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    Mitsubishi Triton Xtreme 2023 review - Off-road test

    Daily driver score

    3/5

    Adventure score

    3.5/5

    adventureguide rank

    Heavy

    Larger obstacles, steeper climbs and deeper water crossings; plus tracks marked as '4WD only'

    READ MORE
    David Morley
    David Morley
    Contributing Journalist
    30 May 2023 • 17 min read
    Build & Price Book A Test Drive View Offers

    If you thought dual-cab utes were just about tradies and families needing a one-car-does-all solution, think again.

    The latest trend in the all-conquering dual-cab story is the emergence of the sports/adventure variant; the sort of ute that can leap sand dunes as well as satisfy an owner’s sense of individuality.

    And, true to form, once that individuality has been identified, now everybody’s doing it.

    Read more about the Mitsubishi Triton

    The formula is simple enough, too: Leave the driveline alone and concentrate instead on making the thing look tough and creating a vehicle with better dynamics.

    That sometimes involves widening the track for greater stability and fitting high-end suspension components (specifically shock absorbers) to tame what can sometimes be unruly ride quality in what are, essentially, commercial vehicles.

    Add big alloy wheels and some aggressive off-road tyres, throw on some tow hooks, bash plates and paint a few other bits and pieces bright red and you have yourself a high-end dual-cab. Then price it accordingly.

    Some carmakers have tackled the engineering in-house (Toyota with the HiLux Rogue and Ford with the even more bonkers Ranger Raptor) while Nissan and Volkswagen have engaged third-party engineering outfits (Premcar and Walkinshaw Automotive Group, respectively) to arrive at their own version of a super-ute.

    But unlike others projects which have been in-house concepts outsourced for design and production, the Triton Xtreme you see here was actually the brain-child of Walkinshaw Auto Group which identified a hole in Mitsubishi’s line-up, conceived the vehicle to fill that hole, then sold the idea to Mitsubishi.

    That’s an awfully unconventional gestation process for a halo-model dual-cab, but the end result stays true to the overall theme.

    Price and Features – Does it represent good value for the price? What features does it come with?

    Based on the Triton GSR, the Xtreme package adds a fairly substantial $14,500 to the GSR’s sticker price to arrive at $71,990.

    On the surface, that’s pretty bold pricing, because it pitches the Triton smack bang into the middle (or even slightly above) the pricing of the HiLux Rogue ($70,200) and the Nissan Navara Pro 4X Warrior ($70,015).

    Yes, the Ford Ranger Raptor with its mad petrol V6 engine costs more at $85,490, but the Ranger Wildtrak 3.0 is a much closer match for the Triton, and costs $70,190. The Wildtrak at that price also has a V6 turbo-diesel engine with a lot more straight-line performance than the Triton, so clearly Mitsubishi is feeling bullish.

    The Triton Xtreme wears a price tag of $71,990. The Triton Xtreme wears a price tag of $71,990.

    The price is offset by standard kit that includes digital radio, Bluetooth, Apple CarPlay and Android connectivity, keyless entry and start, dual-zone climate control air-conditioning, privacy glass, LED headlights, halogen fog lights, and heated and automatically folding rear view mirrors.

    Interestingly, the Triton also gets a tilt and telescopically-adjustable steering column, and that’s no gimme in this category.

    The other thing to note is that we probably won’t be seeing deliveries of the Triton Xtreme until the third quarter of this year, so don’t hold your breath waiting to see one in traffic just yet.

    The Triton Xtreme features LED headlights and halogen fog lights. The Triton Xtreme features LED headlights and halogen fog lights.

    Design – is there anything interesting about its design?

    Vehicles like this one are all about the design details, and Mitsubishi has done its best to create an aggressive looking vehicle that wears its off-road smarts on its sleeve.

    That starts with the exterior where you’ll find some pretty confronting Xtreme decals, the questionable sports bar in the tray and a set of deep-dish alloy wheels specific to this model.

    The rest of the look is handled by wheel-arch extensions, bash-plates, mud-flaps and an LED light bar squeezed in between the front bash-plate and the bumper (despite any auxiliary driving light working better the higher it’s placed.

    Also, Mitsubishi describes the set-up as a bash-plate with an integrated light-bar; two functions we’d have thought were unlikely bedfellows).

    You’ll find some pretty confronting Xtreme decals on the bonnet of the Triton. You’ll find some pretty confronting Xtreme decals on the bonnet of the Triton.

    Still, it does all look pretty nicely integrated apart from the bonnet decal which seems a bit derivative to us.

    Inside, the Xtreme treatment is limited to some badging, and the relatively narrow cabin of the basic Triton is unchanged in accommodation terms.

    Wheels and tyres are specific to this model, but interestingly, Mitsubishi hasn’t fallen for the old bigger-is-better trick. Instead, the alloy wheels measure 18 inches (8.5 inches wide) and mount BF Goodrich ATR tyres.

    The Xtreme features a LED light bar squeezed in between the front bash-plate and the bumper. The Xtreme features a LED light bar squeezed in between the front bash-plate and the bumper.

    Beyond the aesthetic, of course, the big news is the SupaShock suspension system which is increasingly what defines dual-cabs of this genre.

    Working in conjunction with Adelaide-based SupaShock, WAG specified a monotube shock absorber for the Xtreme which features a larger, 46mm tube.

    The front dampers use a remote cannister, keeping the damping fluid away from the hot shock absorber body, while the rear dampers use a piggy-back cannister design with the same aim in mind.

    The broad idea was to maximise damper control of the suspension without compromising the basic Triton’s towing or payload limits.

    The Xtreme wears 18-inch alloy wheels. The Xtreme wears 18-inch alloy wheels.

    Practicality – How practical is its space and tech inside?

    It’s precisely the same as any other Triton GSR, to be brutal about it. But that’s not a bad thing, because the Triton’s interior has a bit going for it including paddle-shifters and a power-adjustable driver’s seat (the passenger makes do with manual adjustment).

    The touchscreen is a bit mean at seven inches (when 12 seems to be the new seven).

    There’s plenty of storage with two cupholders, the usual storage cubbies, and each door has a moulded bottle holder.

    The Triton’s payload is a neat 900kg. The Triton’s payload is a neat 900kg.

    Fold down the centre-rear armrest and there are another two cupholders. There’s a pair of USB ports in the front and another pair in the back seat and two 12-volt plugs.

    The doors open nice and wide for easy access and the only other grizzle would be that the cabin is pretty narrow, making it fairly cosy with two big blokes in the front seats. And very cosy with three across the back seat.

    As a work truck, the Triton is a little behind the big hitters of the towing world with a braked-trailer towing limit of 3100kg, where the competition including HiLux, Ranger and Navara all feature 3500kg limits. The Triton’s payload, at a neat 900kg, is also 40 or 50kg shy of its main competitors.

    Explore the 2023 Mitsubishi Triton range

    Under the bonnet – what are the key stats for its engine and transmission?

    Mitsubishi hasn’t made any changes to the driveline of the Triton to arrive at the Xtreme model, and it’s hardly alone there. The 2.4-litre turbo-diesel engine continues to crank out 133kW of power and 430Nm of torque in a fairly smooth and unfussed manner.

    Transmission remains a six-speed automatic and the Triton benefits from Mitsubishi’s 'Super-Select' four-wheel-drive system.

    Regarded as one of the better systems in the game, Super-Select allows the driver to select two- and four-wheel drive modes on the move while also allowing for more choices including a mode that offers high-range all-wheel-drive as well as a locked (standard) rear differential.

    There are also selectable drive modes to tailor the car’s throttle and transmission calibrations to the conditions.

    The 2.4-litre turbo-diesel engine cranks out 133kW of power and 430Nm of torque. The 2.4-litre turbo-diesel engine cranks out 133kW of power and 430Nm of torque.

    Efficiency – what is its fuel consumption? What is its driving range?

    Like the Triton GSR on which it’s based, the Xtreme version has an official combined fuel consumption figure of 8.6 litres per 100km.

    Combined with the 75 litre fuel tank, that should give an easy 850km of range. However, based on our experience of highway-speed driving, the Triton is likely to use closer to nine or 10 litres per 100km, lopping a few kilometres off that theoretical range.

    Not to mention, as any off-roader will tell you, range can also plummet in rough country or when using low-range, and towing is its own punishment when it comes to fuel consumption.

    The Xtreme version has an official combined fuel consumption figure of 8.6 litres per 100km. The Xtreme version has an official combined fuel consumption figure of 8.6 litres per 100km.

    Driving - What’s it like to drive?

    We managed to drive the Triton Xtreme on a sealed road and an off-road course which featured some boggy going and short, sharp lumps and bumps to test approach and ramp-over angles.

    In the latter department, the vehicle did well, even though there’s no suspension lift as part of the re-engineering. And while the dampers are said to be about 30 per cent firmer than the stock GSR’s there’s no appreciable fall-off in ride quality.

    If anything, the firmer dampers bring the front and rear suspension together as a team and make them work together.

    The ATR tyres also give the Xtreme an edge in outright grip terms in really sloppy going. Although whether they’ll be a bit vocal on different sealed surfaces we’re yet to find out.

    The SupaShock suspension system which is increasingly what defines dual-cabs of this genre. The SupaShock suspension system which is increasingly what defines dual-cabs of this genre.

    Certainly, for all their extra bog-hole grip, they don’t seem too big a trade-off when you throw the car into a corner on the bitumen.

    Speaking of which, the bitumen is where the benefit of those dampers becomes even more convincing and the extra jounce control really tames the rear end.

    That seems to free up the front end to work a bit more naturally, too, and the steering also feels as though it’s benefitting from having a flatter platform to work with.

    Off-road, those same dampers continue the theme of improved body control, preventing the Triton from falling into wash-aways with a bang.

    The bitumen is where the benefit of the Xtreme's dampers becomes even more convincing. The bitumen is where the benefit of the Xtreme's dampers becomes even more convincing.

    But it’s probably the Goodrich ATR tyres that are the headline act here, sloshing their way through the muddy and lumpy conditions we found ourselves in during the test.

    The bonnet is long enough to block your forward view a little (the Triton is hardly alone here) but even with no suspension lift, there’s no shortage of clearance and ramp-over ability.

    The Mitsubishi also proves that six forward gears are enough in an age where 10 speeds is the new normal.

    Strip away the rest of the decals, wheels and bash-plates and the Xtreme is really a GSR with more aggressive tyres and firmer suspension and, to be honest, that’s pretty much how it feels.

    • The vehicle did well when testing approach and ramp-over angles. The vehicle did well when testing approach and ramp-over angles.
    • The Goodrich ATR tyres are the headline act here, sloshing their way through any muddy and lumpy conditions. The Goodrich ATR tyres are the headline act here, sloshing their way through any muddy and lumpy conditions.
    • The ATR tyres also give the Xtreme an edge in outright grip terms in really sloppy going. The ATR tyres also give the Xtreme an edge in outright grip terms in really sloppy going.
    • Even with no suspension lift, there’s no shortage of clearance and ramp-over ability. Even with no suspension lift, there’s no shortage of clearance and ramp-over ability.

    Safety – What safety equipment is fitted? What is its safety rating?

    Active driver aids are the big winners in the latest generation of dual-cab utes, and most of them are now very well equipped in this regard. The Triton is no exception.

    One thing it has that many don’t, however, is what’s called 'Ultrasonic Misacceleration Mitigation'.

    Working at speeds below 10km/h (where some autonomous emergency braking systems don’t) and using ultrasonic sensors, it can detect adjacent obstacles and second-guess when the driver has selected Drive when they wanted Reverse and vice-versa. It doesn’t eliminate pedal-error, but it’s not a bad idea.

    Beyond that, the Triton also gets 'Forward Collision Mitigation' (which can detect pedestrians), lane-departure warning and assist, blind-spot warning, rear-cross traffic alert, hill start and descent control, trailer stability assist and brake-force distribution.

    WAG insists that the Xtreme is every bit as safe as the donor Triton GSR. WAG insists that the Xtreme is every bit as safe as the donor Triton GSR.

    Child restraint points are the ISOFIX type and there are front, side and side-curtain airbags as well as a driver’s knee airbag. It’s worth mentioning, however, that knee airbags are often fitted only because they’re needed to score maximum crash-test points.

    As well as front and rear parking sensors and a rear camera, the Triton also gets a 360-degree camera view.

    The ANCAP situation is an interesting one. WAG won’t be offering up any vehicles for ANCAP to throw into the wall, insisting the car is every bit as safe as the donor Triton GSR.

    Which is almost certainly true. The catch is that the original Triton’s ANCAP score is now more than seven years old and the world has moved on. Choose your own adventure.

    The Xtreme features front and rear parking sensors. The Xtreme features front and rear parking sensors.

    Ownership – What warranty is offered? What are its service intervals? What are its running costs?

    WAG tells us that even though the Triton Xtreme is a modified vehicle, Mitsubishi’s 10-year/200,000km new-car warranty applies to the vehicle.

    And while that’s a good deal, there's one big asterisk you need to know about. And that is that for the full 10 years of cover to apply, you need to have all servicing carried out by an authorised dealership or workshop.

    That’s helped out by Mitsubishi also offering 10 years of capped price servicing with prices locked in for the full decade, and not rising each year.

    For the Triton, those services are required every 12 months or 15,000km and will cost between $499 at the low end for the first service, right up to $799 for the fourth and tenth years and $999 for year-eight.

    Mitsubishi’s 10-year/200,000km new-car warranty applies to the Triton Xtreme. Mitsubishi’s 10-year/200,000km new-car warranty applies to the Triton Xtreme.

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    Verdict

    Starting with a good base vehicle is always a head-start, and that’s what the Triton represents in terms of dual-cab four-wheel drive utes. The problem for many buyers, as far as the Walkinshaw improvements go, is that they don’t really take the Triton Xtreme to any sort of 'next level'.

    Yes, the more aggressive tyres bite harder and the sophisticated dampers help with ride control and quality, but they don’t turn Clark Kent into Superman. The Xtreme doesn’t have the high-end V6 engine of some of its competitors, nor does it have a wider track beyond the offset of its alloy rims.

    That’s not a criticism per se, but it does mean you could pretty well reproduce the Xtreme’s dynamics with a set of aftermarket alloys and some suspension work of your own. Although whether you’d get the suspension tune right first time is a big issue for backyard tinkerers. Which, in turn, is partly what you’re paying for; the expertise and experience of the WAG engineers. And how you value that is a matter for the individual.

    Beyond that, the Triton Xtreme seems a bit pricey for the overall mechanical package. It’s a solid and readily understood proposition, but at this price, it’s probably destined to be over-shadowed by the Ford Ranger Wildtrak with its V6 engine, and the forthcoming VW Amarok, which will use the same platform. So, rightly or wrongly, the Triton’s quiet achiever status could be set to continue.

    $71,990

    Based on new car retail price

    VIEW PRICING & SPECS

    Daily driver score

    3/5

    Adventure score

    3.5/5

    adventureguide rank

    • Light

      Dry weather gravel roads and formed trails with no obstacles, very shallow water crossings.

    • Medium

      Hard-packed sand, slight to medium hills with minor obstacles in all weather.

    • Heavy

      Larger obstacles, steeper climbs and deeper water crossings; plus tracks marked as '4WD only'

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