Mitsubishi Triton 2021 review: GLS - GVM test

The Triton’s sharp steering response and excellent agility owes much to its relatively short 3000mm wheelbase, which combined with a compact 11.8-metre turning circle and relatively narrow 1815mm width makes it easy to manoeuvre in all conditions, from tight inner-city streets and shopping centre carparks to narrow bush tracks and rugged worksites. 

However, its expansive 5303mm overall length is only 123mm shorter than a Ford Ranger equivalent, even though the Triton requires a conspicuously long rear overhang to achieve it. 

The Triton’s measures in at 5303mm long.

There are big grab handles on the A and B pillars to assist in climbing aboard. The Triton’s slender width is most noticeable in the cabin, which is cosy but not uncomfortable for front seat occupants as even tall adults can find comfortable seating positions. The rear seat, though, is particularly squeezy for three adults, so for any trips longer than local commutes we’d recommended a maximum of two adults in the rear stalls.

By contrast, we’re big fans of the slot-type air circulation vents in the rear roof lining. These are superior to centre console-mounted vents in directing cooling air to the faces of rear seat passengers, who also have access to their own fan-speed dial to control the level of cooling.

Mitsubishi claims a combined average of 8.6L/100km but the dash display was showing 9.2L when we stopped to refill the 75-litre tank after 321km of testing, which included more than a third of that distance with a near-maximum payload.

Our own figure, calculated from fuel bowser and tripmeter readings, was close at 9.4L. Needless to say, any 4x4 dual cab ute weighing two tonnes that can return single-digit economy in the real world gets a big tick from us, because in the Triton’s case you could expect a realistic driving range of almost 800km.

The 900kg payload rating is what remains after you deduct the GLS's 2000kg kerb weight from its 2900kg GVM. It’s also rated to tow up to 3100kg of braked trailer and to do that you only need to reduce the maximum payload by 115kg to avoid exceeding the 5885kg GCM (or the most you can legally carry and tow at the same time). That’s a practical compromise.

The fully-lined load tub, with six anchorage points, has internal dimensions of 1520mm length, 1470mm width and 475mm depth. With 1085mm between the rear wheel housings, it will easily take a Euro 1200 x 800mm pallet but not a standard 1165mm-square Aussie pallet. 

Cabin storage includes a large-bottle holder and storage bin in each front door plus a single glovebox and overhead glasses holder, while the centre console offers a small cubby at the front, two small-bottle/cup holders in the centre and a lidded box at the back which doubles as a comfortable driver’s elbow rest.

Each door features a large-bottle holder.

Rear seat passengers get a large-bottle holder but no storage bin in each door. There are also storage pouches on each front seat backrest, an open cubby in the rear of the centre console for small items and a pull-down centre armrest with two more cup holders. 

The rear seats are fixed with no storage space under them.

Unlike numerous larger rivals, though, the rear seat’s base cushion is fixed with no storage space beneath it nor the ability to swing upwards and be stored vertically when more internal carry space is required. Given its relatively tight cabin dimensions, the Triton could benefit most from this versatile rear seat design.

We forklifted 650kg into the load tub, which combined with our crew of two (170kg) and 60kg of accessories equalled a payload of 880kg, which was just 20kg under the GVM limit. The nose only rose 14mm in response to the rear leaf springs compressing 43mm. This maintained a near-level ride height with almost 60mm of rear suspension bump-stop clearance, ensuring there wasn’t a hint of bottoming-out during our test. 

Given that the bulk of the heavily-loaded tub floor is behind the rear axle line, a slight pendulum effect could be felt in some tighter turns, but the Triton’s handling overall felt sure-footed and predictable with no noticeable decline in steering or braking response. 

We loaded 650kg into tub.

On our 2.0km 13 per cent gradient set climb, the six-speed auto self-shifted down to third gear at 2500rpm which was bang-on maximum torque, allowing it to easily maintain the 60km/h speed limit all the way to the top.

Engine braking on the way down, in a manually-selected second gear, was very effective at keeping speeds under the 60km/h limit, with only one brake application required on the steepest part to keep the engine a safe distance from its 4000rpm redline on overrun. 

That’s outstanding engine braking for only 2.4-litres displacement, particularly given the payload it was trying to restrain, and more than competitive with larger capacity rivals we’ve tested. In other words, it punches above its weight division.

Extensive new vehicle warranty of 10 years/200,000km plus five years perforation corrosion warranty. Scheduled servicing every 12 months/15,000km whichever occurs first. Total capped-price servicing cost of $6090 for 10 years/150,000km, or an average $609 per scheduled service.