Triton ute becomes rock star
The heavily revised version of the Triton is sharper, more aggressive and more versatile off-road, writes Damien O’carroll.
The Mitsubishi Triton has long been something of the thinking man’s ute – not as flashy or belligerently trucklike as the Ford Ranger, but deeply impressive value for money and easily one of the best handling utes on the market.
Now, Mitsubishi has decided that what would normally be a mild, midlife upgrade was a good excuse to do something more extensive.
Make me an instant expert: what do I need to know?
Mitsubishi is referring to the latest version as a new model, such is the extent of the facelift, but the reality is it is probably somewhere in between. Think of it as Triton 5.5.
For 2019 the Triton gets a bolder, more aggressively blunt evolution of Mitsubishi’s now-familiar ‘‘dynamic shield’’ front end, similar to the ASX, Pajero Sport and Outlander, bringing it into line with the SUV family.
Striking, distinctive and infinitely better looking in the metal (particularly on the move) than it comes across in photos or video, the new look dumps the swoopy curves of the previous two incarnations of Triton in favour of a big, squared-off and boldly aggressive truck-like look, which is far more in line with what the market currently wants.
An initial glance at the rear may lead you to think that little has changed, but this has been squared off too (in fact, every exterior panel, save for the roof, is new) and new tail-lights with an LED section that traces the shape of the Pajero Sport’s taillights is a nice touch. And not as polarising as the actual lights from the Pajero Sport.
While the outside gets a bold, chromey polish for 2019, the interior is more reserved, with only a new centre console and mild detail changes to spruce it up.
Mechanically, the big news is that the Triton now gets a six-speed automatic transmission, while the manual remains a six-speed unit. The 2.4-litre diesel engine carries over unchanged.
Apparently the eight-speed unit in the Pajero Sport was considered, but its extra weight and the six-speeder’s superior durability swung the decision its way.
As well as revisions to the suspension and chassis, Mitsubishi has also added a range of new safety features, including forward collision mitigation and lane departure warning, while the top spec VRX model also gets blind spot warning, rear cross traffic alert and a 360-degree camera system.
Hill descent control has also been added, as well as a new off road drive mode selection that includes settings for gravel, mud/snow, sand and rocks.
Mitsubishi New Zealand is bullish about the new Triton’s chances in the local market and is projecting a 25 per cent boost in sales on the back of only minor price increases, equipment upgrades across the board and a renewed focus on the upper end of the ute segment, where the Triton has previously lacked the required desirability factor.
Where did you drive it?
The global reveal was held in Thailand (where pretty much all utes are born) and we didn’t actually get much time behind the wheel at all.
Still, what we did get, on a
specially-prepared off-road course in the middle of Bangkok, revealed a remarkably smooth off-road operator.
The suspension tweaks would seem to have only improved the Triton’s off-road abilities and comfort, while the throttle response in slow, delicate situations is impressively measured and smooth, making for effortless progress.
What stands out the most?
It was a ride in the passenger’s seat that was the most revealing. And it was a very fast ride.
Mitsubishi had two-times Dakar Rally winner, Hiroshi Masuoka, on hand for some seriously hot laps in an unmodified production Triton.
Masuoka – the only person to ever win two back-to-back Dakars – was not holding back, with full-on rally style Scandinavian flicks and a couple of jumps that revealed a deeply impressive side to the Triton’s suspension.
There was no bottoming out, no wild, out-of-control flailing, just a smooth, superbly controlled rebound that was surprisingly reminiscent of the Ford Ranger Raptor and its super-expensive suspension. Yes, really.
It remains to be seen if this superb smoothness and impressive capability translates to equally impressive on road manners in New Zealand, but the Triton has traditionally excelled here anyway, so it’s looking good.
Why would I buy it?
Because the Triton now represents even better value for money – Mitsubishi New Zealand says that pricing will increase around $1000 across all models, which is more than accounted for by the increase in specification and equipment,
Our, shall we say ‘‘aggressive’’, off road demonstration proved that Mitsubishi is more than confident in the Triton’s ruggedness, which has always been another traditional Triton strong point anyway.
Another good reason is that you want a ute, but don’t want a behemoth-sized truck that the opposition is rapidly becoming – the Triton is still a big vehicle, but it is not quite as big as the likes of the Ford Ranger and, as a result, is far easier to live with around town.
Then there’s the looks. If, like us, you love the new squared-off boldness of the Triton, then you are already convinced. If not...
Why wouldn’t I buy it?
You really can’t get your head around that aggressive and heavily chromed (in some models) face.
It does work better in the metal, and is very dependent on paint colour, but if you instantly recoiled when you first saw it, it probably isn’t going to grow on you.
Another reason you mightn’t buy one is that you really do want a massive truck and, in fact, would rush out and buy a ‘‘remanufactured’’ RHD Ram or Chev Silverado in a second if you could afford it.