Mitsubishi Triton vs Volkswagen Amarok

What's the difference?

The sixth-generation Triton is bigger, stronger, more powerful and more capable. By our measure, it’s the best one yet. It now matches the segment leaders on towing and payload ratings and, despite price increases, still represents compelling value for a high-quality Japanese ute. Mitsubishi has made choosing a dual cab ute from an already quality field even harder.

Minimal bling is standard issue in workhorse utes, but the Amarok Core has a more upmarket look and feel than we typically expect in these base-grade models. With its alloy wheels, sharp styling and refined handling, it’s a competent worker with a touch of European panache – and pricing to match.

New exterior styling features bold body contouring with a distinctive grille/headlight design. It’s also larger in key dimensions including body length (up 15mm), body width (up 50mm) and load tub length (up 35mm) for improved cabin space, comfort and load capacity.

The new body is mounted on a redesigned chassis-frame with significant gains in strength and torsional rigidity.

Track width is unchanged but there’s a substantial 130mm increase in wheelbase to 3130mm, which is longer than the HiLux (3085mm) and closer to the Ranger (3220mm) with noticeable improvements in ride quality and handling stability.

Off-road credentials include 228mm of ground clearance and 30.4 degrees approach/23.4 degrees ramp break-over/22.8 degrees departure angles.

The suspension tune for Australian-delivered Tritons comprises a unique front shock absorber/spring combination. The rear suspension has also been revised with larger shocks and lighter, more efficient leaf-springs to reduce unsprung weight for enhanced ride and handling.

Work-focused GLX models are equipped with ‘heavy-duty’ rear suspension, while the more luxurious GLS/GSR have softer-riding ‘standard’ rear suspension.

Another Triton first is a switch to electric power steering, for increased efficiency with lower steering effort. By contrast, Mitsubishi sticks with rear drum brakes, which with greater friction surface area than disc brakes can provide more ‘bite’ when parking with heavy loads or holding firm on hills when off-roading.

New GLS interior styling has a tasteful mix of contrasting surfaces, textured fabric seat-facings and white stitching, but also embraces traditional features like analogue speedo/tacho and a manual handbrake lever.

The wider body provides a noticeable increase in front shoulder room and the driver’s hip point has been raised, resulting in a more upright driving position with improved lower back support.

There are assist-handles on the A and B pillars to climb aboard and there’s easy access to the more spacious rear seat. Even big fellas like me (186cm) have about 60mm of head clearance and 40mm of knee clearance when sitting behind the driver’s seat in my position.

There are still no air-vents in the centre console for rear passengers, as Mitsubishi prefers to stick with its roof-mounted air circulator which draws in cooled or heated air from the front of the cabin and shares it with rear passengers (with their own fan-speed control) through slimline roof-vents.

Although it shares underpinnings, drivetrains and technology with the Ranger, Volkswagen has done a commendable job in differentiating the Amarok in both design and dynamics (see Driving).

Its unique styling features a broad and imposing grille and headlights reminiscent of the original model which accentuates the vehicle’s width, resulting in a broad-shouldered look.

The interior design is also pleasing, even at this entry level, with European influence evident in the look and feel of various controls, including a left-hand indicator stalk and piano key-style buttons on the centre console.

There are big assist handles on the A and B pillars and the driver and front passenger seating is firmly bolstered and supportive. The rear bench seat is also comfortable and spacious with good kneeroom, given I’m 186cm and can sit behind the driver’s seat in my position with sufficient clearance. This has cured the cramped rear legroom that plagued the original Amarok.

There’s also ample rear headroom, even for tall people sitting in the slightly higher centre seat. However, shoulder room is tight for three adults (typical in utes this size) so for long trips two would be ideal.

Our only criticisms are the absence of air-vents in the centre console for rear seat passengers and no physical dials on the dash for altering cabin temperature and fan speed. These climate adjustments must be made using the touchscreen, which can be distracting when driving.

With its 2125kg kerb weight and 3200kg GVM, our test vehicle has a sizeable 1075kg payload rating, so it’s a genuine one-tonner like all models in the new Triton range.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, which is a significant 400kg increase over the previous generation and finally puts the Triton on par with segment leaders.

However, to avoid exceeding its 6250kg GCM (how much it can legally carry and tow at the same time), towing that weight would require a 450kg reduction in vehicle payload to 625kg.

Or you could reduce the trailer limit by the same amount (from 3500kg to 3050kg) and retain the Triton’s peak 1075kg payload. This combination would be ample for most work and recreational requirements, as few (if any) owners of utes this size need to tow 3500kg anyway.

The load tub’s internal dimensions are almost square, being 1555mm long and 1545mm wide with a 525mm depth. There’s also 1135mm between the rear wheel-housings, so it can take a Euro pallet.

There are fixed load-anchorage points front and rear and the GLS tub is protected by a slide-in liner.

Cabin storage for driver and front passenger includes a bottle-holder and bin in each door, an overhead glasses holder and upper and lower gloveboxes. The centre console has two small-bottle/cupholders plus a box at the rear with padded lid that doubles as a comfortable elbow rest.

Rear passengers get a bottle-holder in each door, large pockets on each front-seat backrest and two cupholders in the bench seat’s fold-down centre armrest. There’s also a 12-volt socket plus USB-A and USB-C ports in the rear of the centre console.

Like the previous Triton, there are no rear underfloor storage compartments and the seat’s base cushion is fixed, so you can’t swing it up and store in a vertical position, like numerous rivals, if more internal load space is required.

With its 2269kg kerb weight and 3250kg GVM, the Amarok Core has a 981kg payload rating, which makes it eligible for a novated lease as it's below the 1000kg threshold that applies to those lease agreements.

Up to 85kg of that payload can be carried on the roof when driving, which increases to 350kg when the vehicle is stationary, making it suitable for roof-top tents, viewing platforms etc.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, but with its 6200kg GCM (or how much it can legally carry and tow at the same time) that would require a substantial 550kg reduction in vehicle payload (from 981kg to 431kg) to avoid exceeding the GCM.

A practical alternative would be to reduce the braked towing limit by the same amount (from 3500kg to 2950kg) and keep the maximum payload. That still allows for a sizeable towing capacity for most work and recreational tasks, given few (if any) owners need to tow 3500kg.

The load tub’s floor is 1544mm long and 529mm deep, with 1224mm between the wheel-housings ensuring the latest Amarok continues its predecessor’s ability to carry standard Aussie or Euro pallets.

It comes with no protective internal liner (genuine accessory is available) and the tailgate has no lower/lift assistance. However, the load tub does have bright internal lighting and sturdy-looking protective capping along the top edges, including a 130cm ruler on the tailgate. There are also six internal load-anchorage points, plus external rope rails along each side.

Cabin storage for driver and front passenger includes a bottle-holder and bin in each door, an open tray embedded in the centre dash-pad, upper and lower gloveboxes and an overhead glasses holder. The centre console has two small-bottle/cup-holders next to the gearshift, plus a lidded box at the back which doubles as a driver’s elbow rest.

Rear seat passengers get a small-bottle/cup-holder in each door, plus a fold-down centre armrest containing two more small-bottle/cup-holders. The seat’s base cushion can also swing up and be stored in a vertical position if more internal cargo space is required, or to access two underfloor storage compartments.

Our Amarok Core test vehicle is available only with a TDI405 2.0-litre four-cylinder turbo-diesel and six-speed automatic for a list price of $55,490. That's about 9.0 per cent more than major player rivals like the closely-related Ford Ranger XL ($50,880) and Toyota HiLux Workmate ($50,420).

It may be the workhorse of the Amarok range, with fabric seating, wipe-clean vinyl flooring and rear drum brakes, but it looks a step above with its body colour-coded front bumper and chunky 17-inch ‘Combra’ alloy wheels with 255/70R17 tyres and a full-size steel spare.

Also standard are LED headlights and DRLs, side-steps, underbody drivetrain/fuel tank protection, front recovery hooks, 3.5-tonne tow-bar with 12-pin plug, locking rear differential, tyre pressure monitoring, rain-sensing wipers and more.

There’s also an 8.0-inch digital driver’s display and 10-inch touchscreen for the four-speaker multimedia system which includes wireless phone-charging, wireless Apple/Android connectivity, DAB digital radio, USB A and C ports and two 12-volt outlets.

A new 4N16 variant of Mitsubishi’s 4N1 diesel engine family retains its predecessor’s 2.4-litre displacement but adds a second turbocharger. These work in sequence, with the smaller one providing fast response at low rpm and the larger one boosting performance at higher rpm.

The result is 150kW at 3500rpm and 470Nm of peak torque between 1500-2750rpm.

These outputs are 17kW and 40Nm more than the previous Triton and emissions are reduced with the addition of an AdBlue tank.

This engine is paired with an updated six-speed torque converter automatic and (on GLS and GSR) Mitsubishi’s excellent Super Select 4WD-II system with Torsen centre differential.

This still-advanced system offers seven drive modes, including full-time 4x4 which with the centre diff unlocked can be driven on all surfaces including dry sealed roads. With the centre diff locked for off-road use, it offers high and low range 4x4 with a 50:50 drive-split front and rear.

A rear diff-lock can also be engaged in low range.

The TDI405 is a 2.0-litre four-cylinder turbo-diesel producing 125kW of power at 3500rpm and 405Nm of torque between 1750-2500rpm.

This is paired with a six-speed torque converter automatic that offers the choice of manual sequential-shifting, which can be handy in off-road driving situations and when heavy towing, particularly in hilly terrain. There’s also four different drive modes comprising Normal, Eco, Slippery and Towing/Heavy Load.

The part-time, dual-range 4Motion 4x4 system offers three selectable drive modes comprising 2H (4x2 high range), 4H (4x4 high range) and 4L (4x4 low range). It also has a locking rear differential.

Mitsubishi claims an official combined average consumption of 7.7L/100km and the dash readout was displaying 8.7 at the completion of our 421km test, of which about one quarter was hauling a full payload. Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 9.7 but within the usual 2-3L/100km discrepancy between official and real-world figures. So, based on our numbers, you could expect a realistic driving range of around 770km from its 75-litre tank.

Volkswagen claims an official combined average of 8.0L/100km and the dash display was only slightly higher at 8.7 when we stopped to refuel after our 345km test, of which about one third was carrying its maximum payload. This compares with our own figure calculated from fuel bowser and tripmeter readings of 10.0L/100km, resulting in a ‘real world’ driving range of around 800km from its big 80-litre tank.

The ergonomic changes are noticeable when you get behind the wheel, with a more comfortable and supportive seating position and increased cabin width providing a more spacious feel.

The new electric power steering is another highlight, being communicative and nicely weighted at all speeds, while the unique Australian suspension tune results in a more planted and sure-footed feel. The ride quality is also smoother, which is no doubt enhanced by more sprung weight and a longer wheelbase.

The new bi-turbo engine has good response and flexibility, with its 1250rpm-wide peak torque band between 1500-2750rpm providing ample pulling power at lower speeds with a seamless transition to maximum power at 3500rpm.

The six-speed automatic has gearing and shift calibrations that optimise engine performance. It’s also a quiet and efficient highway cruiser, requiring only 1750rpm to maintain 110km/h which is also within its peak torque band.

To test its load-hauling ability, we loaded 890kg into the load tub, which with driver and luggage equalled one tonne of payload that was 75kg below its legal limit.

The 'standard' leaf-spring rear suspension compressed more than 60mm under this weight, leaving a finger-width of static bump-stop clearance which initially seemed inadequate.

However, the rubber bump-stops have central voids that provide more of a cushioning effect at full suspension travel than traditional hard-nosed designs, which minimises thumps over big bumps and ensures a smoother ride.

The Triton displayed sure-footed handling and braking with this near-maximum payload on board. The bi-turbo engine was also on top of the job, with its ‘twin-stage’ turbocharging making light work of city, suburban and highway driving.

It also impressed on our 13 per cent gradient, 2.0km set-climb at 60km/h, self-shifting down to third gear to easily haul this load to the summit. Engine-braking on the way down was not as robust, but in our experience typical of sub-3.0-litre turbo-diesels restraining one tonne payloads on steep descents.

Our only gripe is the ‘Driver Attention Alert’ function. Its prominent detection module mounted on the steering column partly obscures the driver’s view of the lower instrument panel. And its over-sensitivity in determining driver inattention (like wearing sunnies, looking left and right at T-intersections etc) becomes annoying and needs refinement.

The driver’s seat is supportive, with prominent side-bolsters on the base cushion and backrest holding you firmly in place and providing (dare we say) a ‘sporty’ feel for the driving position.

Although it shares the same suspension architecture as the Ranger, it has been tuned to provide a distinctive Volkswagen character with sure-footed solidity.

The steering feel is firm, responsive and nicely weighted, combined with a disciplined unladen ride quality with enough suppleness to absorb bumps with ease.

Noise insulation is also commendable for a base-grade model, with negligible engine, tyre and wind noise on the highway. It provides low-stress cruising at these speeds, thanks to adaptive cruise control and long-legged gearing which ensures the turbo-diesel only requires 2000rpm to maintain 110km/h.

To test its GVM rating we inflated the tyres to their recommended pressures (38psi front, 44psi rear) and forklifted 890kg into the load tub, which with driver equalled the 981kg payload limit.

The rear leaf springs compressed 70mm under this weight, but there was no chance of bottoming-out because of long cone-shaped jounce rubbers that engage with the springs early in their compression.

This design eliminates the hard thumps at full travel like traditional bump-stops and provide what is effectively a second stage of load support. The result is a smooth ride under maximum loads, regardless of road conditions.

We stuck with the 'Normal' drive mode, to assess its performance without resorting to the 'Towing/Heavy Load' setting and found it more than capable of doing the job.

Acceleration from standing starts was brisk given the load it was carrying, making light work of city and suburban driving. It was just as competent on the highway and when tackling our 13 per cent gradient, 2.0km set climb at 60km/h, self-shifting down to third gear and 2000rpm to easily haul this load to the summit.

The Amarok boasts a five-star ANCAP rating from assessment in 2022 and features nine airbags, including side-curtain protection for rear seat passengers that was missing in the original. There’s also AEB with pedestrian and cyclist monitoring, lane-keeping, trailer-sway control, adaptive load control, reversing camera and more, but our base model misses out on front/360-degree cameras plus blind-spot monitoring and rear cross-traffic alert. There’s also ISOFIX child-seat mounts and top-tether anchorages on the two outer rear seat positions.

Five years/100,000km standard warranty, or 10 years/200,000km if serviced at Mitsubishi dealers. Servicing every 12 months/15,000km whichever occurs first. Capped-price for 10 scheduled services up to 10 years/150,000km is $6690, or an average of $669 per service.

Volkswagen covers the Amarok with a five year/unlimited km warranty plus 12 months complimentary roadside assist, which is par for the mainstream market course.

Scheduled servicing is 12 months/15,000km whichever occurs first. Capped-price five-year servicing plan costs $1900, or an average of $380 per year.