MITSUBISHI TRITON GSR
THE Triton GSR sits at the top of Mitsubishi’s four-model range so, equipment-wise, it’s already ahead of the Navara ST. It now includes a rolltop tonneau for $57,240 driveaway, so it’s fairly evenly priced with the big Nissan (sans options). The Triton has always been a great value-formoney package and its sharp pricing and regular ‘specials’ keep it near the top of the 4x4-ute category sales, traditionally sitting in third place behind the Ranger and Hilux.
The Triton is one of the smaller utes in the category and many buyers who don’t want the big-car feel and inconvenience of the larger utes are drawn to this trait. While smaller in size, it really doesn’t give away much in terms of performance and capacity.
POWERTRAIN & PERFORMANCE
THE Triton’s 2.4-litre, single turbocharger-equipped diesel engine makes 133kw of power and 430Nm of torque, so it does lag behind many of the bigger and newer engines in the class. But this deficiency doesn’t seem to affect it too much when you put your foot down, as the lighter weight of the Mitsubishi accounts for any slack. The weight also helps with fuel economy, as the Triton quotes 8.6L/100km on the combined scale compared with the Navara’s more frugal 7.3L/100km claim.
The engine is backed by a sixspeed automatic transmission which is unremarkable for all the right reasons – it gives the driver nothing to complain about. While some may think that paddle-style gear shifters behind the steering wheel are purely for boy racers and have no place in a 4x4 ute, they do come in handy off-road when you want to tap back a few ratios as you approach a descent.
As the top-of-the-range Triton, the GSR gets Mitsubishi’s Super Select transfer case which gives the operator the choice of 2WD, full-time 4WD, locked 4WD high range, and locked 4WD low range. The addition of fulltime 4WD is handy on varied road surfaces or wet roads as it saves the driver from having to switch between two- and four-wheel drive, and this feature makes the Triton unique in the segment.
ON-ROAD RIDE & PERFORMANCE
On first impressions the Triton feels quite agricultural with weighty steering, a busy ride, soft brakes and a noisy engine, particularly at higher rpm, but with acclimatisation some positives also begin to make themselves known.
The engine has a relatively narrow powerband, but there’s a nice hit of low-end torque that provides decent response. Including the Pajero Sport’s eight-speed auto would probably improve its outright performance, but the current six-speed is unobtrusive – the option is there to use the large shift paddles, but it works fine of its own accord.
Roadholding and steering accuracy are adequate without approaching the fluency of the Ranger or Amarok, the relatively stiff suspension providing fairly tight body control. Mitsubishi’s Super Select 4WD system does allow the Triton to operate in all-wheel drive without the need to have a locked centre diff, which can be handy on wet or slippery tarmac roads.
OFF-ROAD
WITH its smaller overall size, shorter wheelbase and firm suspension, the Triton feels quite nimble on the track, especially when compared to the Navara. The Triton’s firmer suspension does a far better job of absorbing bumps than the Navara’s and it wasn’t hitting its bump stops over the same terrain the Navara was, while the steering feels sharper and more direct. Nor did it bottom out between the axles as the Navara did, saving its side-steps.
Low range offers adequate reduction and allowed us to crawl over deeply rutted tracks; while the rear differential lock is there if needed, although it wasn’t on this drive. The ETC is relatively responsive and was all that was required on this track. It stays engaged on the front wheels, even when the rear diff lock is activated.
There’s also an off-road terrain selector that optimises the various electronic chassis controls to suit the selected terrain; although, we failed to feel any difference when switching between them.
CABIN ACCOMMODATION
THE GSR attempts to justify its position as the pinnacle of the Triton range by including leather seats, though the unusual caramel colouring perhaps limits their appeal. The front seats are heated (with high and low settings), and the driver’s is electrically adjustable.
It’s not a particularly flashy interior in terms of its design or materials but it has plenty of kit, including a 7.0inch infotainment touchscreen with smartphone mirroring, DAB radio, a pair of USB-A inputs, an HDMI input, and 12V socket up front.
Rear passengers aren’t forgotten with roof-mounted vents feeding air from the dual-zone climate control with separate fan speed, a pair of USB-A inputs, another 12V outlet, reading lights, a pair of cupholders in the fold-down centre armrest, large door bins, and a small cubby hole in the back of the centre console.
The rear bench is a little short on under-thigh support but is otherwise comfy and spacious enough. It folds forward to reveal the tyre changing
equipment. Up front, the seats are well-bolstered albeit set a little higher than ideal, but with the steering wheel adjustable for rake and reach, a comfortable driving position should be easy to be found.
SAFETY
AS THE flagship Triton the GSR is fitted with Mitsubishi’s full suite of passive and active safety systems. This includes front, front-side and curtain airbags for driver and passenger, plus one for the driver’s knee.
Parking sensors front and rear and a rear-view camera reduce the excuses for hitting anything. Once on the move, you have forward collision mitigation with pedestrian detection, lane-departure and blind-spot warning, lane change assist, rear cross-traffic alert, auto lights and wipers, and trailer stability assist.
Crucially, these systems are wellcalibrated, with less of the phantom intervention you get in some other utes and cars. Unique to the GSR in the Triton range is the Multi-around Monitor, which uses the car’s cameras to provide a 360-degree bird’s eye view, reveal blind spots and prevent low-speed collisions using the ‘misacceleration mitigation system’. Basically, it stops you hitting something if you accidentally hit the accelerator.
PRACTICALITIES
WITH its smaller size and shorter wheelbase the Triton gives away a bit to its bigger competitors in terms of towing and load capacity. The maximum towing is rated at 3100kg and payload for the GSR is 901kg. With its lower kerb weight and handy GCM, the Triton does stack up relatively well when you do the sums before hooking up a trailer.
The cargo tub is a bit smaller than most others in the class, including the Navara, and the shorter wheelbase puts most of the cargo space behind the rear axle so its load distribution is less than ideal. The GSR’S tub does have a protective liner and there are six tiedown points.
The roller hard tonneau cover that is standard on the GSR is great for protecting the contents of the tub from the weather, dust and prying eyes; although, it does eat in the usable space at the front of the tub.
Mitsubishi Australia does offer a range of factory accessories for the Triton and the model is well-supported by the aftermarket, allowing owners to build it to their needs.
THE TRITON HAS ALWAYS BEEN A GREAT VALUE FOR MONEY PACKAGE