2024 Mitsubishi Triton GLS review

One of the latest brand-new models to hit Australia’s booming dual-cab ute market is the 2024 Mitsubishi Triton. Loved for its value for money, uncompromising off-road prowess, and sharp styling, the Mitsubishi Triton has carved out its own subset of local fans with previous generations.

But, the all-new version boasts a swathe of new technology to renew what was one of the oldest utes in its segment. It’s also been gifted a healthy bump in the power and torque stakes, plus a refreshed new interior.

Put simply, the new-generation car is basically unrecognisable put side by side against its predecessor.

That’s a good thing because it was looking tired up against rivals such as the Ford Ranger and Isuzu D-Max.

With the new-generation car, a lot of the attention centres around the flagship variant, the Triton GSR. But for this review, we’ve got a mid-spec Triton GLS to see whether there’s better value further down the range walk.

The new Mitsubishi Triton dual-cab range now begins more expensive than ever before, up to $7600 more, depending on variants.

Unfortunately, the car we’ll focus on is the Triton GLS 4x4 dual-cab, which is the one that’s $7600 more expensive than its predecessor at $59,090 plus on-road costs.

But it’s still priced in contention with its competition. You can also get into a similarly specified Ford Ranger XLT for $63,640 plus on-road costs or an Isuzu D-Max LS-U for $62,500 before ORCs.

The new Mitsubishi is only available with a dual-cab ute body at the moment. Single- and extra-cab versions in run-out phase before the new-generation arrives at a later date, but you do get a choice of 4x2 or 4x4 drivelines.

Each is powered by a 2.4-litre twin-turbo four-cylinder diesel engine that outputs 150kW and 470Nm through a six-speed automatic transmission.

The GLS specification is the second-to-top model grade in the Triton line-up. It’s distinguished by Mitsubishi’s special Super Select II four-wheel-drive system that can be driven on sealed surfaces, a tray-liner for its tub, terrain select driving modes, wireless phone charging, 18-inch grey alloy wheels, and LED lights all around.

All that kit sits on top of standard fare, such as the tech system that incorporates a 9.0-inch touchscreen with Apple CarPlay and Android Auto, and the 7.0-inch digital cluster.

There is only one additional option – a $1500 Deluxe pack that brings leather seat upholstery with silver stitching, a power-adjustable driver’s seat, and heated front seats. Our car doesn’t specify that, so it makes do with cloth upholstery and manual seat adjustments.

Just like its exterior, the Mitsubishi Triton’s cabin has had a major overhaul with the changeover between generations.

Externally, it’s a bigger car than before, which has translated to extra interior space. The driver’s seat is big and broad for taller drivers, while the space around the footwell and to the centre console is generous.

There’s a new steering wheel with simple buttons to change tracks or radio stations, while the 7.0-inch digital cluster also has varying settings to swipe through.

Storage nooks and crannies include dual cupholders in the centre console, a spot underneath the centre stack with a wireless smartphone charger, and big, wide door bins for large bottles. I also love the two-tier glovebox.

The materials used inside the Triton GLS are a bit nicer than you’d find in sub-specs; the dash is soft-touch and I like the silver stitching for the door panels. The cloth fabric seats feel sturdy under hand and are plush enough to be comfortable on longer journeys.

I’d expected to see electric seat adjustments for the driver at the more expensive end of the Triton range, but manual seat adjustments remain. Unfortunately, the front passenger seat gets no seat height adjustment whatsoever and there is no seat heating.

Both seats get a rock-hard headrest, but the plush seat base is comfortable and supportive.

I like how the air controls are still tweaked using physical buttons instead of those adjustments being placed within the infotainment system. A USB-C, USB-A, and 12-volt port are mounted just beneath the air-conditioning controls.

In the second row, there’s good space for tall passengers. I’m 194cm tall and I had great head room underneath the headlining, plus my legs were barely touching the seat in front.

Second-row amenities include another set of 12V, USB-A and USB-C power ports (the same as the front), while Mitsubishi has stuck with the roof-mounted air vents of the predecessor.

For the tub, the Triton GLS specification gets a plastic liner to protect the tray, plus tie-down points for securing loads. Our car specifies a roll-up vinyl tonneau cover from the Mitsubishi Genuine Accessories range that costs $900.

Annoyingly, the central remote locking for the car does not extend to the tailgate. You’ll have to go and manually lock that yourself with a physical key.

It’s nice to see Mitsubishi’s 9.0-inch infotainment system make its way to the Triton. It’s been ripped straight from the Mitsubishi Outlander, but that’s no bad thing as the system works well and contains many of the features new-car buyers require.

Cycling between menus and settings is made easy through the physical keys below the display, while the home screen is configurable with varying tiles too.

I used wireless Apple CarPlay during my week, but provisions for digital radio and Bluetooth audio streaming are there too. It also gets a native satellite navigation system.

Unfortunately, Android users must connect their phones with a physical USB cable for Android Auto.

Despite being released later than the Ford Ranger, the Triton’s main display (9.0 inches) is smaller than the Ranger’s (12 inches). The Triton also misses out on a fully-digital instrument cluster.

Instead, there’s a smaller 7.0-inch display between two dials. This is the same sort of set-up you’ll notice in rivals like the Isuzu D-Max.

There’s also no ability to connect a specific Triton to a smartphone companion app, at least for Australian examples.

The Triton’s six-speaker sound system is overly bassy as standard, but you can tweak it to your liking using the equaliser settings.

The 2024 Mitsubishi Triton is rated a full five stars by ANCAP. This rating includes all variants.

It achieved individual scores in the following categories: the vehicle was rated 86 per cent for adult occupant protection, 89 per cent for child occupant protection, 74 per cent for vulnerable road user protection and 70 per cent for safety assist. 

This new Triton has made vast improvements in the vehicle safety stakes compared to its predecessor. A suite of active safety measures is available across all model grades too.

However, there are some odd omissions that I would have expected on a brand-new car in 2024. It has adaptive cruise control, but it’s not the type that’ll queue in traffic by coming to a halt and then set off again.

Additionally, the adaptive cruise-control system is not accompanied by lane-centring. Combined with a heavy-feeling steering system, this Triton can be tiresome to drive on the freeway as you don’t have the car’s lane-centring to pick up on the steering slack.

Since its launch, the Triton has attracted criticism for its overzealous driver attention monitoring system, which could often interpret a driver wearing sunglasses incorrectly. As a result, Mitsubishi says it has introduced updates to make it less sensitive.

While I wasn’t able to test the versions back-to-back, I don’t think the driver attention warning function ruins the experience. It does alert you whenever you yawn or turn your head sideways, which can be intrusive, but it wasn’t the end of the world, for me at least.

Mitsubishi’s models have been a go-to for buyers chasing consistency and reliability. This is because the brand will warrant its products for a decade so long as you service them at a Mitsubishi dealer each time. These visits are required every 12 months or 15,000km.

Through Mitsubishi, maintenance costs $1467 (three years), $2445 (five years), or $6690 (10 years).

Servicing elsewhere might help you on the hip pocket, but it shortens the warranty to five years/100,000km instead of 10 years/200,000km.

Insurance-wise, the Triton GLS 4x4 dual-cab ute is quoted at $1578 to insure annually. This is based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

For reference, expect to pay roughly $1679 for the Toyota HiLux SR5 and $2233 for the top-spec Isuzu D-Max X-Terrain.

Four-wheel-drive versions of the Mitsubishi Triton are claimed to consume 7.7 litres per 100 kilometres of diesel. This is dead accurate with what I experienced in my time with the car.

It’s also fairly efficient on the spectrum of dual-cab utes.

The Triton has a 75-litre fuel tank that theoretically allows for a 974km total driving range on a single tank of diesel.

The Mitsubishi Triton used to be one of the least powerful utes on the market, but it’s now leapfrogged alternatives like the 140kW/450Nm outputs of both the Isuzu D-Max and Nissan Navara.

While it might have the same-size engine as its predecessor, the 2.4-litre turbo-diesel engine of the new Triton has come in for a healthy bump in power and torque, no doubt helped by an extra turbo.

It feels far more engaging to wring out through the rev range, and the engine’s 150kW/470Nm outputs feel much more suited to a car of this size. It’s not quite energetic, but the way the Triton leaps forward on full-throttle accelerations is much better than before.

Only at the top of the rev range does the Triton ease off in terms of oomph.

The Mitsubishi Triton now comes with start/stop engine technology that switches the engine off when the car is static. This is a big upgrade compared to its predecessor, but the integration isn’t a highlight.

You have to pre-empt when the car should have its engine on, because it takes more than a second for the starter motor to fire up. Plus, the accompanying vibrations shake the whole ute and the passengers inside.

For the rest of the time, the motor sends plenty of vibrations and noise into the cabin. The Triton still leans toward the agricultural side of the ledger, feeling more like a workhorse rather than a refined lifestyle-oriented dual-cab ute that you get in something like the Ford Ranger.

Along with this, the steering system contained a heavy feel, which can make the Triton feel tricky to drive around suburbia. It’s not overly laborious, but the extra heft is definitely noticeable when you’re trying to pull a three-point turn.

The GLS specification unlocks the handy Super Select II four-wheel-drive system, which means you can have four-wheel drive engaged on sealed surfaces without risk of doing long-term damage to the drivetrain.

Off-roading is made easier by engaging the low-range gearing, or if you get really stuck, the rear differential locks too.

There are varying driving modes accessed through a button on the centre console, while the button for hill descent control sits right beside it.

I do like how intuitive and quick the six-speed automatic transmission operates. It was easy for the gearbox to pick up a lower gear if required and the physical shifts were performed quickly.

As for ride comfort, the Triton’s stiff chassis is bullied by little road impacts and potholes. They’re damped off with a softer-edge feeling, but most bumps and impacts are translated through to the cabin, and it never truly feels settled.

As with most utes in the segment, the Mitsubishi Triton is now rated to tow up to 3500kg braked. This is a 400kg improvement compared to its predecessor.

While I didn’t tow in my time with the car, it felt capable of carrying up a heavy caravan on the back.

The maximum payload is a respectable 1075kg. GLS and GSR Triton models are also available with 'reduced payload' versions, designed to fit into the under 1000kg payload restriction for Fringe Benefits Tax exemption, as part of a novated lease.

The all-new Mitsubishi Triton issues substantial updates in some of the most important areas. The technology on offer is now far superior to the previous generation, the engine is so much better than before, and the styling has received a proper spruce-up inside and out.

But, this was coming off a low base. The fifth-generation (preceding) Triton was nearing a decade on sale and the facelift was four years old once it was put out to pasture.

With that in mind, I wish Mitsubishi went a bit further with the sixth-gen Triton. It’s not as refined as other utes in Australia and the technology isn’t quite as impressive either.

It also misses out on handy safety features that drivers would appreciate, such as traffic jam queueing or lane-centring for the adaptive cruise control.

It’s a vast improvement over its predecessor but sits mid-pack in terms of its strong competitor set.

That said, it is priced competitively. Just don’t expect the best ute among its peers.

The best specification in the Mitsubishi Triton range is likely this GLS specification. The Super Select II four-wheel-drive system is handy hardware and the wireless smartphone charger, tub-lined tray, and keyless entry all make this a more capable offering.

It strikes the right blend of affordability and features for its $59,090 price tag.

I also think it's worth test-driving a couple of different utes in the segment before settling on the Triton.

You can find your nearest Mitsubishi dealership here to inquire about a test drive and availability of your preferred variant, or use Drive Marketplace to find Mitsubishi Tritons for sale near you.

If you want to stay updated with everything that's happened to the Triton since our review, you'll find all the latest news here.

Tom started out in the automotive industry by exploiting his photographic skills but quickly learned journalists got the better end of the deal. With tenures at CarAdvice, Wheels Media, and now Drive, Tom's breadth of experience and industry knowledge informs a strong opinion on all things automotive. At Drive, Tom covers automotive news, car reviews, advice, and holds a special interest in long-form feature stories.

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