MITSUBISHI TRITON
It’s here, and we drove it!
There are usually a couple of questions people ask about the new Triton, such as why it wasn’t launched earlier. The reason for this is the knock our currency took after Nenegate. Unlike companies such as Toyota and Ford, who build their bakkies locally, the Triton is fully imported from the East, so Mitsubishi wouldn’t have been able to sell them profitably. But with the rand's value having improved a bit lately, Mitsubishi was able to go ahead and start ordering them. The other question people ask is how much it differs from the Fiat Fullback, which is based on the Triton. The simple answer is that the proportions and interior spaces are identical, but as far as engine and transmission are concerned, there’s a huge difference. The reason for this is the fact that the Fiat uses the previous generation 2.5 turbodiesel and a relatively old five-speed gearbox, compared to the new Triton’s 2.4 litre power plant and six-speed transmissions.
Exterior design and interior
As far as appearance is concerned, the Triton isn’t just a major redesign, but the load bin is now also bigger and deeper than that of its predecessor. But these are obvious things one can judge with a measuring tape. What is interesting is Mitsubishi’s claim of the Triton being the most aerodynamic double cab on the market. One of the reasons for this is the upper part of the nose and bonnet’s downward slope. This isn’t achieved at the expense of approach angle though, as it also has a class leading approach angle of 28 degrees. The other consequence of this design is the driver’s good forward vision, especially when negotiating tight
technical terrain. Combine that with the smallest turning circle in class (5,9 metres) and you have a fairly nimble bakkie in confined spaces. One characteristic that has been carried over from the previous generation Triton is the J-shaped curve at the back of the cab. For a long time I thought that it was just an aesthetic thing, but it turns out I was wrong. Owners of double cab bakkies know that the shape of the cab results in a very upright seating position at the back. Over long distances this makes for a very uncomfortable trip. However the J-shaped curve affords designers the opportunity to increase the slant of the rear bench to a more ergonomic position, but without sacrificing load space at the back or having to increase the wheelbase. On a practical level, this means that they were able to stretch the cab by another 2 cm and offer 4 cm more legroom at the back than the Ford Ranger, for example, even if the latter looks bigger. The interior, and here we’re referring to instrumentation, looks very similar to that of the Fiat Fullback, but that’s not necessarily a bad thing. As far as the opposition is concerned, we still maintain that the Ford Ranger and Amarok have the most aesthetically pleasing interiors, with the new Nissan Navara, Toyota Hilux and Triton basically being on equal footing. In other words, it is functional, tells you what you need to know and isn’t an eyesore, although they might not win awards for beauty.
Engine and transmission
The old Triton was available with two engine choices; one was the 2.5 D-iD that developed 100 kW and 314 Nm. That's nothing earth shattering, but okayish. If you wanted more oomph, you had to buy the 3.2 D-iD that developed 118 kW and 347 Nm. But there was one catch: You could only get the great Super Select II 4x4 system with the 2.5 D-iD model. With the new Triton, Mitsubishi has, just like so many other manufacturers, also moved towards a smaller capacity engine without sacrificing any power. In the case of their new 2.4 D-iD it develops 133 kW and 430 Nm. The new engine is just 30kg lighter than the 2.5, but also 20% more fuel efficient. Speaking of fuel, the 2.4 D-iD can run on 500 p.p.m. diesel. Both the automatic and manual models have the now obligatory six-speed transmission and although our experience was limited to driving them for just a few hours, the impressions were positive. Not as quick as that of the Toyota Hilux’s auto box, but definitely faster than the Ford Ranger's. Last year we tested the Fiat Fullback manual against the equivalent Hilux on a rocky 4x4 route and it soon became obvious that its low-range gear ratios are a bit high. During the Triton launch, where I only drove the 6-speed manual on the Heidelberg 4x4 route in Gauteng, it again felt as if first gear, low range, wasn’t quite low enough for the really technical work. Bear in mind that the market is moving towards autos, but it would be interesting to compare it to its direct rivals. Then there’s the Super Select II 4x4 system. Most 4x4 bakkies give you three modes; 2H, 4H (when the engaged transfer box effectively locks power between front and rear axles like a central diff-lock, bearing in mind that such vehicles do not actually have centre differentials) and 4L. The problem lies in the fact
that you cannot use 4H on tar. Maybe there’s been a drizzle and you want the added traction of 4WD. But because 4H locks the power in a 50:50 ratio between front and rear wheels, you could end up with transmission windup because the front and rear wheels do not travel the same distance around any given corner. Mitsubishi’s Super Select II system gives you a fourth option and thus offers 2H, 4H (with what is effectively an open centre differential), 4Hlc (centre diff locked) and 4Llc. This means that you can employ 4WD safely on any surface in 4H, making it unique amongst part-time 4WD bakkies with high and low range gearboxes.
Handling
Mitsubishi’s suits refer to the Triton and its competitors as Sport Utility Trucks (SUTs), an accurate designation. Sales of double cabs are rising globally as more people realise what South Africans have known for quite some time: It offers a semi-luxurious vehicle that gives you the opportunity to break away from the city every now and then. As a result, designers are faced with contradictory aims: good on-road handling, as well as the ability to idle over rocks and through dongas. Common sense dictates that this will result in a number of engineering compromises and once one bears that in mind, the Triton, like many of its rivals, manages to meet these divergent requirements quite comfortably. The standard tyres are roadbiased highway terrains, which offer good on-road grip, but which most of our readers will immediately change for something more appropriate for off-road use. And fortunately Mitsubishi stuck to 17-inch wheel sizes, unlike Isuzu who recently fitted the aging Isuzu with 18-inch wheels. The other characteristic that is worth noting, is the fact that when it’s in 4WD, the power is split in a 40:60 ratio between front and rear axles, unlike the customary 50:50 distribution, helping to improve handling around corners. It braked well, the suspension absorbed speed hobbles, there was good body control around corners and it was fairly quiet inside at 140 km/h. What more could one ask for in a bakkie? Verdict: The Triton faces stiff competition from the Hilux, Navara and the Ranger. But Mitsubishi, like other Japanese manufacturers, have a reputation for reliability and loyal support. More good news is that Renault/ Nissan have acquired a controlling stake in Mitsubishi, so expect a better, rather than worse, future for the company. My only criticism – and this is very subjective – is the grille. It’s a bit too much chrome for my liking. But that doesn’t make it a bad vehicle. So go and test drive one yourself and see if I’m talking baloney.