Mitsubishi Triton 2022
The Mitsubishi Triton Ute competes with similar models like the Ford Ranger, Toyota HiLux and Isuzu D-Max in the Under $30k category category.
The 2022 Mitsubishi Triton carries a braked towing capacity of up to 3100 Kg, but check to ensure this applies to the configuration you're considering.
The Mitsubishi Triton is also known as the Mitsubishi Forte, the Strada, the Dodge Ram 50, the Plymouth Arrow Truck and the Mitsubishi Mighty Max in markets outside Australia.
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Mitsubishi Triton Reviews
Mitsubishi Triton 2021 review: GLS - GVM test
Mitsubishi Triton 2020 review: GSR
Mitsubishi Triton GLX-R 2020: off-road review
Mitsubishi Triton 2020 review: GLS Premium GVM test
Mitsubishi Triton 2020 review: GLS auto
Mitsubishi Triton review: Expert review of the new 2020 Triton
Mitsubishi Triton 2020 review: GLS Premium snapshot
Mitsubishi Triton 2020 review: GLX+ snapshot
Mitsubishi Triton 2020 review: GLX snapshot
Mitsubishi Triton 2020 review: GLS snapshot
Mitsubishi Triton 2020 review
4x4 Dual-Cab Ute Comparison Review: HiLux vs Colorado vs Ranger vs Navara vs D-Max vs Triton
Mitsubishi Triton 2022 Price and Specs
|Mitsubishi Triton Model||Body Type||Specs||Price|
|GLS (4X4)||Ute||2.4L Diesel 6 SP AUTO||$49,540|
|GLS (4X4)||Ute||2.4L Diesel 6 SP MAN||$47,290|
|GLX (4X2)||Ute||2.4L Diesel 6 SP AUTO||$37,940|
|GLX (4X2)||Ute||2.4L Diesel 6 SP MAN||$28,240|
Mitsubishi Triton 2022 Q&As
Check out real-world situations relating to the Mitsubishi Triton here, particularly what our experts have to say about them.
What should I do if my 2011 Mitsubishi Triton makes a grinding noise when changing gears?
Mitsubishi’s manual gearboxes from around this time (and earlier) were some of the noisiest around. But usually it wasn’t anything to be concerned about. Bearing rumble and some clutch bearing noise were pretty much par for the course, but your problem sounds more like it’s associated with the gearbox’s synchromesh rings. These rings are designed to allow the gearbox to slip between ratios smoothly and silently, and any crunching noises during shifts can often be traced to worn synchromesh parts.
The good news is you won’t harm the transmission by continuing to drive it, particularly if you’re careful and take your time with the shifts you know are most likely to create a crunch. If you can live with that, fine. If not, the gearbox will need to be removed from the car and rebuilt. That will be neither cheap nor simple.Show more
What is causing my 2019 Mitsubishi Triton to have DPF issues?
Since both the Triton and Pajero Sport boast exactly the same power and torque outputs, I doubt whether there’s a huge difference (if any at all) in the mapping of either engine. Which suggests that switching from one to the other without changing your driving patterns would be a very good way of reproducing the Triton’s DPF problems in a Pajero Sport. My suspicion is that you’re having to force multiple DPF regenerations because your driving habits don’t let the engine get up to the correct temperature often enough to allow the vehicle to conduct its own, automatic regeneration. This is a pretty common problem with modern turbo-diesels and it’s not a criticism of your driving, simply a confirmation that these modern diesel engines don’t like short trips. Then again, 24,000km in 12 months doesn’t sound like the vehicle is used solely for the school run.
Six regenerations in 24,000km sounds like an awful lot, also, so I’d be more concerned that your dealer is underplaying the situation to avoid dealing with a problem in your specific vehicle. Has the vehicle been electronically scanned? Perhaps this might show up a dud sensor or other problem that’s making the computer think it needs another regeneration. We’ve heard of a faulty temperature sensor on this model Triton that can lead the DPF to offer up a false alarm that it’s ready for a regeneration. That could explain the high number of regenerations the vehicle has demanded. Again, a scan might tell the full story.Show more
How do I add a leaf spring to the suspension of my 2010 Mitsubishi Triton?
The short answer is that this can be done, and, in fact, there are kits available to allow you to add a leaf to a suspension spring-pack. The broad idea is to make the spring stiffer, increasing theoretical load-carrying ability as well as giving more ground clearance (as the modified spring will usually make the vehicle sit higher).
The trick is finding the correct extra-leaf kit for your specific vehicle, and this is where a specialist supplier comes in. The kit should include the extra two spring leaves as well as longer centre bolts (as the spring-pack is now thicker). And as with any suspension -related equipment, quality is hugely important to safety and the actual performance of the new set-up.
But there are other issues. The first is a legal one. While the new, thicker spring-pack might tempt you to increase the loads you carry, legally, the vehicle retains its original loading and towing limits until it has been certified otherwise by an accredited engineer. Some kits are supplied with this paperwork all sorted for you ready to simply lodge with the authorities, but some aren’t. And consulting engineers don’t generally come cheap. You would also need to inform your insurance provider of the change to the vehicle’s specification. There are also absolute limits to how much higher your vehicle can sit compared with a standard one. This varies from state to state, but in your home state of NSW at the moment, a vehicle can legally be raised by 75mm over its standard ride height. The catch is that only 50mm of this can be from suspension modifications, and the other 25mm of lift through bigger tyres. But if you stick within those limits and don’t intend to increase the vehicle’s load or towing ability, then the raised suspension doesn’t need to be certified by an engineer for the vehicle to remain legal.Show more
What's the better buy, Pajero Sport Exceed or Toyota Fortuner Crusade?
These two vehicles share a lot of traits both in terms of their engineering and their target market. Both are aimed at the high-end of the mid-sized off-road station-wagon market and both do a pretty good job of offering lots of off-road ability along with the sort of luxury and convenience that many families want. In the case of design and engineering they are both based on utilities (the Mitsubishi Triton and Toyota HiLux respectively) and share the drivelines and front structure with those utes. To make them work as passenger rather than load-carrying vehicles, both the Pajero Sport and Fortuner do away with the utilities’ leaf-sprung rear axle and replace it a coil-sprung unit for greatly enhanced comfort.
Both vehicles have had their niggling reliability problems, mainly to do with DPF and some EGR problems, but overall, they’re both now old enough for the majority of the bugs to have been ironed out. Perhaps the biggest packaging difference is that the Pajero Sport is a good deal narrower across the cabin than the Toyota, and that matters for families with bigger kids. Both vehicles were facelifted late last year with new tech and mechanical and performance improvements. Both also have seven seats as standard.
The Mitsubishi is about $4000 cheaper based on RRP than the Toyota, but the final price can vary from dealer to dealer and what state you live in. The best advice is to try each one on for size and maybe even throw in contenders like the Ford Everest as a direct comparison.Show more