Mitsubishi has updated the Triton with a new look, gearbox, suspension and spec sheet. Can it sway the class leaders?
What’s new?
The time has now arrived for a mid-life update of the Mitsubishi Triton. Mind, the changes aren’t minimal and cover the visual, technical and marketing aspects of the Japanese workhorse.
In a bid to bring the pickup in line with the Pajero Sport SUV and Xpander MPV, the Triton gets the so-called Dynamic Shield face featuring sharp accents. As well, the rear lights and wheels have been redesigned.
Although the 181hp 2.4-litre diesel-turbo remains unchanged, the automatic transmission now has six forward gears rather than five of the pre-facelift model.
Some work has also been carried out in the suspension department. Aside a tweaked rear leaf spring setup, the dampers are bigger now. This has also resulted in a 15mm higher ground clearance, now at 220mm.
The cabin remains largely unchanged but sees more kit in 4x4 double-cab GT Premium form, as tested here and priced at 1.099 million baht. One new detail, though, is air-con ventilation for rear passengers.
Can such a comprehensive update make the Triton more desirable amid the presence of the highly capable Ford Ranger and supposedly invulnerable Toyota Hilux Revo? We find out.
What’s cool?
Mitsubishi’s latest design language may has its critics, but the front end of the Triton now looks bold and foregoes that quirky appearance of yore. The same goes for the more robust-looking rear lamps and two-tone alloys.
Mitsubishi says small improvements can be seen in economy and performance due to the new gearbox. What can surely be felt, at least on the challenging roads of the North, is better in-gear acceleration.
The diesel engine may be carried-over, but it still scores with good response, overtaking power and refinement. Maybe not as great as in the 213hp Ranger but probably better than in the 177hp Revo.
More ground clearance has made the Triton even better when it comes to tackling muddy conditions, not to mention the softer ride due to more suspension travel. Yes, the Triton is among the best when it comes with a 4x4 pickup.
Then there’s the price and specification balance. The top-of-the-line Triton has a full set of airbags and some useful driver-assist technologies to make it attractive at just under 1.1 million baht when compared with its rivals.
The cabin itself remains competitive in-class thanks to sufficient amount of space, seating comfort and finish quality.
What’s not?
Techno geeks will certainly question why the Triton hasn’t got the eight-speed auto from its Pajero Sport relative. In fact, the Ranger has already distanced itself from all its six-speed rivals (bar the seven-speed Nissan Navara) with a number-crunching 10-speeder.
The Triton in 4x4 automatic four-door form emits over 200g/km of CO2. Mitsubishi says an eight-speeder could bring down the level in this particular Triton to less than 200g/km, but the “higher cost” of it can’t justify the 3% saving in excise tax.
And while the revised suspension once and for all makes the Triton comfortable at low to medium speeds, the ride doesn’t feel controlled enough in the twisties. You can also note the higher centre of gravity the Triton has now.
The unchanged steering setup feels relaxed during off-roading, but somehow lacks precision and intuition of the Ranger’s.
Buy or bye?
When it comes to recreational vehicle with origins of a pickup, the Triton still remains a capable choice in its class.
But if you happen to be one of the majority rarely venturing off the sealed tarmac, the Triton isn’t as well-rounded as in either the Ranger or Revo. At least, Mitsubishi has now narrowed down the deficit to make the Triton better than in and Isuzu D-Max and Nissan Navara.
And coupled with competitive pricing in the usual Mitsubishi fashion, the Triton
is quite good value. But in terms of outright capability, it’s still some distance away from the Ranger but closer to the Revo now.
