Mitsubishi Triton vs Ford Transit

What's the difference?

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. 

The E-Transit is quiet, comfortable, rides well, can handle heavy payloads, has zero emissions and would be well-suited to urban daily commercial use for which it’s been designed for. However, $104K-plus would be out of reach for many private owners and small businesses. That’s why Ford is aiming it primarily at fleet buyers, who will quickly determine the commercial success or failure of the E-Transit in Australia. Watch this space.

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.

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).

Apart from the distinctive blue grille bars and rear-door badge, you’d struggle to pick the E-Transit from the closely-related 350L. However, underneath its work-focused exterior there are considerable differences.

Although it shares the same MacPherson strut front suspension and four-wheel disc brakes, the E-Transit’s 14.3-metre turning circle is 1.0-metre larger than the 350L.

And its electric motor and single-speed transmission are mounted under the floor between the rear wheels, which required design of a unique coil-spring independent rear suspension.

The long, wide and slim lithium-ion battery is tucked up neatly beneath the load floor, to ensure that the cargo volume matches the 350L. This also ensures that many load-area conversions will carry over to the E-Transit with minimal modifications.

The big battery brings a considerable increase in kerb weight, given the E-Transit weighs 231kg more than its 350L equivalent. So, although the E-Transit is the most powerful of the Transit fleet, it’s also the heaviest.

However, in terms of power-to-weight and torque-to-weight ratios based on kerb weights, it compares favourably.

For example, the diesel 350L has 19.3kg/kW compared to the E-Transit’s superior 13.3kg/kW, while the 350L’s 6.1kg/Nm is lineball with the E-Transit’s 6.2 figure.

The driver’s instrument display shows when the battery is being topped-up by regenerative braking and how much engine power is being used, ranging from 0 to 100 per cent.

It also displays average energy consumption (kWh/100km), remaining battery charge, projected driving range and other BEV-specific functions.

The cabin offers ample headroom, but those seated in the centre must have their feet in a split-level position with their right foot on the (now defunct) transmission hump and their left foot on the floor.

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).

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. 

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.

With its hefty 2639kg kerb weight and 4250kg GVM, our test vehicle has a 1611kg payload rating compared to the 350L’s smaller 1142kg. However, the E-Transit is not rated for towing.

The cargo bay, which in Mid Roof form offers 11-cubic metres of load volume, has internal walls that are lined to roof height. It’s accessed from the kerbside through a sliding door with a generous 1300mm opening width.

Rear access is through a pair of barn-doors which open to 270 degrees to optimise forklift access. Large magnets protrude from each side of the body to firmly secure these doors when fully opened which is a welcome safety feature.

A button located inside the right-hand barn-door switches on a bright external LED overhead light to illuminate rear-loading in poor light conditions.

The load floor, which is protected by a composite liner, is 3533mm long and 1784mm wide with 1392mm between the wheel housings.

That means it can carry three 1165mm-square Aussie pallets or four 1200 x 800mm Euro pallets, secured by up to 10 load-anchorage points. The  1786mm internal height allows tall people to stand with minimal stooping.

There’s ample cabin storage including a large-bottle holder and bin in each door, plus angled large-bottle holders/bins on each side of the lower dash and small-bottle/cupholders on each side of the upper dash.

There are also three open bins across the top of the dash-pad, a slender vertical bin and pop-out cupholder in the lower centre dash, plus a full-width overhead shelf with numerous compartments.

Both base cushions on the passenger seat can be tipped forward to access a large hidden storage compartment below.

The centre passenger seat backrest also folds down to a horizontal position to reveal a handy work desk with pen holder, two-cupholders and an elastic strap for securing paperwork.

Our test vehicle is officially known as the 420L BEV Mid Roof, with 420 denoting its 4.2-tonne GVM (it’s actually 4.25-tonne), L denoting its long wheelbase and Mid Roof being one of two roof heights available, with the other being the optional High Roof variant.

Like its taller stablemate, our test vehicle comes with a 68kWh lithium-ion battery pack, electric motor and single-speed automatic transmission for a list price of $104,990 plus on-road costs.

For that money you could almost buy two diesel Transit 350L Auto equivalents. Even so, the E-Transit brings zero emissions, reduced noise and claimed lower operating and maintenance costs for business operators. With 198kW and 430Nm, it also has the most power and torque of any model in the Transit line-up.

It comes equipped with 16-inch steel wheels and 235/65R16C tyres plus a full-size spare, along with dark grey bumpers and side-mouldings in areas where scrapes and dents usually occur in hard-working vans. Factory options include dual side-sliding doors and more.

A steel bulkhead/cargo barrier separates the cargo bay from the cabin, which comes standard with a single driver’s seat and twin-passenger bench seat that are all heated.

The 10-way adjustable driver’s seat includes a fold-down inboard armrest, adjustable lumbar support and base-cushion rake.

Plus there’s a two-way adjustable steering wheel, power-folding and heated door mirrors, daytime running lights, three 12-volt accessory outlets, two USB ports, a reversing camera and rear parking sensors.

Its large 12-inch touchscreen is the gateway to numerous 'Sync 4'-connected services including the 'Ford Pass' app, which includes 'Power My Trip'.

By entering a destination, this app can consider the vehicle’s current state of charge in addition to real-time traffic conditions, to help identify charging stops when a customer will need them.

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.

Its rear-mounted electric motor produces an unmatched 198kW and 430Nm. The lithium-ion battery’s energy supply can be boosted by using the ‘Low’ setting on the rotary dial e-shifter to optimise regenerative braking.

There are three switchable drive modes including default 'Normal', energy-saving 'Eco' and 'Slippery' to improve traction in low-grip conditions.

The battery charge socket is located behind a spring-loaded flap in the grille and the E-Transit comes equipped with a Mode 3, 32-amp charge cable which is stored in the compartment under the passenger seats.

E-Transit can AC charge overnight, using a professionally-installed wall unit, in approximately eight hours at 11.3kW, or quick DC charge (15 to 80 per cent) at 115kW in approximately 34 minutes.

However, Ford does not supply a cable to allow overnight charging at home using a domestic wall socket. That’s because its targeting large fleet buyers, so the cable it supplies is only for ‘at depot’ charging or when using public-charging facilities.

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.

Ford claims an official WLTP driving range of 230-307km from a single charge. When we collected the E-Transit it was fully charged but the projected driving range displayed on the instrument panel was only 179km, so there are variables in these figures.

However, we did end up inadvertently testing the single-charge driving range because we could not charge the E-Transit. That was due to our local public-charging facilities being located inside multi-storey carparks which could not be accessed due to height restrictions.

So, during the week we drove a total of 190km, with about 19km of range remaining. Therefore, it is capable of at least 200km on a single charge but 300km seems optimistic, which is nothing new given the equally optimistic L/100km figures automakers claim for combustion-engine vehicles.

We used the Low drive mode most of the time to optimise battery top-ups through regenerative braking and our testing included a mix of city and suburban roads, both unladen and when hauling a big payload.

Average consumption was 28kWh/100km, so we would suggest a 'real world' driving range of around 200-230km from a single charge.

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? 

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.

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.

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.

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.

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.

It offers a comfortable and commanding driving position, thanks to the multi-adjustable seat, two-way steering wheel adjustment and clear eye-lines to the big truck-style door mirrors with lower sections offering wide-angle views.

You don’t need to warm-up the engine to generate cabin heating - it’s instant. And when you get underway it feels more like you're riding in a tram than a van, with its muted electric hum the closest we’ve come to driving a silent commercial vehicle.

With the big battery under the floor it feels firmly planted on the road when unladen, with a low centre of gravity providing good stability when cornering.

The battery weight, combined with E-Transit’s unique four-coil suspension, iron out the bumps and provide a supple ride quality.

Acceleration from standing starts is brisk and smooth in Normal mode, even though you can sense its 2.6-tonne kerb weight's slight reluctance to get moving even with 430Nm of instant torque. At 100km/h, there’s only tyre noise and a little wind-buffeting around the door mirrors.

We drove the first 100km in Normal mode, during which average consumption was 27kWh/100km. We then switched to Eco mode, which resulted in a drop in performance without a corresponding decrease in consumption. Perhaps you need to drive it longer in Eco to harvest the benefits.

We then switched back to Normal mode for our GVM test. We forklifted 1300kg into the cargo bay which with driver equalled a total payload of 1400kg, which was still more than 200kg under its GVM limit. The rear suspension compressed 50mm with ample travel remaining, while the nose rose 35mm in response.

The compressed suspension felt firmer, as you’d expect, but the electric motor hardly noticed this load around town, with acceleration and general response remaining strong if slightly subdued. Energy consumption increased to 28kWh/100km during our load run.

In strictly city driving, which the E-Transit is aimed at, it proved to be a capable workhorse. It can do the job quite economically, too, given that during most of our testing in Normal mode it was operating in the 0-50 per cent ‘power usage’ zone which provides ample performance.

ANCAP is not applicable to heavy commercial vehicles but the E-Transit shares the same six airbags and active safety and driver assistance as other Transits.

Highlights include AEB with pedestrian detection, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert, lane-keeping assist, traffic sign recognition, a reversing camera, rear parking sensors and more.

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 twelve months or 15,000km and, under Mitsubishi’s capped-price servicing, each of the first 10 services costs $390.

The E-Transit is covered by a five-year/unlimited km warranty plus a separate warranty for the lithium-ion battery and high-voltage electrical components of eight years/160,000km, whichever occurs first.

Capped-price service intervals are 12 months/30,000km, with a total cost for the first five scheduled services of $925 or just $185 per service. Such low maintenance costs are in stark contrast to the purchase price!