Mitsubishi Triton 2026 review: Raider - Australian first drive

The Triton Raider is now the most expensive version of Mitsubishi’s popular ute range, featuring an array of modifications from local tuning outfit Premcar.

With these locally-tuned utes becoming more commonplace, though, what sets this one apart? And can it live up to the hype Mitsubishi hopes to generate for it?

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At $74,990, drive-away (at the time of launch), the Raider is by far the most expensive Triton yet. To even get in the door of this thing you’ll be spending nearly $10,000 over the previously-top-spec GSR grade which sits below it in the usually value-focused ute range.

It pushes the Triton up into territory usually dominated by high-spec versions of more expensive rivals, like the (notably also locally-developed) Ford Ranger Tremor ($75,090) and Kia Tasman X-Pro ($74,990), both prices before on-road costs.

In terms of its intentions, though, to build the Triton into something more than would normally come from the factory, it competes more closely with the likes of the Isuzu D-Max Blade ($80,900, BOC) or upcoming Volkswagen Amarok W600 (price TBC).

To that end, the Triton Raider’s standard equipment includes a larger wheel and tyre package, consisting of 18-inch ROH ‘Assault’ wheels in an exclusive bronze hue clad in Bridgestone Dueler all-terrain tyres. This increases the track by 20mm in total (10mm each side) and it also features a 25mm suspension raise in the front and 15mm raise in the rear to better balance the body out.

The star of the show is the Premcar-tuned suspension package, which consists of a set of customized Monroe shocks front and rear and new jounce bumpers (bump stops) which both help to smooth out the flaws in the factory ute’s ride.

Mitsubishi has adorned the ute with some Ralliart-inspired decals on the lower parts of the doors and added gloss black overfenders to account for the wider track. It has also added Mitsubishi-branded matt black side-steps, a sports bar over the tray and a Raider-badged bash plate for underbody protection.

Inside may come as a bit of a disappointment, with the brand playing it very safe by only adding Raider stitching to the front headrests and a Raider badge on the transmission cladding.

In the pictures, it doesn’t look all that different from a regular Triton GSR, but once you see it next to a standard version of the ute, it’s evident how much tougher this package looks. Some may think it hasn’t gone far enough, but I think others will appreciate the subtlety on offer here, too.

There are also an array of minor MY26 upgrades which shouldn’t be forgotten, particularly the new Yamaha performance dampers fixed horizontally to the front and rear frame rails which help to iron out some of the existing ladder frame jiggle. More on how it drives later.

Buyers will be happy to know this new Raider variant maintains the ute’s 3500kg towing capacity, and this one also maintains a payload of 990kg, which is pretty solid for a dual-cab in this class.

Again, some may be disappointed to see the brand hasn’t provided a boost in power to go with the Raider’s tough looks, it carries over the same 2.4-litre twin-turbo diesel engine from the rest of the Triton range.

It provides 150kW/470Nm, which is fine, but maybe not particularly impressive when measured against Ford’s 3.0-litre V6 diesel (184kW/600Nm). Mitsubishi is banking on its track record for dependability, which it says, along with the cost of upgrading, is the main reason it stays the same under the bonnet.

It also carries across the usual six-speed traditional torque converter automatic, paired to the brand’s signature 'Super Select II' system which is capable of running in permanent '4H' (4WD high-range) mode while including a 2H (2WD high-range) setting for fuel efficiency and a 4L (4WD low-range) mode for more challenging terrain, alongside a rear differential lock.

Is the Triton Raider any good to drive? In short, yes.

This is the definitive edition of the Triton for now. It’s rare for a car to live up to everything the brand wants to shout about, but this one is impressive to steer, with so much of the potential of this Triton’s platform explored.

It feels far more confident on the tarmac, with very linear steering and excellent on-road manners, while on the rough stuff, where it’s really meant to shine, it excels.

The Raider ate up the trails we had the chance to sample at an off-road test facility, whether it was articulation, loose surfaces, steep declines, or mogulled-hills, with seemingly plenty of breadth of ability left over.

The already-good traction systems no doubt helped the ute along, with the only eyebrow-raiser I found being the square and upright bonnet with the extra lift making it tricky to see the terrain in front of you at times when descending.

The engine, too, could potentially be a weak point if you were to venture into particularly muddy or sandy conditions, with it needing a proper push of momentum on the steeper climbs. Hopefully the topic of a test for another time.

Overall though this is an impressive, well thought-out and properly tested halo variant, with Premcar working its magic to elevate the Triton further than expected.

Mitsubishi says to expect 7.7L/100km of diesel consumption, but don’t be surprised to see at least 8.0L+ as we saw in our test cars.

Importantly, Mitsubishi backs the ute and all of these additions with its conditional 10 year/200,000km warranty promise (provided you keep servicing at an authorised Mitsubishi dealer after the five year mark).

It has a matching 10 years of capped price servicing and 10 years of roadside assist. Workshop visits will set you back an average of $675.30 per year for the life of the warranty.