The Mitsubishi Triton is perhaps the most sporting of the latest round of diesel dual cab utes.
It weighs in around the same as the Toyota HiLux and Nissan Navara, it gives the others a little edge in the power stakes and there's less torque than the Navara. Yet the Mitsubishi is that touch more eager to get going.
Maybe it's the in-your-face style, maybe it's the very 21st-century interior which contribute to this sporting edge. Whatever, this is a most encouraging ute and no slouch down the tracks or through the traffic.
So fair warning to that marauding Mini — the Triton is not slow and traffic gaps are filled just as quick (if not quicker) than an over-driven, redline-screaming little compact may manage.
There are a number of motorists out there who do not appreciate how far this type of machine has come. The new dual cabs are quick, quiet, comfortable and very versatile.
And for vehicles with load-carrying leaf springs out the back, these handle quite well.
The Mitsubishi Triton is the most striking of the all-new trio. Style is an objective business but the Triton is unashamed new age, inside and out, taking cues from the company's all-conquering Dakar machines.
How that Cinderella coach-style looks in 10 years will be another matter and, like the other pair of all-new dual cab styles with HiLux and Navara, the Triton looks a little undertyred in profile. It also look quite gawky in base model trim without all the flash bits.
The dashboard style is likewise sharp and new, plenty of blue backing for instruments. In the top-of-the-tree GLX-R and GLS there is also trip computer and information centre with altitude and temperature numbers, compass and barometer.
Both top trucks score an electrically operated rear cabin window; both have hard tonneau covers so it's a bit hard to make full use of the facility.
The Triton GLS has leather upholstery which accentuates the flatness of the seats; there are power adjustments for the driver's seat and there's a Bluetooth phone connection.
It is a comfortable, easy-to-use interior with dual airbags, airconditioning and electric windows and mirrors. Missing from the GLS Triton cabin, over say the rival Navara ST-X, are cruise control, interior light over the rear seat and a six-stack CD player.
While the three back seats all have lap-sash belts there isn't the fold-back facility of the Nissan, the centre headrest obstructs rear vision and there are not as many grab handles.
Comparisons with the Navara are natural enough — these two arguably are the main contenders for family-workhorse ute honours right now.
The diesel Triton wins out with a bigger payload, loses out with smaller tray and less towing capacity to the Nissan. The GLS and GLX-R arrive with the lockable lid over the tray. This is a bit fiddly at times and may restrict carrying capacity if there's a bargain antique found on a country run; on the flipside a lockable lid stops thieves and dust getting into the tray.
On this run with the Triton, it was just behind the Nissan on fuel consumption, returning 10.4 litres/100km compared with the Navara's 9.8 litres/100km.
A deal of that comes from throwing the Triton around. It may not steer and grip any better than the Nissan (like the Navara, the Triton runs on road-biased tyres) and maybe there's a bit more fore-aft pitch to the ride but that keen 118kW engine encourages the Triton driver to press on that little bit harder.
The Triton also holds maybe a couple of extra revs at cruising speeds where the Navara's extra (sixth) transmission ratio, plus cruise control, may save a little more fuel.
On the highways and byways the Triton is a handy tourer.
It settles into a nice, quiet and comfortable gait yet, with help from 347Nm of torque, the Mitsi is already ready to go again and go hard.
The steering's turn-in is quick and positive, the front end rarely gets flustered and the back well-behaved until it hits corrugations on a dirt track. In the main the Triton, with slightly shorter wheelbase and narrower track, feels that bit more nimble, easier to throw around, than the Navara. In turn, the Nissan offers a modicum more grip and balance on the bitumen.
On these top Mitsubishi models there's ABS brakes (discs up front, drums at the rear) plus electronic brake distribution. This does help pull the ute up quick and sure.
The turning circle, once the bane of all Tritons, is much reduced, helpful in both suburbs and scrub. The diesel engine also lugs quite well and that's also handy in town or country.
This time around there was little chance to do any semi-serious off-road work; Mitsubishi has a fair track record in this department and so there is little reason to doubt the Triton will get as far as a family of adventurers would want.
The Triton is a welcome entry in the four-wheel-drive dual cab market. It offers sporting style and substance and is a real alternative to the D40 Nissan Navara as the pick of this new breed that offer wagon comforts up front and workhorse ability out back.
Bruce McMahon owns a diesel Nissan Navara
MITSUBISHI TRITON DUAL CAB GLS
$49,990
ENGINE, TRANSMISSION ****
Excellent diesel
HANDLING ***
Confident
ECONOMY ****
10.4 litres per 100km
SAFETY ***
Dual airbags
Tech Specs
STYLE: 5-seat, 4-door ute
ENGINE: 3.2 litre, turbocharged diesel
POWER: 118kW @ 3200rpm
TORQUE: 347Nm @ 2000rpm
TRANSMISSION: five-speed manual
DIMENSIONS (MM): 5174 L, 1800 W,1780 H, 3000 Wheelbase, track:1520 front, 1515 rear
GROUND CLEARANCE: 205 (unladen)
KERB WEIGHT: 1920kg
TURNING CIRCLE: 11.8m
TYRES: 245/70 R16
FUEL TANK: 75 litres
ECONOMY: 10.4 litres per 100km
TOWING: 2300kg
Verdict
FOR: sporting style and dynamics
AGAINST: hard seats, no cruise control
