of how far it's prepared to go with in-ya-face modifications without sacrificing the HiLux's core load-hauling capabilities.
 
But the GR Sport is also much more affordable than a Raptor, so it's more a Wildtrak X rival. And in that sub-flagship context, it's likely to have considerable appeal for those wanting a HiLux that combines Dakar-winning looks with solid workhorse practicality.

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 GR Sport shares the Rogue's 15mm increase in ride height and significant increases in track width over the standard HiLux, with the front wheels being 135mm further apart while the rears have an extra 155mm between them.

However, the GR Sport is equipped with unique KYB monotube shock absorbers tuned specifically for this application and the rear anti-sway bar has also been removed to provide increased suspension travel in the rough stuff.

The GR Sport also brings enhanced braking performance with ventilated 338mm front and 312mm solid rear disc brakes, complete with red-painted calipers displaying GR logos.

Our only criticism of this suspension package is that the 265/65 tyres look too small, given the increased ride height and elaborate wheel-arch extensions designed to house them.

A larger and meatier tyre package, like the Raptor's more aggressive 285/70 rubber, would better fill those cavernous wheel housings and provide less of a 'tippy-toe' appearance.

There are large assist-handles on the A and B pillars and the rock-rails have integral steps to assist occupants when climbing aboard.

However, like all HiLux dual cabs, the rear seating is notoriously tight for tall people like me (186cm) because with the driver's seat in my position, my knees are pressed firmly into its backrest and my head is rubbing on the roof lining.

It's even tighter in the slightly higher centre rear seat, particularly with adults either side.

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.

The GR Sport is not only the most expensive HiLux; its 2270kg kerb weight also makes it the heaviest model in the fleet.

It shares the Rogue's 3050kg GVM and 780kg payload ratings, with the latter being 160kg less than a 'narrow-track' SR5 equivalent.

The GR Sport is also rated to tow up to 3500kg of braked trailer but with its 5850kg GCM rating (or how much it can legally carry and tow at the same time) that leaves a payload limit of only 80kg. And that would only allow for a driver - and not a large one at that.

Fact is, not many (if any) GR Sport owners would need to tow 3.5 tonnes, but it's important to be mindful of these figures if you do.

The unlined load tub is 1570mm long, 1645mm wide and 495mm deep, so the thickness of the GR Sport's drop-in composite liner slightly reduces each of these dimensions.

With 1105mm between the wheel housings, it can't fit a standard 1165mm-square Aussie pallet, but will take a Euro. There are four load-anchorage points and the hefty tailgate has no lower/raise assistance.

Cabin storage starts with a large bottle holder and narrow bin in each front door, plus an overhead glasses holder, upper and lower glove boxes (with the upper having access to air-con) and pop-out cupholders on either side of the dash.

The centre console offers open storage up front, two small bottle/cupholders in the centre and a small lidded box at the back, with a padded and contoured 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.

The 60/40-split seat bases can swing up and be stored vertically if more internal cargo space if required. This also reveals two handy underfloor storage compartments.

Our 'Feverish Red' GR Sport test vehicle is available only with a unique 165kW/550Nm performance-enhanced version of the ubiquitous '1GD-FTV' 2.8-litre turbo-diesel engine and 'AC60F' six-speed torque converter automatic, for a list price of $73,990.

That's $3230 more than the Rogue from which it's derived, making the GR Sport the most expensive offering in the HiLux range. Our example also features the two-tone premium paint option (black roof) which adds another $1000.

The GR Sport shares much of its standard equipment list with the Rogue, including smart entry/start, LED lights, rear privacy glass, dual-zone climate control, one USB port, one 220V domestic socket and two 12V sockets in the cabin (but no USBs for rear passengers), 4.2-inch driver's info display and nine-speaker JBL premium sound with 8.0-inch multimedia touchscreen and multiple connectivity including Android and (wireless) Apple devices, to name a few.

It also brings a suite of unique GR Sport features beyond chassis and engine enhancements (see Design), starting with gloss black 17-inch alloys and 265/65R17 Bridgestone Dueller AT tyres with a full-size alloy spare.

There's also a unique GR Sport front bumper, fascia, mesh grille, satin dark grey wheel-arch extensions, gloss black rear bumper/door handles/mirror caps/body badging, front underbody skid plate, red rear recovery points, heavy-duty steel rock-rails, five-piece moulded composite load tub-liner with GR-branded headboard/anti-slip floor and 3500kg tow-bar and wiring harness.

The interior also gets a unique GR Sport treatment with suede and leather-accented sports seats with GR logos, leather-accented steering wheel with GR logo and paddle-shifters, aluminium sports pedals, contrasting red seatbelts on all seats, unique 'technical mesh' trim on dash and door linings, instrument panel GR logo on start-up and all-weather floor mats with GR logos for driver and front passenger.

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.

There's still some fight left in Toyota's Euro 5-compliant 2.8-litre four-cylinder turbo-diesel, given Toyota engineers have squeezed an extra 15kW and 50Nm from it via ECU tweaks to turbocharger and fuel injection calibrations.

This 10 per cent increase in power and torque makes the GR Sport the most powerful diesel HiLux ever, with 165kW at 3000rpm and a sizeable 550Nm available between 1600-2800rpm.

The smooth-shifting six-speed torque converter automatic has also been recalibrated to optimise the engine's increased outputs, with faster shifting and a more direct and responsive feel in auto mode and when sequential manual-shifting, using the steering wheel-mounted paddles.

Economical highway cruising is assured with overdrive on fifth and sixth gears and there's part-time, dual-range 4x4 with a switchable rear diff-lock.

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.

Toyota claims average combined cycle consumption of 8.1L/100km. At the completion of our 317km test, which was a mix of city, suburban and highway driving including our GVM test, our figure based on fuel bowser and tripmeter readings came in at 10.1L/100km.

That's within the usual 2.0-3.0L/100km discrepancy between official figures and real-world numbers and not bad for a high-riding ute weighing more than 2.2 tonnes in mostly urban use.

So, based on our figures, the GR Sport should have a realistic driving range nudging 800km from its 80-litre tank.

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.

The rock-rail steps and handles on the A pillars ease climbing aboard. Although drivers of most widths and lengths can find a comfortable position, a bit more extension for the steering wheel's reach adjustment would be welcome as arms can feel too outstretched for some body types.

On the road the GR Sport feels like a more responsive version of the Rogue, with a well-planted wide-track feel and slightly firmer ride combined with the livelier response of the engine's higher outputs and the transmission's sharper shifting, particularly when using the paddles.

The differences are noticeable, but not substantial. The acceleration from standing starts feels about on par with the Ranger's 2.0-litre Bi-Turbo four.

And although the GR Sport's rear stabiliser bar has been removed to improve rear axle travel off-road, it has also improved rear-wheel traction when cornering, which combined with the engine's higher output contributes to increased low-speed power understeer. This is most noticeable in roundabouts.

Toyota's loyal adherence to hydraulic-assistance for its power steering produces a slightly heavier and more linear feel than the electronically-assisted system preferred by major rivals, which produce more noticeable changes in turning weight between highway and parking bay. However, it does provide good overall feel and response in this application.

The GR Sport is relatively quiet to drive, with low engine and tyre noise and a feeling of rock-solid build quality. It's also a low-stressed highway cruiser, requiring only 1600rpm to maintain 100km/h and barely 1750rpm at 110km/h.

To test its load-carrying ability we forklifted 650kg into the tub which with driver equalled a total payload of 740kg that was only about 40kg under its legal limit.

The rear suspension compressed 40mm, leaving 60mm of bump-stop clearance which was more than ample in avoiding any bottoming-out during our test run.

The higher centre of gravity created by this load was noticeable during cornering, but when driven at sensible speeds the wide-track suspension provided a stable and sure-footed platform on sealed and unsealed roads.

Its 550Nm of torque made light work of our 13 per cent-gradient, 2.0km-long set-climb at 60km/h, self-shifting down to third gear and 2500rpm to effortlessly pull this load to the summit with minimal accelerator pedal. Load-hauling ability has always been a HiLux strength.

Engine-braking on the way down, in a manually-selected second gear, was not as strong but consistent with similar tests conducted with this engine.

The HiLux boasts a maximum five-star ANCAP rating achieved in 2019. It has seven airbags plus AEB with pedestrian and daytime cyclist detection, lane departure alert, active cruise control, road speed-sign assist, downhill assist, blind-spot monitoring, rear cross-traffic alert, 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.

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.

Toyota covers the HiLux with a five-year/unlimited km warranty which is extended to seven years on engine and driveline.

Scheduled servicing remains conspicuously short at six months/10,000km, whichever occurs first.

Capped-price service pricing of $290 for each of the first six scheduled services works out at $580 per year.