Mitsubishi Triton vs Renault Trafic

What's the difference?

Apart from its distracting driver attention monitor, we can't see any major flaws that would detract from this vehicle’s comfort, practicality and performance when serving as either a utilitarian 4x4 workhorse or back-to-basics 4x4 dual cab for adventures off the beaten track.

The Renault Trafic is a practical and capable workhorse, but then so are some other mid-sized van rivals which sell in greater numbers and come standard with five-star safety credentials. Therefore, a potential buyer must be prepared to accept the Trafic’s inferior standard safety menu (or pay extra to enhance it) to exploit its numerous strengths in a working role.

Our test vehicle rides on a compact 3130mm wheelbase and is 1865mm wide and 1795mm tall, which combined with a 12.4-metre turning circle makes it agile and easy to manoeuvre both on and off-road.

Speaking of which, its all-terrain credentials include 228mm of ground clearance, a useful 30.4 degrees approach angle (without bull-bar) and 23.4 degrees ramp breakover angle, with the departure angle dependent on the type of tray fitted. These numbers would be more than adequate for accessing rugged worksites.

Its front suspension is double-wishbone with coil-springs, paired with a robust leaf-spring live rear axle. Brakes are front discs and rear drums and it has electric power-assistance for the rack and pinion steering.

Looks are subjective of course but we reckon it has a robust and purposeful appearance in cab-chassis form, particularly with the accessories fitted to our example.

Chrome is all but extinct in its predominantly grey interior. However, hard surfaces on the centre console and door-pulls have a synthetic carbon-fibre finish, which adds a touch of style to a low-maintenance cabin that won’t get trashed by spilled coffee or muddy boots.

You also won’t find fancy features like digital instruments (it has analogue speedo/tacho) or an electronic handbrake (this one’s the good old manual lever). Plus there’s physical dials for audio volume/tuning and ‘piano key’ buttons for the cabin’s climate control, which ensures no distracting touchscreen prompts when driving.

Our LWB example rides on a sizeable 3498mm wheelbase with four-wheel disc brakes, rack and pinion steering and MacPherson strut front suspension.

The rear suspension uses torsion bar primary springing, supplemented by a pair of secondary coil springs for carrying heavy loads.

Its 1967mm height ensures access to height-limited areas like multi-storey car parks and underground loading zones, but its lengthy wheelbase and front wheel-drive configuration combine to produce a relatively large 13.8-metre turning circle.

The Pro’s no-frills work focus results in extensive use of unpainted dark grey plastic in external areas where bumps and scrapes usually occur in hard-working vans, including the door mirror shells, wheel hubcaps, front/rear bumpers (including the rear pillars from top to bottom) and along the sides.

As a result, the Trafic has a robust and purposeful appearance, combined with a neat and practical cabin design with seating for three on a tasteful blend of contrasting grey fabrics. Hard surfaces are enhanced with satin chrome highlights.

The minimalist dash design (thankfully) provides physical ‘piano key’ buttons for numerous functions, plus there’s a trio of large manual dials to control fan speed, air-flow and cabin temperature in preference to distracting touchscreen prompts.

With a kerb weight of only 1993kg (without tray) and 3200kg GVM, our test vehicle has a 1207kg payload rating. However, after you add the combined weight of its steel tray and other accessories (417kg), the payload rating is reduced by the same amount to 790kg. Even so, that still leaves a sizeable weight capacity for up to five tradies and their tools.

It’s also rated to tow up to 3500kg of braked trailer but with its 6250kg GCM (or how much it can legally carry and tow at the same time) the payload would have to be reduced by 450kg (from 790kg to 340kg) to avoid exceeding the GCM.

In real-world use it’s unlikely that many (if any) Triton owners would need to tow 3500kg but it’s important to be across these numbers to avoid overloading, which is dangerous and illegal.

The genuine accessory galvanised steel tray is internally 1650mm long and 1780mm wide. It has a robust checker-plate floor and a tube-frame front bulkhead with sturdy wire-mesh rear window protection.

There’s also swing-up load retainers on top of the tube-frame on each side, which when paired with the matching rear tube-rack accessory provides secure carrying space for extension ladders or long lengths of timber and PVC pipe/conduit.

There’s also external rope/strap rails along each side but like all steel trays we’ve come across there’s no internal load-anchorage points.

The driver and front passenger have access to a bottle holder and storage bin in each front door plus an overhead glasses holder and a large open compartment above the glovebox. The centre console offers more open storage plus two bottle/cupholders in the centre and a usefully-sized box at the back with a lid that doubles as a driver’s elbow rest.

The rear bench seat is comfortable and surprisingly spacious for tall people, given I’m 186cm and when seated behind the driver’s seat when set in my position, I have about 40mm of kneeroom and 60mm of headroom.

There’s also adequate head clearance for those seated in the slightly higher centre position, but the floor’s prominent transmission tunnel requires one boot either side and knees together between the front seat backrests.

And like all dual-cab utes short of a full-size US pick-up, rear shoulder room is squeezy for three adults, which is tolerable for short trips but a maximum of two adults would be ideal for longer drives.

Rear seat storage includes a bottle-holder and bin in each door plus pockets on each front seat backrest. The centre seat’s backrest also folds forward to serve as an armrest with dual bottle/cup-holders.

The bench seat’s base cushion is fixed, so unlike numerous rivals it can’t swing up and be stored vertically if more internal carrying space is required.

With its relatively light 1816kg kerb weight and 3070kg GVM, our test vehicle has a substantial 1254kg payload rating which is almost 200kg higher than Toyota’s HiAce LWB (1055kg).

Its 1630kg braked tow rating is also higher than the HiAce’s 1500kg limit and with its 4700kg GCM (or how much it can legally carry and tow at the same time) the Trafic (like the HiAce) can haul its maximum payload while towing its maximum trailer weight.

Standard cargo bay access is through a single kerbside-sliding door or glazed swing-up tailgate, but a right-side sliding door and glazed symmetrical rear barn-doors with forklift-friendly 180-degree opening (the latter as fitted to our test vehicle) are available as options. The cargo bay walls and doors are lined to mid-height.

The load floor is 2937mm long and 1662mm wide, with 1268mm between the rear-wheel housings. So, it can carry up to two standard 1165mm-square Aussie pallets or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points.

The cargo bay offers a competitive 6.55 cubic metres of load volume. Our example is fitted with a 12mm-ply non-slip floor kit and cube shelving kit provided by local industry supplier Autosafe. According to Renault, this tradie-focused set-up retails for $5254 including freight and installation.

The fixed two-passenger bench seat has a lap-sash belt for the central passenger and even someone my height (186cm) can get reasonably comfortable in the middle of a crew of three, albeit with knees competing for space with the prominent dash protrusion that houses the gearshift. By contrast, the outer passenger has ample knee and foot room.

The cabin is equally generous with headroom and displays optimum use of storage space. This includes a large bin in each door which can fit large bottles, with a smaller bin above.

There’s also small-bottle/cupholders on each side of the dash-pad plus a clamshell-lid compartment ahead of the driver, a large open tray in the centre (with two USB-C ports), small closable bins in the lower dash on either side of the driver and a single glove box.

If you choose the glazed bulkhead option, the centre-seat backrest folds forward to reveal an elaborate three-tier workstation, starting with a clipboard on top that can also be detached to use outside the vehicle or mounted vertically in the workstation to face the driver or passenger.

Beneath the clipboard is a hinged work desk, which when raised reveals a shallow felt-lined compartment that’s ideal for hidden storage of phones, tablets, lap-tops etc.

Folding the bench seat’s front-hinged base cushions forward also reveals a cavernous hidden storage compartment underneath.

Our Pro LWB (Long Wheelbase) L2H1 test vehicle, in 'Glacier White' and ‘Pro’ model grade, comes with a 2.0-litre, four-cylinder, turbo-diesel engine and optional six-speed dual-clutch automatic for a list price of $53,000.

In comparison to the major players, that's in the same ballpark as the Toyota HiAce, lower than Ford's Transit Custom and higher than Hyundai's Staria Load and LDV's G10+.

Our example has a couple of extra-cost options including a glazed cabin bulkhead ($400) and glazed rear barn-doors ($400). The cabin is also equipped with a set of carpet mats ($138) from Renault’s genuine accessories range.

Its work-focused standard equipment list includes no-frills 16-inch steel wheels with 205/65R16 tyres and a full-size spare, plus an eight-way-adjustable driver’s bucket seat, 4.2-inch colour driver’s display including digital speedo, two-passenger bench with under-seat storage, rear parking sensors, reversing camera, LED headlights and LED daytime running lights.

Multimedia is provided by an 8.0-inch central touchscreen with wireless Apple and Android smartphone mirroring and Bluetooth audio streaming.

Renault also offers numerous individual options, plus option packs including the 'Comfort Pack', 'Peace of Mind Pack' and 'Trade Pack'.

The Triton’s 2.4-litre four-cylinder diesel engine is equipped with two turbochargers that work in sequence to boost efficiency, with the smaller one providing fast response at low rpm and the larger one optimising performance at higher rpm. The result is 150kW of power at 3500rpm and torque peaking at 470Nm between 1500-2750rpm, using AdBlue to minimise emissions.

It’s paired with a six-speed torque converter automatic that offers the choice of sequential manual shifting, which can be preferable when hauling and/or towing heavy loads, particularly in hilly terrain.

The 4x4 system is dual-range, part-time offering 2H (2WD High Range), 4H (4WD High Range) and 4L (4WD Low Range) controlled by a dial on the centre console. However, you need to step up to the GLX+ to get a rear diff-lock.

The Euro 5-compliant 2.0-litre, four-cylinder, turbo-diesel produces 125kW at 3500rpm and peak torque of 380Nm at 1500rpm.

The six-speed dual-clutch automatic transmission offers the choice of sequential manual-shifting using the shift-lever (no steering wheel paddles) and offers three drive modes comprising 'Normal' (default setting), 'Eco' and 'Performance'.

Mitsubishi claims official combined average consumption of 7.7L/100km but the dash display was showing 9.9 at the completion of our 316km test, which included the usual mix of suburban, city and highway driving of which about one third of that distance was hauling its maximum payload.

Our own consumption figure, calculated from fuel bowser and tripmeter readings, came in higher again at 10.7L/100km which is on the borderline of the usual 2-3L/100km discrepancy between manufacturer claims and real-world consumption.

So, based on our own numbers, the test vehicle should have a real-world driving range of around 700km from its 75-litre tank.

Renault claims official combined (urban/extra-urban) average consumption of 6.5L/100km but the Trafic’s dash display was showing 7.9 when we stopped to refuel at the end of our 359km test, of which about one third of that distance was hauling a one-tonne-plus payload.

Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 8.9 which falls comfortably within the usual 2.0-3.0L/100km discrepancy between official and ‘real world’ consumption.

Fact is, any mid-sized van that can produce sub-10L economy in the real world gets a big thumbs-up from us. So, based on our numbers, you could expect an expansive driving range of around 900km from its 80-litre tank.

Large assist-handles on the A (and B) pillars, combined with the accessory side-steps on our example, make it easy to climb aboard and find a comfortable driving position.

The unladen ride is firm, as you’d expect given its 6.0-tonne-plus GCM rating, but it’s still supple enough to soak up the bumps without the harsh kidney-belting ride suffered in some cab-chassis one-tonners we’ve tested.

This is no doubt helped by the accessories fitted, which provide more than 400kg of additional sprung weight to engage the heavy-duty rear springs and improve the ride quality. That’s something to keep in mind if you often drive unladen.

The steering is firmly weighted and the brakes have good response, with the rear drums offering a terrier-like bite when the manual handbrake is applied on steep hills with a heavy load on board.

The four-cylinder 2.4-litre diesel, with its sequential turbocharging and strong outputs, provides energetic all-round performance with efficient gearing that ensures its operating within its peak torque band most of the time.

However, at highway speeds it does tend to hold top gear for too long, when the engine has dropped below 1500rpm and is clearly wanting a downshift.

To test its payload rating, we strapped 650kg on the tray which when combined with accessories and crew was right on the weight limit. The stout rear springs compressed only 25mm under this load, leaving ample bump-stop clearance that assured there was no bottoming-out on our test route.

The Triton handled this task with competence, maintaining good performance and chassis stability. It easily hauled this load up our 13 per cent gradient, 2.0km set climb at 60km/h, with the six-speed auto self-shifting down to third gear and 2500rpm which was comfortably within its peak torque band. Engine braking on the way down was also commendable.

Our only gripe is the driver distraction monitoring system which is still too reactive in certain situations, like scratching an itch below my eye even though I was looking straight ahead while doing it. Even though Mitsubishi has tried to improve this system, it needs more refinement, as it detracts from an otherwise positive driving experience.

The driver’s seat offers good comfort with its firm bolstering, fold-down inboard arm-rest and adjustable lumbar support. The only thing missing is a left footrest, just like the one residing in the outer passenger footwell which is of course the driver’s footwell in LHD models.

The synthetic leather-rimmed steering wheel feels nice in your hands and has a premium look. Eyelines to all mirrors are good and the large window in the optional cabin bulkhead allows a clear view through the rear barn-doors, but only if you remove the centre seat’s headrest when the middle seat is unoccupied.

Engine response is at its most energetic from 1500rpm where maximum torque is tapped and it continues to pull strongly all the way to maximum power at 3500rpm.

The decisive shifts of the dual-clutch automatic in Normal (default) drive mode feel well calibrated in terms of optimising the engine’s performance in all driving conditions, which is confirmed by only small differences in response when using the Eco and Performance modes.

Its gearing also ensures the Trafic is well-suited to highway work, requiring only 2000rpm to  maintain 110km/h. It’s even better with the optional bulkhead/cargo barrier as fitted to our test vehicle given it insulates the driver from most cargo bay noise, which can become intolerable in vans at these speeds without this item fitted.

To test its payload rating we forklifted 975kg into the cargo bay. Combined with the weight of the Autosafe fit-out and driver, it equalled a total payload of 1150kg which was only about 100kg less than its legal limit.

The rear suspension compressed about 50mm under this loading, yet still had ample travel to ensure there was no bottoming-out during our test drive. It hauled this one-tonne-plus payload with commendable ease in city, suburban and highway driving, with negligible effects on handling and braking.

It also impressed on our 13 per cent gradient, 2.0km set-climb at 60km/h, quickly downshifting to third gear to easily haul this load to the top.

Engine-braking on the way down, in a manually-selected second gear, wasn’t as robust, but in our experience typical of small displacement (sub-3.0L) turbo-diesels trying to restrain one-tonne-plus payloads on steep descents. Even so, the four-wheel disc brakes comfortably kept speeds under control without a hint of fade.

There’s no ANCAP star rating and the current range (September 2022 onwards) only earned a silver medal in ANCAP’s Commercial Van Safety Comparison, with its score of 45 per cent reflecting the absence of AEB for pedestrians/cyclists and lane-keeping assist.

Even so, its standard safety menu includes front and lateral-curtain airbags for driver and passengers plus driver’s thorax airbag, car-to-car AEB, lane departure warning, rear parking sensors, a reversing camera and more.

However, with a huge blind-spot over the driver’s left shoulder created by the solid cargo bay walls, a Trafic buyer should not have to pay extra to get essentials like blind-spot monitoring and rear cross-traffic alert, given these active safety features are standard on the segment-leading Toyota HiAce.

It comes with a five-year/100,000km standard warranty, or 10 years/200,000km if serviced at Mitsubishi dealers.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Pricing is capped at $6860 for 10 scheduled services up to 10 years/150,000km, or an average of $686 per service.

Mitsubishi currently has more than 200 dealers across its national network that spans metro, rural and regional areas. Mitsubishi dealerships are also service centres.

The Trafic comes with a five year/200,000km warranty, which includes five years 24/7 roadside assist. Scheduled servicing is 12 months/30,000km whichever occurs first. Capped-pricing applies to the first five scheduled services up to five years/150,000km which totals $3555, or an annual average of $711.