Mitsubishi Triton GLX

Mitsubishi’s Triton GLS test car had been sold, and with no other GLS (top spec complete with four-mode Super Select drive mode system, dual zone aircon and 17-inch alloy wheels) models available, the company found us a GLX auto demonstrator. In theory we would be comparing apples (the $53,990 GLX 4WD auto) with oranges (the $65,990 Amarok and $63,040 Ranger,) but bar some bells and whistles they are essentially the same vehicle. Last year we all raved about Mitsubishi’s all-new 2.4-litre turbo diesel engine and well-matched five-speed auto transmission, were well impressed by the dynamic handling on road, agreed that the new, edgier styling was a definite improvement on the old, but were not so keen on the rather unruly (read bouncy) ride off-road and the time it took for the transmission selector to engage. A year on, and on a lower spec model, we could have been singing from the same songbook. “The Triton had always been the quiet achiever in the ute segment, and that remains the same for the new one. Pretty damn good at pretty much everything without being a big show-off about it, the Triton is a very convincing ute indeed.” It’s not as if you are missing out on anything which ids going to compromise your everyday driving experience if you plumb for a GLX rather than a GLS wellside. You still get Mitsubishi’s coordinated suite of electronic traction aids which include ABS, BA (Brake Assist), EBD, ASC and ATC (see glossary) plus trailer stability and hill start assistance. If you’re trying to weigh up the difference, think about your intended use. If a lot of it is on farm or off-road, for instance, Super Select with its four modes – 2H, 4H and 4HLC (where LC denotes locked central diff) and 4LLC – is probably worth the extra beer vouchers being asked. If you’re a tradie or urban lifestyler though, the three Easy Select options (2H and 4H and 4L) plus manual rear diff lock at least give you the option of taking your truck off-road. Speaking of which, if you don’t mind admitting that the sheer size and presence of a Ranger or Amarok leaves you worrying about getting either in your garage or out of a tight spot off-road, both the Triton and – to a point the Isuzu D-max – offer a more compact (shorter, narrower, better view over the bonnet) option. Although Mitsubishi has increased cabin space and with it leg and head room, the Triton is 100mm shorter overall than a Ranger and 200mm shorter in the wheelbase. To keep the tray in proportion, there’s more overhang behind the rear wheels – which means the tow bar fitted to our test ute was constantly digging in on our test course. That’s a minor issue annoyance, though, in the general scheme of things. As Damien said: “Triton tied with the D-max as the easiest to place on the track (and) probably offered the best visibility of the lot. “Surprisingly lithe and nimble – not something you could usually accuse a ute of being,“was how Damien put it. He also liked the “nicely-weighted and accurate steering” which he stated, “goes nicely with the impressive (on-road) handling.”