FLEXING NEW MUSCLE
Next generation packs new tech, same engines now with extra macho
Appearances count in the ultra-competitive one-tonne ute market. Ford’s Ranger has catapulted to near the top of the sales charts on the back of tough “F-Series truck-like” looks, and Mitsubishi is looking to follow suit with its new Triton.
A new chiselled, macho looking Triton will arrive in local showrooms in January to take the fight to Ranger and Australia’s most popular vehicle, the Toyota HiLux. But Mitsubishi isn’t relying on looks alone to overtake its rivals.
The company says more than 2400 changes have been made to the previous model, with the enhancements focusing on new car-like safety technology and a cushier ride.
Australia’s third most popular ute has sold mainly on the back of sharp drive-away discounts but the new model is likely to be more expensive and more desirable.
Spokesman Karl Gehling says pricing is likely to increase “commensurate with the new technology in the vehicle”.
The new look was first seen on the Pajero Sport, a ute-based SUV that has proved a big success for the brand.
The previous Triton iteration arrived only three years ago but escalating competition and higher customer expectations have forced rapid improvement, particularly in the area of cabin refinement and safety.
No longer are utes confined to fleet and work duties. They’ve evolved into family cars with big boots and the best of them reflect that dual purpose.
Engine choices are unchanged on the new Triton — a 2.4-litre petrol (94kW/194Nm) and a tweaked turbo diesel (133kW/430Nm) matched to five- and six-speed manuals respectively. There is new six-speed auto for the diesel.
The Triton will dramatically improve its safety kit.
Among the new items are autonomous emergency braking (AEB) to help mitigate or avoid frontal accidents and technology to avoid pedal confusion.
The AEB operates below 140km/h using camera and laser radar. If the tech recognises the risk of a frontal collision with a vehicle or pedestrian, it sounds a beep — if the driver fails to react, the brakes are applied automatically.
Blind spot warning, surround view camera and rear cross traffic alert will be added to the safety gear, as will “Ultrasonic Misacceleration Mitigation” — a first for the segment.
Cameras and sensors detect hard acceleration when setting off in forward or reverse and the tech cuts engine power. It doesn’t operate in low range, so won’t intrude when off-roading in tricky conditions.
There’s more tech inside as well. The rear seat has a USB charging socket and aircon vents, while in high-end models, the 6.1-inch touchscreen gets smartphone mirroring. Cabins in higher grades are more car-like, with soft-touch double stitched materials, a darker colour scheme and extra silver garnishes.
On the outside, the distinctive curve where cabin joins tub is retained but the rest of the sheetmetal has been overhauled to make the Triton look more robust.
In profile, a pronounced crease runs front to rear. Fog lamps sit higher on the grille to avoid damage when off-roading; and the bold, square tail-lights no longer stretch toward the cab.
“When you look at the general market trends they are going for the tough and durable image,” says Mitsubishi chief operating officer Trevor Mann. “The previous generation had its time. That was the market trend and it was different at the time from most of the other pick-ups so it wasn’t a ‘me too’.”
Australia’s Mitsubishi team played a key role in the 2019 model’s development, with a vast testing program undertaken Down Under.
Engineers covered hundreds of thousands of kilometres over more than two years. They also spent time with customers evaluating the vehicle in real-world conditions, while experts from other markets travelled Down Under for off-road dynamic analysis.
Behind Thailand, Australia is Mitsubishi’s second biggest market for Triton.
ON THE ROAD
Under the skin changes are aimed to improve ride comfort and refinement. On Bangkok’s highways the Triton felt quieter and more accomplished.
The suspension set-up — double wishbone front and leaf spring rear — is unchanged but the rear gains bigger dampers.
On some basic off-roading courses the Triton easily handled the conditions using its new armoury of hill descent control and an off-road selector on four-wheel drive models that enables the driver to choose between gravel, mud/snow, sand and rock modes.
On dirt roads it felt more compliant — but we’ll reserve final judgement until a more comprehensive local analysis. U-turns and parking are easier with a tighter turning circle.
Fuel efficiency is claimed to be improved on the diesel auto models which currently drink between 7.0L-7.6L/100km, although official numbers are yet to be released.
Braked towing capacity remains unchanged at 3.1 tonnes (3.0 tonne for single and extended cab models), as does the gross vehicle combination mass of 5885kg.