Mitsubishi Triton VS GWM UTE
- Five-star safety
- Value for money
- Versatile drivetrain
- Load tub overhang
- Cramped rear seat
- Annoying chimes
- Great standard equipment list
- So much better than any Great Wall that has come before it
- Engine hits harder than outputs suggest
- Still lacking a bit of low-speed refinement
- Steering reach adjust only on top spec
- No capped price servicing
As the popularity of 4x4 dual cab utes continues to grow, so too does demand for premium models. And it’s not just family/recreational buyers driving this demand. Top-shelf utes are increasingly common on construction sites, where competition amongst tradies to win job tenders is often matched by a battle for bragging rights over who owns the best ute.
This goes back a long way. It really took off in the 1970s and early 1980s during production of Holden’s legendary HQ-WB One Tonner. They sold in huge numbers, but because they were produced in a very basic work-focused specification, it was only a matter of time before tradie owners wanted some individuality on the worksite.
Initially it was just a set of chrome 12-slotters and fat tyres with raised white lettering on the sidewalls. However, this showmanship quickly expanded into custom metallic paint jobs and leather interiors, Statesman or Caprice front-ends, jarrah trays with exquisite joinery showcased under 50 coats of clear and numerous other tweaks. Eventually some became too nice for work and joined the show car circuit instead - which defeated the whole point of the exercise! But that’s competition for you.
The Holden One Tonner era may be long gone, but rivalry between Aussie tradies for best ute honours remains strong. So we recently spent a working week in Mitsubishi’s stylish premium-grade Triton to see how it measures up in the premium ute market.
Read More: Mitsubishi Triton 2020 review
|Engine Type||2.4L turbo|
The Great Wall brand in Australia has a mixed reputation. But one thing has always stayed the same - it plays on value and affordability above all else.
This new 2021 GWM Ute - which may also be known as the 2021 Great Wall Cannon - might change that. Because not only is the new dual-cab 4x4 pick-up a value-focused offering, it’s also really quite good.
It takes the brand to a new level. In fact, it takes it to another world compared to the old models; the world of the big-name players.
That’s because you could easily consider this as a closely priced competitor to an LDV T60 and SsangYong Musso - but likewise you might see it as a real budget alternative to the Toyota HiLux, Ford Ranger, Nissan Navara, Isuzu D-Max and Mazda BT-50. It even has some attributes that are more likeable than most of those utes, too.
Read on, we’ll give you the lowdown on the new 2021 GWM Ute.
|Engine Type||2.0L turbo|
Compared to its more expensive mainstream rivals, the lavishly-equipped GLS Premium offers unmatched value for money.
For less than $53K it has more than everything you need in terms of safety and features, plus proven Mitsubishi performance, reliability and build quality. Premium by name and premium by nature, it can more than hold its own in any battle for best ute bragging rights. And there’s no chrome 12-slotters or hand-made jarrah trays required.
The all-new GWM Ute, or Great Wall Cannon, is a very big improvement over any Great Wall ute that has come before it.
It’s good enough to worry the LDV T60 and SsangYong Musso, and with a long warranty backing it up, could also cause some customers considering mainstream, big-name utes to take a look at the reborn and renamed Great Wall Cannon. Talk about bang for your buck! Geddit? Cannon? Bang?
Anyway. Depending on your intended use, you probably don’t ‘need’ anything more than the entry-level Cannon model, though if I was after that more loveable ute experience - not just a work truck - I’d be tempted by the Cannon X, the interior of which is a marked step up in terms of desirability.
The conspicuously long rear overhang is a Triton design signature, which contributes to its expansive 5409mm overall length that’s almost line-ball with a Ford Ranger equivalent.
However, in stark contrast, the Triton’s relatively short 3000mm wheelbase results in sharp steering response. Combined with a compact 11.8-metre turning circle and 1815mm width, it all adds up to impressive agility in all conditions, from tight bush tracks and inner-city parking to rugged worksites with difficult access.
The 4x4 models with the latest 18-inch wheel stock have 220mm of ground clearance and improved approach (31 degrees), ramp break-over (25 degrees) and departure (23 degrees) angles.
Triton rear seating has always been tight, particularly for three adults. Tall ones sitting in the higher central position can have their heads pressing into the roof lining. By contrast, that same roof lining also has wide slot-type air circulation vents, which are superior to console-mounted vents in directing cooling air to the faces of rear seat passengers.
The most annoying noise award goes to the ‘Steering Wheel Unlocked’ warning, which chimes loudly every time the driver stops and departs the vehicle.
The all-new GWM Ute is a big unit. It has that truck-like stance thanks in part to its huge, high grille, and you have to love that all GWM Ute models come with LED headlights, LED daytime running lights and LED tail-lights, and the front lighting is automatic, too.
To my eye, it appears to have drawn some inspiration from the likes of the Toyota Tacoma and Tundra models and it’s even reminiscent of the current-look HiLux, with that front-end design offering a bold appeal. And if you are wondering what that big symbol on the grill stands for, it’s the Chinese model branding for this vehicle - in its home market the Ute goes by the model name “Poer”, while other markets name it “P Series”.
The profile view is dominated by the eye-catching 18-inch alloy wheels, which are clad in Cooper tyres - nice. And it’s a pretty attractive side-on view - not too curvy, not too busy, just a conventional pick-up truck look.
The rear has a neat and tidy look, though some might not be fans of the clear-look tail-light treatment.
My favourite features are at the back end, including the spray-in tub liner / tray lining, which is so much better than a rubber or plastic-shell lining - it offers better durability, protects the paint, and never looks shonkily fitted as some plastic liners do.
Plus the Cannon L and Cannon X models also get the excellent tailgate step, which pops out of the top of the strut-equipped tailgate and means you don’t have to do your yoga stretches before trying to get up in the tray.
Now, it is large, this new ute. It measures 5410mm long on a 3230mm wheelbase, and also spans 1934mm tall and 1886mm wide, meaning it’s about the same size as a Ford Ranger, if you’re wondering.
There is no off-road review as part of this early launch-loan test, but if you want to know the important angles, here they are: approach angle - 27 degrees; departure angle - 25 degrees; ramp / breakover angle - 21.1 degrees (unladen); ground clearance mm - 194mm (laden). Want to know how it goes off-road? Stay tuned, we’ll do an Adventure review soon.
The interior design has come leaps and bounds beyond what we’ve seen from the Great Wall models of the past. This is a contemporary cabin design, with a big 9.0-inch media screen dominating the design, and much better quality materials than before. The finishes aren’t as fetching in the low- and mid-grade models, but the top-spec Cannon X’s leather trim with quilting hits the nail on the head for those who want a bit of luxury for little money.
Read the next section to see how the interior stacks up from a practical standpoint, and check out our interior images below.
With its relatively light 2045kg kerb weight and 2900kg GVM, the GLS Premium has an 855kg payload rating. It’s also rated to tow up to 3100kg of braked trailer and with a GCM (or how much you can legally carry and tow at the same time) of 5885kg, that means you only have to reduce your payload by 115kg to do it. Or you could just lower your towing limit by the same amount (to 2985kg) and keep your full payload.
Either way, this is a realistic set of numbers to play with, because most 4x4 dual cabs with 3500kg tow ratings have to reduce their payloads by half a tonne or more to legally do it. Which is totally impractical of course, meaning most 3500kg tow ratings are more like 3000kg or less in the real world. And most people don't need to tow more than 3000kg anyway.
The load tub is 1520mm long and 1470mm wide with a depth of 475mm. There’s 1185mm between the rear wheel housings, so you can’t squeeze a standard 1165mm-square Aussie pallet in between them, but a smaller Euro 1200 x 800mm pallet can fit. There’s six tie-down points (would be better if they were closer to floor height) and a full tub-liner.
Cabin storage consists of a bottle holder and storage bin in each front door plus an overhead glasses holder and single glovebox. The centre console has a small storage cubby at the front, two small (500ml) bottle or cup holders in the centre and a lidded box at the back which doubles as a driver’s elbow rest.
Rear seat passengers get a bottle holder but no storage bin in each door, flexible storage pockets on each front seat backrest, a pull-down centre armrest with two cup holders plus an open cubby in the rear of the console for small items. The base cushion is fixed, with no storage space beneath or the ability to be stored vertically for more internal carry space, like some rivals.
Big outside, spacious inside. That’s a good way to describe the GWM Ute.
In fact, if we start from the back seat, it’s fair to say the new Cannon range is among the roomiest in the class, with plenty of space for someone my size - 182cm or 6’0” - to have ample space. With the driver’s seat set for me, I had good toe, knee and head room in the back row, and there’s good width to the cabin as well - plus there’s no huge transmission tunnel intrusion, so three adults won’t be an issue.
If you’re going to use the ute for child transport, there are dual ISOFIX child seat anchors and two top-tether points as well. They’re not the fabric loop type, either - they’re a fixed steel anchor in the rear wall of the cabin. The Cannon X’s smart 60:40 rear-seat layout is something that could win some buyers over, especially those with kids.
Nice touches for rear-seaters include directional air vents, a USB charge port and 220-volt powerpoint to keep devices charged up, while there are map pockets and bottle holders in the doors, but no fold-down armrest in the lower two grades, and no rear cup holders in any grade.
Up front there is okay adjustment for the driver’s seat but, again, the lack of reach adjustment for the steering wheel on the Cannon and Cannon L models seems like crude cost-cutting, as it should be standard if you can get it.
I found myself not being able to get my ideal driving position because of the lack of reach adjust on the Cannon L, and there are a few other ergonomic quirks, too. Things like the buttons for the driver info display - the OK button on the wheel requires a three-second-press to show the menus - and the actual usability of it is a bit hit and miss, with it seemingly impossible to get the digital speed readout to stay on screen when you have lane keeping active.
You also have to go through the screen to adjust those settings, and the lane keep system will be on as default every time you start the car. Plus a digital display for the set air-con temperature - rather than through the screen - would be nice, and the seat heating is activated by a button on the console but you have to adjust the level through the screen. Not excellent.
That said, the screen is mostly excellent - quick to react, clear in its display, and pretty easy to get to grips with, but it is especially good if you plan to use it primarily as a mirror for your smartphone. I had no issues with the Apple CarPlay connectivity across multiple drives, and that’s more than I can say for some rival utes. The sound system is only okay, too.
There is reasonable storage, with a pair of cupholders between the seats, bottle holders and trenches in the doors, and a small storage section in front of the gear shifter and a covered centre console with an armrest cover. That armrest is annoying in the Cannon and Cannon L models, as it moves forward too easily, meaning the lightest lean can jolt it forward. In the Cannon X, there’s a better, more sturdy console design.
The glovebox is reasonable, there’s a sunglass holder for the driver, and overall it is fine for interior practicality but doesn’t set any new benchmarks.
The materials are where things feel a bit cut-price, especially in the Cannon and Cannon L. The fake leather seat trim isn’t very convincing, while the leather trim on the steering wheel (Cannon L up) isn’t terrific either. I do like the design of the wheel, though - it looks kind of like an old Jeep or even the PT Cruiser. Not sure if that was intentional or not.
Price and features
Our test vehicle is the MY20 GLS Premium which is the top rung on the Triton model ladder. With a list price of $52,490, it represents outstanding value for money given that premium versions of its mainstream 4x4 dual cab ute competitors are priced above $60,000.
Beyond its black nudge bar, sports bar, load tub-liner, side steps and rear-step bumper, there’s chunky six-spoke 18-inch alloys with 265/60R18 tyres and a full-size spare. Plus LED dusk-sensing headlights and daytime running lights, halogen fog lights, chrome door handles, chrome door mirrors with integral heating and turn indicators, speed/rain-sensing wipers, cruise control, reversing and 360-degree cameras plus a rear diff lock.
Keyless entry reveals a sumptuous interior with dual-zone climate control, rear privacy glass, leather-appointed seats with heating up-front, leather-bound steering wheel/gearshift/handbrake and height/reach adjustable steering column. There’s also 12-volt/USB connections and a six-speaker system with 7.0-inch touchscreen, Android Auto and Apple CarPlay, DAB radio and multiple connectivity including Bluetooth.
Like we said, it’s fully loaded, but if subjected to a working role it wouldn’t take long for muddy boots and dirty grit-filled shirts and shorts to make that fancy leather and carpet look pretty second-hand. Tough canvas-type seat covers and dirt-trap rubber floor mats might be a good idea if you want to preserve such niceties.
You used to be able to get a Great Wall ute for as little as twenty grand - drive-away! That’s not the case anymore, though… well, not with the GWM Ute, which has taken a big step up in price, but still remains one of the most affordable dual-cab 4WD utes on the market.
The three-tier GWM Ute range kicks off with the entry-level Cannon variant, which lists at $33,990 drive-away.
That price scores you 18-inch alloy wheels, body-coloured bumpers, LED headlights with LED DRLs and active fog lamps, side steps, powered mirrors, keyless entry, push-button start, and a shark-fin antenna.
Inside it comes with fake ‘Eco Leather' seats, manual air-conditioning, carpet flooring, and a polyurethane steering wheel with paddle shifters for the automatic gearbox. Even at this grade you get a 9.0-inch touchscreen media system with Apple CarPlay and Android Auto, and the stereo has four speakers as well as AM/FM radio. A second 3.5-inch screen lives in the driver's binnacle, and it includes a digital speedometer and trip computer.
The base model Cannon also has a USB power outlet for a dash camera, three USB ports and a 12-volt power outlet in the rear, and rear-seat directional air vents as well.
Step up to the Cannon L, which costs $37,990 drive-away, and you net a few desirable extras for your additional dough. The Cannon L is the vehicle you see in the video review.
The Cannon L can be picked from the outside thanks to its "premium" 18-inch alloy wheels (which it shares with the model above it), while at the back you get a spray-in tub liner, a sports bar, and easy-down-up tailgate, a deployable cargo ladder and roof rails.
Inside, the front seats are heated, the driver's seat has power adjustment, there's a leather steering wheel, as well as climate control air conditioning (single zone), an auto-dimming rearview mirror, tinted rear glass, and the sound system jumps to a six-speaker unit.
The top-of-the-range GWM Ute Cannon X model overshoots the psychological barrier of forty grand, with a drive-away price of $40,990.
The top-spec model gets a pretty upmarket treatment, though, with quilted real leather seat trim, quilted leather door trims, power adjustment for both front seats, a wireless phone charger, voice recognition, and a 7.0-inch digital driver screen. The front also sees a redesigned centre console layout, which is cleverer than the lower grades.
Plus the back seat adds a 60:40 split fold setup, as well as a fold-down armrest. The cabin further gains reach adjustment for the steering (which really should be standard on all grades - instead, the lower specs had tilt adjust only), and the driver has selectable steering modes, too.
So, what about standard safety technology? It used to be that Great Wall models largely went without the sort of safety gear you found in mainstream utes. That’s no longer the case - see the safety section for the breakdown.
Colours available for the GWM Ute range include Pure White at no cost, while the Crystal Black (as seen in our video), Blue Saphire, Scarlet Red and Pittsburgh Silver add $595 to the price.
Engine & trans
The venerable 4N15 four-cylinder turbo-diesel is still one of the best in the business, with strong all-round performance that belies its relatively small 2.4 litre capacity. It produces 133kW at 3500rpm and a competitive 430Nm of torque, which is served full strength at 2500rpm but remains plentiful from as low as 1500rpm.
The six-speed torque converter automatic transmission matches the engine’s impressive refinement, with over-driven fifth and sixth ratios for economical highway cruising and a manual shift mode using steering wheel paddle-shifters.
Explore the Mitsubishi Triton in 3D
The excellent Super-Select 4WD-II system offers a choice of rear-wheel drive high range (2H) and full-time 4WD high range (4H) with centre diff unlocked, which is ideal for sealed and unsealed road use. The centre diff locked 4WD high range (4HLc) and centre diff locked 4WD low range (4LLc) settings are aimed at the rough stuff.
There’s also a choice of four off-road driving modes to maximise traction and stability on Gravel, Mud/Snow, Sand and Rock. And if that’s not enough to get you out of trouble, there’s also a rear diff locker.
Under the bonnet of the GWM Ute is a 2.0-litre four-cylinder turbo-diesel engine. We know, that sounds small, and the power outputs aren’t enormous either.
GWM says the diesel mill pumps out 120kW of power (at 3600rpm) and 400Nm of torque (from 1500-2500rpm). Those figures are below most rivals in the mainstream ute scene, but in practice the ute offers pretty strong response.
The GWM Ute is fitted only with an eight-speed automatic transmission, and all grades have paddle shifters. It has an on-demand four-wheel drive system (4WD or 4x4), with the drive mode selector essentially dictating proceedings. In Eco mode the ute will essentially run in 4x2 / RWD, while in Std/Normal mode and Sport mode it powers all four wheels. There is a low-range transfer case and a rear differential lock in all grades, too.
The gross vehicle mass (GVM) for the ute is 3150kg, and the gross combination mass (GCM) is 5555kg, according to the brand.
Mitsubishi claims a combined figure of 8.6L/100km. The dash display was showing a slightly higher 9.7 figure when we stopped to fill the 75-litre tank after just under 500km of testing. That wasn’t far off our own figure of 10.7 based on fuel bowser and trip meter readings, which means you could expect a realistic driving range of around 700km.
The official combined cycle fuel consumption figure for the Great Wall Cannon model range is 9.4 litres per 100 kilometres, which is decent considering this is a two-tonne-plus truck.
In our testing, which comprised urban, highway, back road and country driving, we saw an at-the-pump real-world fuel economy figure of 9.9L/100km.
The GWM Ute has a 78-litre fuel tank capacity. There is no long-range fuel tank option and the engine doesn’t have fuel-saving start-stop technology as some of its rivals do.
The GWM Ute runs at Euro 5 emissions standards, with a diesel particulate filter (DPF) fitted. Its emissions are stated at 246g/km CO2.
The GLS Premium’s ride quality when empty or lightly loaded is not as jiggly as the lower-grade GLX+ we've previously tested. We can only put this down to the increased sprung weight of the top-grade model, which being almost 100kg heavier results in a noticeable improvement in suspension behaviour. It just feels more composed when empty or lightly loaded and therefore nicer to drive on a daily basis in cities and suburbs.
The power-assisted steering response and turning weight is good, being light at parking speeds and increasingly firm as speeds rise. Braking from the front disc/rear drum combination is reassuringly strong and consistent under all loads.
Around town it’s quiet and comfortable with more than adequate performance thanks to its healthy torque to weight ratio. The short wheelbase and tight turning circle also make parking and other low-speed maneuvering a breeze.
It’s a comfortable and relaxed highway cruiser too, with low engine, tyre and wind noise allowing conversations without raised voices. The over-driven sixth gear allows the 2.4 litre turbo-diesel to maximise fuel economy, loping along with only 1650rpm at 100km/h and 1800rpm at 110km/h.
The engine is a huge highlight here. In the old Great Wall Steed, the engine and transmission were its biggest negative. Now, though, the GWM Ute’s powertrain is a really strong offering.
It isn’t the most refined engine in the world, but it is punchier than its outputs suggest it probably should be. There’s strong pulling power across a broad spectrum of the rev-range, and in rolling acceleration it has enough torque to push you back in your seat.
It’s just that when you take off from a standing start, there’s plenty of turbo lag to contend with. It’s hard to get away from a traffic light or stop sign without having to think ahead about the lag you’re going to encounter, so that’s something that could be better - most of the mainstream utes have less turbo lag from a standing start.
The engine teams well with the eight-speed automatic transmission, which is pretty smart in the way it behaves, and mostly does what you’d expect of it. There is some tendency to rely on the engine torque and labour gears, to the point that there’s excessive vibration noticeable (you can even see the rearview mirror shaking), but I’d prefer that than an overactive transmission that didn’t rely on the grunt available to keep things moving.
There are paddleshifters if you want to take matters into your own hands, though I wish the actual gear selector had a manual mode, which would make it easier to manipulate the ratios when cornering, as the turning action is pretty laborious and you can get caught mid-bend wanting to change up or down a gear.
Note - our drive loop for this launch test was primarily on paved roads, and we didn’t do a load test as part of this early preview drive. Stay tuned to see how the GWM Ute copes with a Tradie test where we push it to its GVM limits, and how it handles itself in the rough stuff when we do an Adventure review.
I did, however, drive on some unsealed gravel roads, and was largely impressed by the handling, control and comfort on offer, aside from an overactive stability and traction control system that tends to chew away at your power when you’re accelerating out of a slippery corner, causing it to feel a tad bogged down at times.
But in other ways, the GWM Ute was great to drive on-road, with a comfortable and mostly composed ride, especially at higher speeds. It can still feel like a ladder-frame chassis ute with leaf-spring suspension and oversized wheels when you’re encountering lumps and bumps at low speeds, but it certainly felt better to drive and more comfy in that situation than a HiLux without weight on board.
The steering is hefty and fine to operate, with nice light weighting at lower speeds and, when the lane keeping assist system is disabled, there’s decent feel and heft at higher speeds. But that lane-keep system can otherwise be overly assertive, and I found myself wanting to disable the system every time I drove the vehicle (which you have to do by pressing a button, then finding the correct section on the menu on the media screen, then toggling the ‘switch’). I hope GWM can find a way to make this simpler and smarter.
Indeed, that was another criticism - the lane assist system seemingly overrules the ability to have a digital speed readout on the 3.5-inch cluster. I know I prefer to watch my speed as a matter of priority.
All in all the drive experience is a good one, considering the price of the ute. Sure, a five-year old Ranger or Amarok is still going to feel more refined, but you won’t be getting that ‘new car’ feeling, and you might be buying someone else’s problems… for almost the same money as you can buy a brand-new Great Wall Cannon model.
Maximum five-star ANCAP rating (last tested 2015) and the latest active safety features including AEB, lane departure and blind-spot warnings, rear cross-traffic alert, trailer stability assist and lots more. There’s also seven airbags including full side-curtains, plus ISOFIX and top-tether child seat anchorage points for the two outer rear positions.
Safety has long been a key consideration for those in the market for budget-focused utes. It used to be that if you bought a cheap ute, you were deciding to forego advanced safety technology.
That’s not the case nowadays, though, with the new GWM Ute offering an extensive range of safety tech that is at the benchmark level for established ute brands.
The range comes as standard with autonomous emergency braking (AEB) that works between 10km/h and 130km/h for vehicle detection, while it can also detect and brake for pedestrians and cyclists from 5km/h to 80km/h.
The ute also features Lane Departure Warning and Lane Keep Assist, the latter of which operates between 60km/h and 140 km/h, and can help keep you in your lane by actively steering.
There’s also blind-spot monitoring and rear cross-traffic alert, as well as speed sign recognition, and the usual array of braking and stability assistance systems. Also of note is the standard-fit four-wheel disc brakes (as opposed to rear drums, like most utes still have) and an electronic park braking with auto-hold system. There is also hill descent control and hill-hold assist.
The GWM Ute Cannon model has a reversing camera and rear parking sensors, as well as front kerbside cameras to help you see ahead. The Cannon L and Cannon X models have a surround view camera system - which is one of the best this tester has used - plus those grades add front parking sensors as well.
The GWM Ute range has seven airbags, with dual front, front side, full-length curtain and front centre airbag protection, the latter of which is designed to prevent head clashes in side-impact crashes.
That said, it hasn’t yet been awarded an ANCAP crash test rating. We’ll have to see if it can max out like the D-Max and BT-50, which this ute almost mirrors for safety tech.
The Great Wall brand - now GWM - has pumped up its warranty cover to be seven years/unlimited kilometres, which makes it one of the best in the ute class for warranty. Better than a Ford, Nissan, Mazda or Isuzu, equal to the SsangYong, but not quite as good as the Triton (10 years).
The brand also offers five years of roadside assistance for free, which should put some potential customers’ minds at ease over potential reliability concerns.
There is, however, no capped price servicing plan. The first service visit is due at six months, before a regular maintenance schedule with intervals set every 12 months/10,000km, which could be a tad annoying for those who do a lot of mileage.
Got questions about Great Wall reliability, quality, issues, problems, faults or recalls? Head to your Great Wall problems page.