2026 Mitsubishi Triton GLX 4×4 automatic review

Base-model utes have always been held in high regard in my book. They have a lot more to answer for without being hidden behind over-the-top specifications of pavement princesses, because they need to be rough, tough and ready to be treated terribly.

Rather than offering this halo effect of 'look how far we can go with luxury in a work vehicle', it’s more like 'look how badly you can treat it and still keep going'.

The new Mitsubishi Triton is no different than how it was originally intended, bare-bones and versatile, yet it’s still much more advanced than how this car was when the nameplate first landed in Australia in 1986.

A heritage of 40 years Down Under makes it one of the longest-standing utes, only beaten by the Toyota HiLux, whose lineage goes back to the 1960s.

The current generation has been on sale here since late 2024, sporting a much-awaited update to the previous model, which celebrated its 11th birthday before Mitsubishi finally pulled the plug on it.

The Diamond Star brand has kept it simple too, just the one engine for this generation, so is the base variant still the hardy workhorse it once was or have we strayed too far away from the core?

The Mitsubishi Triton range starts at $37,090 plus on-road costs for a 4x2 GLX single-cab chassis automatic and ranges up to $65,590 plus on-road costs for the automatic 4x4 GSR trim.

The variant we have on test is the entry into the dual-cab range, now only offered as a 4x4, and saving the rear-wheel-drive options for single/crew-cab variants.

The GLX dual-cab 4x4 is also the only variant to be offered as a manual for $47,940 plus on-road costs, while the automatic sees a price tag of $50,190 plus on-roads. If you want a tub, you’ll need to opt for the pick-up variant we had on test for $51,640 plus on-roads.

Besides the tub, rear seats, and gearbox options, almost all specifications of the GLX are the same, no matter what cab you decide on.

Standard equipment sees the Triton equipped with a 2.4-litre twin-turbocharged diesel four-cylinder with a six-speed automatic transmission, outputting 150kW/470Nm (the same across all variants), while 4WD variants have selectable 2H, 4H, and 4L modes.

The interior for base specifications is clad in cloth with manually adjustable seating with electric driver lumbar support, vinyl flooring, a 9.0-inch infotainment touchscreen with wireless Apple CarPlay, wired Android Auto, a 7.0-inch digital instrument cluster, a 360-camera with front and rear sensors, a four-speaker sound system, USB-A/USB-C ports, 17-inch steel wheels, and a full suite of driver aids.

Focusing primarily on the GLX pick-up we have on test, its main competitors would be the Nissan Navara in SL trim (a ute based on the Triton) for $54,348 plus on-roads, the Toyota HiLux Workmate 4x4 for $52,490 plus on-roads, the Mazda BT-50 XS 4x4 with tub for $55,220 plus on-roads, the Ford Ranger XL auto 4x4 from $51,130 plus on-roads, and the Isuzu D-Max SX 4x4 from $52,200 plus on-roads.

Trim comparable, it’s the second most affordable out of the big six Thai-built diesel utes, only just beaten out by the Ford Ranger by a matter of change.

However, when comparing Chinese/Korean-built utes in the same price range, a KGM Musso Ultimate XLV is $53,000 drive-away, a GWM Cannon Alpha Ultra for $58,990 drive-away, and a Foton Tunland V9-S for $49,990 plus on-roads – all top spec in their respective nameplates.

The Mitsubishi Triton in its automatic GLX 4x4 guise has a WLTP consumption rating of 7.7 litres per 100 kilometres. A mixture of city and highway driving in RWD mode returned a reading of 7 L/100 km without any real effort to hypermile it.

That figure is certainly impressive, given the fact that I was keen to switch off the auto stop/start system every time I got in the car.

Comparatively speaking, the 2026 Toyota HiLux Rogue we tested earlier this year saw a consumption figure of 9.2L/100km, the Mazda BT-50 XS saw 10.8L/100km on test, and the 2.2-litre Isuzu D-Max returned a reading of 7.1L/100km. 

Spending more time in four-wheel drive, or in stop-start traffic, would likely see an accelerated economy; however, the basic Triton is the most frugal of the bunch – a saving grace for a ute without a hybrid option.

The Mitsubishi Triton is covered by the brand’s 10-year/200,000km warranty, so long as you service it at a Mitsubishi dealership. If you choose to service elsewhere, the warranty is cut down to five years/100,000km.

Luckily, Mitsubishi is transparent with its capped-price servicing for the full 10 years, with the first five costing $489, $489, $489, $599 and $639, leading to a three-year cost of $1467 and a five-year cost of $2705.

Comparatively speaking, for five years a Toyota HiLux will cost you $3950, an Isuzu D-Max will cost you $2445, and a Nissan Navara will cost you $2495.

It’s not the most expensive ute nor the cheapest – whereas a Navara, which shares a large portion of construction compared to Triton, will cost more on the showroom, it claws back the difference by a few hundred dollars in servicing.

The 2026 Mitsubishi Triton GLX Pick-Up will cost $1940 per year to comprehensively insure based on a comparative quote for a 35-year-old male living in Chatswood, NSW. Although quotes may change based on your location, driving history and personal circumstances.

The Mitsubishi Triton scored a five-star safety rating when it was tested in 2024 by the Australasian New Car Assessment Program (ANCAP).

Individual scores saw 86 per cent for adult occupant protection, 89 per cent for child occupant protection, 73 per cent for vulnerable road user protection, and 70 per cent for safety assist.

When it comes to the calibration of the safety systems, I can't say the Advanced Driver Assistance Systems (ADAS) are the most well calibrated. What appears to be a constant issue among Mitsubishis is the driver monitor camera being far too eager to tell you off for a quick glance in your mirrors, at the centre screen, or even down at your speed.

It beeps and bongs incessantly to the point where I found myself searching the cabin for a piece of paper to stick in front of the camera. To switch the system off is hard to find for the untrained. It's not on the infotainment screen like the majority of the new cars; instead, it's within the instrument cluster menus.

It's a glaring issue when it comes to the fact that you can't do this on the fly, because every time you look down at the dashboard to turn it off, it sends the attention warning and sets you back to the start of the menus. You need to switch it off every time you start the car too.

I found the lane-departure warning to be overzealous, too, and opted to turn it off for the majority of the test. The combination of the driver-monitoring camera and the beep from the lane-departure warning on winding roads drove me up the wall.

The rest of the systems, including AEB and adaptive cruise control, provided a pretty natural driving experience, which is the saving grace for a pretty poorly calibrated ADAS.

The Triton was given a new face for its next-generation evolution in 2024 – a welcome but controversial change to the ageing look of the older generation.

Of course, it was met with some resistance online, but it seems that no matter what exterior styling utes receive in this century, it is not what non-prospective buyers have in their mind – “I’ll stick to my 1998 K60!” proclaims faceless-user99.

Although if the new face isn’t your thing, you can opt for a genuine factory-fitted bullbar like our test car for an additional $3779, or $4857 if you want a winch cradle and under-ride protection (the exact one on the car pictured). Both of these can be optioned in black or chrome (for an additional $615).  

If you want something a little less full-on, you can opt for a hoopless bullbar starting from $3629 or a nudge bar from $1346.

These may seem more expensive than aftermarket counterparts, but it means you don’t have to take to your front bar with an angle-grinder. They’re engineered to run with your factory parking sensors, and they’re covered under that same 10-year car warranty.

Similarly, our press car was optioned with the additional $1175 snorkel – another part that allows buyers to check a box and not worry about taking it in anywhere.

It’s also one of those cars that seemingly looks best on the steel wheels matched with silver. It looks pretty sweet with those simple 17-inch wheels.

The rest of the styling is pretty basic, halogen lighting all round for all trims up to the GLX, which adds LEDs, and small bits of chrome for typical Triton charm.

There’s not much to expect from a base-variant ute. Still, if you’re like me, coming from one made about 15 years ago and jumping into a modern-day trim-equivalent variant, it’s like going from a roadhouse motel to a Best Western.

The familiar charm of a budget option is still there with things like the vinyl flooring best cleaned by a hose rather than a vacuum, hardy cloth seats (I dropped the innards of a meat pie on and had a bit more trouble cleaning it over a leather counterpart), and, of course, hard plastic everywhere.

It’s not like care hasn’t been taken in the design of the plastic components. It’s a genuinely good-looking and very angular interior, just made from a material that won't get grubby after a week of being put to work.

With that being said, your elbows are met with soft-touch material, and the steering wheel is similarly coated in a more premium-feeling material.

There is a centre storage bin in front of the gear selector with a USB-C, USB-A and 12-volt socket above it. Further back sees the drive select with a noticeably missing diff-lock button (more on that later), and a small but deep centre console.

A digital screen for the climate controls does add some modernisms to this basic interior, and physical buttons are always welcome in a car.

However, the Triton has to be one of the last vehicles on the market with analogue dials for speed and engine RPM. No complaints, though, it's just strange to see in a modern vehicle. The colour screen between the dials is small but displays everything you need at a glance.

Overall, front-row comfort is decent for a ute of this specification. The cloth seats have enough give in them to stop the backs of your legs from going numb, while the bolsters are aggressive enough to hold a wide range of body shapes in place.

I did note that mild discomfort was felt based on the seating position of a taller individual such as myself, but issues only tended to pop up after three or more hours of continuous driving.

Second-row space is typical of a dual-cab ute: vertical-like back rests, and minimal knee and under-seat space. Still, three adults managed to brave the space for a 30-minute drive with minimal complaints.

There’s not a lot to play with back here: phone pockets in the back seat mean you can safely place your device somewhere, a fold-down armrest, a 12-volt socket, and roof vents to blast your face with air conditioning.

The Mitsubishi Triton's tub for the Pick-Up option is 1555mm long, 1545mm wide and 526mm deep, which is around 100mm narrower than a Toyota HiLux, and roughly the same size as a Ford Ranger.

An optioned tub liner protected the tray of our press car for $767, and a rubber tub mat on top of that for $308 – both necessities if you’re planning to actually use the tray of your ute.

All of this was covered by a soft tonneau cover for an additional $918.

The Triton sports a payload of 1083kg, which is a pretty standard number for utes in 2026. Similarly, its towing capacity of 3500kg with a braked trailer makes for an excellent tow vehicle for any sort of large amount of weight.

Yet another accessory, the Triton can be optioned with a tow bar pack for $1551, and a Redarc electric brake controller for $865 if you want to roll out of the dealership ready to pull a caravan.

The infotainment system was not a strong point of the Triton. Even by 2024 standards when this car was released, it is a little on the dated side of the spectrum. No wireless Android Auto, but supplying it for Apple CarPlay users clads the cabin with cables for non-iPhone havers.

You can’t expect much from a car of this tier, although a car of this price should have a screen that feels a little more quality. Sure, 9.0 inches is on the smaller side, but it’s slow, laggy and feels less than satisfying to use.

Base-variant owners also only get four speakers, which sound tinny and again add to the lack of a quality interior experience.

Built-in satellite navigation is a positive from the base variant, although if you’re a radio listener, you’ll need to opt for the GLX+ for DAB, otherwise AM/FM will need to do.

A 360-degree camera is pretty sweet for a car of this trim level, though, and certainly a welcome feature with that giant bullbar on the front.

Typically, the lower-trimmed utes are geared more toward load-carrying and rigidity than overall comfort – mainly because it costs a lot to make a car handle heavy loads while remaining comfortable.

This leads to the GLX being quite harsh over bumps when there is no weight in the back. It’s not unbearable for short trips, but a round loop from Sydney to Lithgow and back in a day did make me desperate to get out of the cabin.

Most of this discomfort comes from the rear with those heavy-duty leaf springs, so it’s not as dramatic as you’d expect, with the front being a little more suited to city driving.

With that being said, the steering is noticeably heavier than its competitors, which could make for tired arms if you have a few inner-city jobs to tend to as a tradie.

I will give the Triton kudos where kudos is due. The brakes have a very linear feeling to them, which is overall confidence-inspiring. The way the steering feels is very direct and stable when at freeway speeds, and despite being firm, it’s not aggressive when you encounter one of the unmissable Australian potholes.

The elephant in the room is the engine, a twin-turbocharged 2.4-litre four-cylinder diesel, which means you have oodles of torque – 470Nm to be exact coming on between 1500rpm and 2750rpm.

These specifications mean that heavy-duty work is tackled with fewer complaints and the need to rev the engine out, which is great because it certainly likes to be heard.

I’d say the Triton teeters on the edge of noisy, even for a diesel. It’s mainly when you push the accelerator a little harder than usual to overtake or pull off from the lights quicker, but it’s certainly got that loud diesel knock that was almost stamped out of modern utes.

That feeling is only magnified by one of the least well-calibrated stop/start systems I've driven in the past 12 months. It's slow to start, and when it does it rattles the cabin as the starter motor kicks over. It was the first thing I reached for when taking off each time, as it switches back on when you turn the car off.

The gearbox is a solid point of this car. It’s compliant without being overly obvious it's shifting gears – high praise for something with just six gears. It’s also geared properly for highway driving, so the noisy engine sort of settles in once it reaches sixth, quieting down a lot more.

The Achilles heel of the base GLX Triton, and a lot of base variants for that matter, is the lack of wet-surface grip, mostly due to the style of tyres used. The Triton works best in 4x4 when driving on a damp road. Otherwise, taking a corner too quickly may see you facing the opposite direction.

I had the pleasure of taking the Triton on a short off-road stint – not just gravel roads but proper gradients and rutted hills.

Where the GLX falls down is the lack of a differential lock. The Korean/Chinese offerings at this price point all have some sort of locking system. Even more annoying is the fact that the WorkMate HiLux, Ranger XL, BT-50 XS, and D-Max SX all have one.

If you want a locker, you’ll need to spend an additional $2350 to move up a trim into the GLX+, and without it makes the more articulated trails a whole lot harder, and in some cases impossible.

A lack of preparation on my part to bring an air compressor meant that I just hit the hill with road pressures in the tyres. Considering that, and the fact it doesn’t have even a base locking system, the Triton still managed to power out of the majority of its situations.

It’s hard to point out any glaring issues with the way it handled the trails when it did a relatively good job given its equipment. The suspension has enough flex that most situations mean both ends of the axle are touching the ground at the same time, and a low-range gear set is a real saving grace.

Although, the underbody protection option did eat into ground clearance at the front, which led to a few hard hits on rocks when trying to carry pace up through sections.

Since the Triton has been out for a few years now, you can find new and used examples for sale at Drive Marketplace.

Find your nearest Mitsubishi dealer here to check out the Triton in the metal.

If you're looking for more pricing, specifications, and latest offers on the Triton, click here.

The Triton has never been the winner of sales in the big ute battle of Australia. It’s always been a bit of a niche option. But long gone are the snickers of worksite colleagues when you turn up in anything other than a Ranger or HiLux. It seems that you’re either on the Korean/Chinese ute side or the Thailand ute side now.

With that being said, I don’t believe the Triton is the best of the base-model bunch. It lacks a bit of equipment and overall comfort to take that crown – still, it’s far from the worst.

It’s clear why you would buy a Triton over something like a KGM or GWM; the torque-heavy engine being the main reason. But it might be a tougher choice when comparing to a D-Max or BT-50.

In addition, it’s not the most comfortable experience on the road overall. The suspension and chassis are a bit stiff, the throttle calibration is touchy, and the steering is heavy, but it’s also a work ute. If you want to be a little more comfortable on the road, I’d suggest opting for a higher trim level.

It’s also worth comparing apples with apples when at the dealership. If you’re after a hearty historic work ute, then you need to take a look at the aforementioned Toyota HiLux, Mazda BT-50, Isuzu D-Max, Ford Ranger and Nissan Navara offerings.

If you end up with a Triton, it certainly won't be the worst decision – it’s one of the most affordable, and has the longest factory support of any ute.  

Zane Dobie comes from a background of motorcycle journalism, working for notable titles such as Australian Motorcycle News Magazine, Just Bikes and BikeReview. Despite his fresh age, Zane brings a lifetime of racing and hands-on experience. His passion now resides on four wheels as an avid car collector, restorer, drift car pilot and weekend go-kart racer.

Read more about Zane Dobie