Like most LCV (pick-ups), the range is extensive. Choices start with a low-rent single-cab chassis for $22,490. This base model has the bare bones for tradies who are watching the pennies, don’t need much power, and don’t want to pay for 4WD systems they will never use.

The 2-seater, 2.4 petrol, has 94kw/ 194Nm, and comes only in a 5sp manual. It is the only petrol Triton.

We then step up into the diesels. The 2.4 diesel comes as a 6sp manual or 6 speed automatic. It produces 133kw/430Nm and has either 2 or 4WD depending on model. Body styles include cab-chassis, club cab, and pick-up.

Club-cab has 5 seats, with short suicide-style rear doors. The pick-up is the one we are driving today and is the mid-range GLX+.

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2020 Mitsubishi Triton GLX+

The pick-up ute market is piping hot.

Of the top 20 best sellers,4 are pick-ups. There are a further 10 SUVs. Camry is the only full-size car. The rest are small hatch and sedan models.

This further reinforces the need for car makers to adapt or perish, as Holden has discovered. Although Ranger is 2nd best seller in the top 20, Ford too, is in dire straits.

Kia is the only company to have increased sales.

*Source = VFacts FCAI

*source: VFacts FCAI

So, this means any car maker worth their salt has to have good SUV or LCV vehicles to stave off disaster. Buyers will be doing their homework.

Let’s talk about the Triton.

Model Range:

Triton Single Cab

4X2 GLX Cab Chassis 2.4L Man Petrol                                       $22,490

4X2 GLX Cab Chassis 2.4L Man Diesel                                       $25,990

4X2 GLX Cab Chassis 2.4L Auto Diesel                                      $28,490

4X4 GLX Cab Chassis 2.4L Man Diesel                                       $32,990

4X4 GLX Cab Chassis 2.4L Auto Diesel                                      $35,490

Triton Club Cab

4×4 GLX Cab Chassis 2.4L Man Diesel                                       $35,490

4×4 GLX ADAS Cab Chassis 2.4L Auto Diesel                          $38,790

4×4 GLX+ Cab Chassis 2.4L Auto Diesel                                    $41,490

Triton Dual Cab

4×2 GLX ADAS Pick Up 2.4L Auto Diesel                                   $36,290

4×4 GLX Cab Chassis 2.4L Man Diesel                                       $36,240

4×4 GLX ADAS Cab Chassis 2.4L Auto Diesel                          $39,540

4×4 GLX 2.4L Pick Up Man Diesel                                                               $37,490

4×4 GLX 2.4L Pick Up Auto Diesel                                               $39,990

4×4 GLX ADAS 2.4L Pick Up Man Diesel                                   $38,290

4×4 GLX ADAS 2.4L Pick Up Auto Diesel                                   $40,790

4×4 GLX+ 2.4L Pick Up Man Diesel                                             $40,990

4×4 GLX+ 2.4L Pick Up Auto Diesel                                            $43,490

4×4 GLS 2.4L Pick Up Man Diesel                                                               $45,140

4×4 Toby Price Edition Pick Up Man Diesel                            $48,140

4×4 GLS 2.4L Pick Up Auto Diesel                                               $47,640

4×4 Toby Price Edition Pick Up Auto Diesel                            $50,640

4×4 GLS Premium 2.4L Pick Up Auto Diesel                            $52,490

GLX+

Triton GLX+ has 5 seats, 4 doors, and a large 1520mm X 1470mm tray which is 475mm high. The Tray floor is 945mm off the ground and is 1085mm between the wheel arches. My advice is to make sure you have a tub liner if you don’t want paint scraped off the first time you get a load on. For those for whom this matters, Triton GLX+ weighs 1955kg, can tow 3100kg with a GCM of 5885kg.

Triton GLX+ comes with 16” alloys and a full size steel wheel as a spare.

Front suspension is Double wishbone with coil spring & stabiliser bar, and a heavy-duty leaf spring rear end.

Brakes are 294mm ventilated discs at the front, with rear drum brakes straight from the 19th century around back.

Inside:

The cabin is thoroughly “tradie”.

Door surfaces are hard plastic. It has the endurance needed for tough jobs.

Floor coverings on GXL+ are vinyl with rugged rubber mats. The mats have a generous lip to contain all that manly mud. Doors have cubby holes with bottle holders.

There is plenty of metal-plastic trim, and seat fabric is a hard-wearing synthetic weave. It is surprisingly comfortable even in hot weather.

Steering wheel controls include audio and settings, and the infotainment includes Apple CarPlay/Android Auto. Climate control works well with single zone only. Upper models gain dual zone temperature settings. Steering wheel reach adjustment could have been a little more generous.

Inputs for audio include HDMI and USB, and a single power outlet, are located in the centre stack.

The 6-sp automatic, and 4X4 controls are laid out along the centre console, along with a manual lever handbrake.

Safety:

AEB with pedestrian protection

Lane Departure Warning (LDW)

Speed limiter

Emergency Stop Signal function (ESS)

Emergency Brake Assist system (EBA)

Hill Start Assist (HSA)

Active Stability Control (ASC)

Trailer Stability Assist (TSA)

Active Traction Control (ATC)

Anti-lock Braking System (ABS)

Electronic Brakeforce Distribution (EBD)

Brake Override System (BOS)

7 Airbags

Cruise control

Auto Lights

Auto Wipers

Reversing camera

Rear parking sensors

The Drive:

We had a bunch of fun, but leaf springs in the rear end make for choppy handling without a load. Rough city streets got quite a bounce up.

Ride is firm, and braking excellent despite drum brakes at the back. Steering feels slightly wooden. There is not a lot of road feel which we put down to big multi terrain tyres. Triton feels more like a small truck than either an SUV or sedan, which might put some buyers off.

We did city work, and a country run, and after a week in the saddle, really grew to love Triton.

If you did a longer trip, you’d need to find a way to protect your load because tie-downs are inside the tray. That means rain would not be kept out, as your tarp wouldn’t extend over the side of the tub.

Lane departure warning became annoying, and we kept if off. Cruise control is the non-active kind, which will suit a lot of people. There is a certain joy to feeling like you’re in control rather than driving a laptop.

Conclusion:

I like the range and extensive choice. A single engine-transmission option keeps things simple, but economy could have been better. We managed around 9L/100k.

Looks are not my cup of tea, and many of the cool things like push button entry and start are only in the top model. I really like the auxiliary roof mounted vent system which draws in air from the front and forces it downward for the rear passengers. Rear airconditioning vents would be better, but this will do.

Other Pickup Reviews:

VW Amarok

Toyota Hilux

VW Amarok AnyAuto

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