The new-generation Mitsubishi Triton range was launched last year, marking the biggest change for the vehicle in a long time: a new bi-turbo engine (150kW/470Nm), overhauled design, new chassis and suspension (pushing towing capacity to 3500kg), and longer wheelbase, among a raft of changes.
Now, here’s the GLX-R, a new mid-spec variant in the Triton line-up. The GLX-R badge did exist in previous Triton generations, but the new version gets a few things, such as black alloy wheels, tailgate assist, and a leather-wrapped steering wheel, over and above current-generation lower-spec vehicles.
But much more importantly, it also gets Super Select 4WD II, which is only available in higher spec Triton variants.
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So, is the Triton worth your attention?
Read on.
Mitsubishi Triton 2025: GLX-R
| Engine Type | Diesel Turbo 4, 2.4L |
|---|---|
| Fuel Type | Diesel |
| Fuel Efficiency | 7.7L/100km (combined) |
| Seating | 5 |
| Price From | $56,740 |
| Safety Rating |
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Price and features – Does it represent good value for the price? What features does it come with? 8/10
8 / 10
The Mitsubishi Triton GLX-R is a five-seat dual-cab ute and it has a base price-tag of $56,740 (excluding on-road costs).
Our test vehicle is equipped with electric brake controller with harness ($850), rubber mats with low edge ($125), an under rail tub liner ($750), a tow bar kit ($1450), a soft tonneau cover ($900) and a 50mm chrome towball ($42), all adding up to a total of $60,857 (excluding on-road costs).
As standard, this Triton’s features list generously includes an 9.0-inch multimedia touchscreen system (with wireless Apple CarPlay and Android Auto), a 7.0-inch multi-function display, manually adjustable front seats with heating, fabric upholstery, a 360-degree camera system, dual-zone climate control and a refrigerated centre console and more.
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It also gets a leather-wrapped steering wheel, black 18-inch alloy wheels, Super Select 4WD II and a rear differential lock.
The GLX-R’s black sports bar and tailgate assist – both genuine accessories – are fitted at the factory.
Exterior paint choices include white or red (both at no extra cost), or Impulse Blue, Blade Silver, Graphite Grey or Black Mica will each set you back $740.
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Design – Is there anything interesting about its design? 7/10
7 / 10
The new Triton is 5320mm long (with a 3130mm wheelbase), 1865mm wide, 1815mm high, and it has a kerb weight of 2120kg.
This new-generation Triton looks far more imposing than previous Tritons with its stretched wheelbase, bulky front end with prominent grille, big wing mirrors and a taller stance overall.
The GLX-R also benefits from the illusion of more height off the deck because the side steps have been removed. Take it from me, a vertically challenged bloke, it’s a climb to get into the cabin.
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Highway terrain tyres (Maxxis 790 Bravo (265/60R18 110H) are used on the GLX-R, rather than all terrain tyres. Higher-spec GLS and GSR Tritons also ride on highway terrain tyres, with the lower-spec GLX and GLX+ ride on all terrain tyres (265/65R17 112H).
This variant also gets a Mitsubishi-branded sports bar, which is pretty cool if you're into that sort of thing.
The Triton’s interior remains similar to other variants in that it has a basic but tidy layout and plenty of durable plastic surfaces. The GLX-R has cloth seats with silver stitching, and carpet flooring (with rubber floor mats in the test vehicle).
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Practicality – How practical is its space and tech inside? 7/10
7 / 10
The GLX-R’s cabin is well suited to work and play. As mentioned, there’s hard plastic surfaces everywhere, cloth seats, rubber mats, and carpet flooring. It's all designed to be able to cope with the wear and tear of everyday life.
All controls are easy enough to operate, easy to find, there aren’t any real annoyances here.
There's plenty of storage everywhere, including a handy deep open space above the glove box, and charge points up front, too (a USB-A and a USB-C).
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The back seats are comfortable and supportive, with plenty of bolstering there.
Overall, the cabin is a bit on the Spartan side – there’s no frippery here, which is fine with me.
The Triton’s tub is 1555mm long, 1545mm wide, 1135mm wide between the wheel arches, and 525mm deep. Load height is 820mm.
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The GLX-R tub has a hard plastic liner – but that’s an extra-cost accessory – and that seems adequately sturdy. The tub has four tie-down points at each corner of the cargo load space.
Our test vehicle has a soft tonneau cover, but that is also not standard on the GLX-R.
Otherwise, the rear cargo area is a usable space, and the GLX-R does benefit from the fact it has tailgate assist.
The Triton has an underlying full-size alloy spare beneath the tub.
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Under the bonnet – What are the key stats for its engine and transmission? 7/10
7 / 10
The Mitsubishi Triton GLX-R has 2.4-litre four-cylinder bi-turbo diesel engine, producing 150kW at 3500rpm and 470Nm at 1500-2750rpm.
It has a six-speed automatic transmission and a full-time dual-range four-wheel drive system, Super Select 4WD-II.
This is an impressive combination – not particularly exciting or dynamic, but it’s smooth, and offers a decent amount of torque across a wide rev range for 4WDing.
It has selectable drive modes which include Normal, Eco, Gravel, Snow, Mud, Sand, and Rock.
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Driving – What's it like to drive? 7/10
7 / 10
On sealed surfaces, the Triton is punchy off the mark if you pressure it, and it’s surprisingly smooth and refined at highway speeds, simply trucking along.
A new chassis frame, redesigned suspension, longer wheelbase, and wider wheel track, all contribute to the Triton exhibiting more controlled and comfortable ride and handling than ever before.
With its new suspension design – high-mounted double wishbone with coil spring and stabiliser bar up front and leaf springs at the rear – the Triton feels more settled and composed, more sure-footed on bitumen roads and gravel tracks, in terms of ride and handling.
The power-assisted steering offers a light but precise feel, the engine has a quiet refinement about it, and the six-speed auto is clever enough to not warrant any legitimate criticism.
So, getting to and from your favourite 4WDing track or campsite is a whole lot more comfortable now than in previous Tritons. But how does this new bigger Triton go when it comes to low-range 4WDing?
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Well, it's actually quite impressive.
The previous-generation Triton had a shorter bonnet, so driver visibility when you are 4WDing is a whole lot better because the new-generation Triton has quite a substantial bonnet, so your vision forward of the vehicle is somewhat impaired, but that is rectified, to a certain degree by a 360-degree camera, and that will operate while you are low-range 4WD or driving at low speeds.
That camera gives you a view to the side and rear of the vehicle and, more importantly, to the front of the vehicle so you can maintain your correct line on the track.
The Triton has strong and sharp throttle response, which is very handy while 4WDing when you need to instantaneously tap into that torque.
The GLX-R benefits from having Super Select 4WD-II onboard, which lower-spec variants do not get it.
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I’ve sung the praises of this system many times before and it constitutes a major and crucial point of difference that Tritons or Pajero Sports (equipped with this system) have with their rivals.
Super Select 4WD-II adds an extra element of safety and sure-footedness to driving. Via a dial to the rear of the auto shifter, you can switch from 2H into 4H (four-wheel drive, high-range) to give you the best traction possible in traction-compromised situations (i.e. rain-soaked blacktop, rough back-roads or dirt tracks peppered with loose rocks and potholes).
There's no risk of transmission wind-up when 4H is engaged in the GSR because the centre diff remains open.
Then turn the dial to 4HLc (four-wheel drive, high-range, locked centre diff) and you're ready to take on more difficult terrain but at lower speeds, because now the centre diff is no longer open.
If you want to tackle even more difficult terrain than high-range 4WD territory, turn the dial to 4LLc (four-wheel drive, low-range, locked centre diff) and the Triton has the opportunity to excel in low-speed, low-range four-wheel driving.
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This Triton also has a rear diff lock, which is engaged/disengaged via a button in front of the shifter and this further helps you to comfortably maintain safe forward momentum.
The GLX-R also has selectable off-road modes, including Gravel, Sand, Mud/Snow (when in high-range 4WD) and Rock (when in low-range 4WD). Each of these modes adjusts engine output, transmission settings and braking, the aim being optimal traction to suit specific conditions and terrains.
This new-gen Triton is a bigger vehicle with a longer wheelbase and a turning circle of 12.4m, so it doesn’t feel as nimble on bush tracks as the previous Triton.
And because of its size, you do have to drive this new-generation Triton with more focus than you might've gotten away with in the old Triton simply because it now takes up more space on the track than it ever has before.
The Triton’s ground clearance (a listed 228mm) and off-road angles – 30.4 degrees approach, 22.8 degrees departure and 23.4 degrees rampover – all check out and are standard for a ute of this kind, however, the Triton does feel low and vulnerable to scraping that underbody on rocks, sticks, tree roots, etc.
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It does have what Mitsubishi describes as “heavy duty” underbody protection (there’s a plastic bash plate towards the front of the vehicle and a steel bash plate behind that). That underbody protection does seem quite substantial, but I wouldn't rely on those to cop severe punishment.
The rear diff housing also seems prone to copping a solid knock or two, especially if you're tackling some hard-core rock-climbing, steep hills or severely rutted downhill crawls.
The GLX-R does not have side steps, which makes it look and feel a bit taller off the deck, but that does mean that if the vehicle tips to the side at a severe angle – for example, while driving through a deep high-sided rut – the bottom edge of a door or the bottom of the chassis may take the full brunt of the hit, rather than a sidestep copping the worst of the knock.
Another niggle – and it's a trait of most contemporary 4WDs straight out of the showroom – is the fact that the GLX-R gets a set of tyres – Maxxis 790 Bravo (265/60R18) – that are better suited to the highway than they are to any even mild 4WD terrain. However, it’s easily remedied: just swap in a set of decent all-terrain tyres – go as gnarly as you want – and that will make this capable 4WD even more capable.
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Otherwise, all the good stuff is here: the mechanicals (Super Select 4WD-II etc.), the off-road traction control system is well calibrated, and the rear diff lock is easily engaged and disengaged at the press of a button.
Towing capacity is 750kg (unbraked) and, worth noting, is the Triton’s braked towing capacity has increased to 3500kg (up from 3100kg), bringing it up to par with its dual-cab rivals.
Kerb weight is 2120kg, maximum payload is 1080kg, GVM is 3200kg, and GCM is 6250kg.
Efficiency – What is its fuel consumption? What is its driving range? 7/10
7 / 10
The Mitsubishi Triton GLX-R has an official fuel consumption of 7.7L/100km (on a combined cycle).
I recorded 9.2L/100km on this test. I did a lot of high- and low-range 4WDing and the Triton was never working hard.
The Triton has a 75L fuel tank so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 815km from a full tank.
It also has a 17.0-litre AdBlue tank.
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Warranty & Safety Rating
Safety – What safety equipment is fitted? What is its safety rating? 8/10
8 / 10
The Triton GLX-R has the maximum five-star ANCAP safety rating from local testing in 2024.
As standard it has eight airbags (driver and front passenger airbags, driver knee airbag, centre airbag, driver and front passenger side airbags, and curtain airbags) and driver-assist tech includes AEB, adaptive cruise control, blind-spot monitoring, lane-keeping assist, driver attention alert (it's annoying), front and rear parking sensors, a 360-degree camera and more.
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Ownership – What warranty is offered? What are its service intervals? What are its running costs? 8/10
8 / 10
The Triton is covered by Mitsubishi’s near market-leading 10 year/200,00km warranty, as long as you have it serviced at an authorised Mitsubishi dealership. If not, you get half the coverage.
Servicing is scheduled for every six months or 10,000km and, under Mitsubishi’s capped-price servicing, each of the first 10 services costs $390.
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Verdict
The previous-generation Mitsubishi Triton makes a pretty good case as a solid all-rounder and a decent value-for-money purchase – but the new-generation Triton package is simply much better.
You can really see the value in the latest round of massive changes the line-up has undergone and those changes have brought the Triton closer to the top of the pack – it’s not quite there yet – but it’s very close.
The Triton is now the best iteration of this vehicle – refined, well equipped and nice to drive – and on the same level as the Isuzu D-Max, and drawing even closer to the likes of the Ford Ranger.
In GLX-R spec, the Triton strikes a nice balance between workhorse and weekend adventure machine.
Pricing Guides
Range and Specs
| Vehicle | Specs | Price* |
|---|---|---|
| GLS (4x4) | Diesel, 6 SPEED AUTOMATIC | $57,540 |
| GLX (4x2) | Diesel, 6 SPEED AUTOMATIC | $43,690 |
| GLX (4x4) | Diesel, 6 SPEED AUTOMATIC | $49,490 |
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