Mitsubishi Triton VS Toyota HiLux
- Five-star safety
- Value for money
- Versatile drivetrain
- Load tub overhang
- Cramped rear seat
- Annoying chimes
- Rugged appeal
- Improved safety
- A spec for everyone
- Yesteryear’s multimedia
- Not the best on-road ride
- Annoying six-month service interval
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|
When Toyota launched its HiLux ute in the late ‘60s, there’s no way the brand could have predicted predicted using it to own the Australian sales charts month after month in 2019.
Then again, I suppose a few years ago it would have been a laughable idea that dual-cabs rather than SUVs would have been snapping up the leagues of driveway spots once occupied by Falcons and Commodores.
The ute segment is one of the most hotly contested in Australia, though, so was the HiLux’s most recent rolling update and expanded range enough to keep it front of mind for Australia’s buyers? We took the popular SR5 4x4 spec for a weekly test and ran our eye over the rest of the range to find out.
|Engine Type||2.8L 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.
Not as car-like as the Ranger, but not as industrial as the D-Max, the HiLux provides a middle ground that will be ideal for a great many buyers looking for a truly capable dual-purpose ute.
There are some compromises in its expansive range, not least of which is its multimedia offering, but with an updated warranty and safety package the HiLux rightfully remains a formidable force in Australia’s dual-cab market.
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 HiLux isn’t pretty. It’s tough, almost industrial looking.
The 2020 model year brought with it a mild aesthetic nip and tuck for the exterior that included a new grille full of black gloss plastics.
I don’t like it. It looks all clunky now, I found the previous truck with its thin chrome grille was a little more resolved. My opinion aside, the HiLux looks undeniably ready for action, with its raised bumpers putting its approach and departure credentials on full show.
The extra chrome on the SR5 in its grille, door handles, bumpers, flashy 18-inch alloys, and sports bar really lift it above the rest of the HiLux range to give it that ‘top-spec’ look from a distance.
As mild as those tweaks seem, it’s part of what’s drawing customers to such highly-specified trucks.
The HiLux forgoes the American-truck look being popularized by its main rival, the Ranger, instead leaning into its cropped dimensions that have helped it lead the segment for so long in Australia.
The inside is unchanged from the pre-MY20 model, with a great many hard plastic surfaces and a little design going into the swept dashboard.
Unlike the Amarok or Ranger Wildtrak, though, the SR5 isn’t so plush you’d feel bad sullying it with work equipment.
The wheel feels great under hand, and the dash has a traditional layout that will please most, but there are a few annoyances here.
The system itself is clunky, with old, difficult-to-navigate menus and a lack of the latest phone connectivity tech. Don’t expect that to change any time soon, either. The HiLux’s media suite is too outdated to receive the connectivity updates on the way for much of Toyota’s refreshed passenger car range.
Aside from some poorly placed hard plastics and the jiggly suspension explored elsewhere in this review, the leather seats and padded trim for the driver on the doorcards make the cabin a decent place to be for long journeys.
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.
Toyota knows its target audience for the HiLux and has provided them with massive cupholders all around the front seats for gigantic bottles, meat pies and sausage rolls (and wallets, and phones…).
There are a few extra spaces around, a small trench under the air-conditioning controls, a double glove box set-up on the passenger’s side and a deep centre console box for everything else.
The back seat is decent on space, but not stellar. My 182cm frame can fit behind my own driving position with only a little airspace for my knees. A very welcome addition for the Australian summer at the SR5 grade is the presence of air vents on the back of the centre console stack.
The rear seat bases are on a 60/40 split and can be swung up to turn the rear portion of the cab into a more practical storage area.
The SR5’s tray won’t fit a standard Australian pallet, although few utes do. The dimensions come in at 1550mm long, and 1520mm wide (although this crops down to 1110mm between the wheel arches).
Toyota notes that the steel sports bar is not to be used for securing loads, leaving that task to four tie-down points around the edges of the tub. Those wanting to use the tray for more than recreational purposes will probably be saying goodbye to the sports bar before long.
In high-riding 4x4 trim, the HiLux has a payload of 955kg and a towing capacity of 750kg unbraked and 3200kg braked.
Those are just the figures stated by Toyota on paper, for a more in-depth look at the HiLux’s capacities, check out Mark Oastler’s TradieGuide review.
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.
To say the HiLux range is “expansive” is an understatement of epic proportions. There is a HiLux to suit almost any ute buyer – whether it’s for a fleet of stripped-down workhorses or a pre-packaged bells-and-whistles recreational off-roader.
This is a cornerstone of the truck’s success, for sure, but results in a range of 36 HiLux variations which can be overwhelming for consumers.
To break it down, there are now six HiLux trim levels consisting of (in price-ascending order): Workmate, SR, SR5, Rogue, Rugged, and Rugged X.
The entry-level Workmate has the most complicated range, as it is the only HiLux still available with either a 2.7-litre petrol or 2.8-litre diesel. It can also be had with either a six-speed manual or six-speed auto with the option of 4x4.
To complicate things further, it can be ordered with a body-matching tray, or as a cab-chassis.
The Workmate range alone stretches from $21,865 through to $46,865. It manages to undercut primary entry-level rival versions of the Mitsubishi Triton, Ford Ranger and Isuzu D-Max, although the latter two come with diesel powertrains as standard.
Those looking for further bargains will have to venture into the relatively murky waters of Chinese alternatives.
Stepping up to the SR ($40,285 - $50,740) offers the choice of extra- or dual-cab bodystyles in 2.8-litre diesel automatic high-rider only and adds an improved list of equipment.
To save you from reading a short essay, we won’t outline the spec of every HiLux grade in this review, but our test car is the most popular SR5 variant, which is available only as a 4x4 hi-riding automatic in dual-cab form.
Standard equipment on this truck is a 7.0-inch multimedia touchscreen with built-in nav (but not with Apple CarPlay or Android Auto yet… ), 18-inch alloy wheels, a colour display screen in the dash, body matching bumpers, a rear chrome step bumper, LED auto-leveling headlights, LED DRLs, privacy glass, side-steps, steel sports bar, cloth seat trim, carpeted floors (as opposed to vinyl), an air-conditioned console box, 220-volt accessory socket, single-zone climate control with rear air vents, and all-weather floor mats.
Our SR5 was fitted with the 'Premium Interior Package' which adds hardy leather interior trim with heated front seats and a power-adjustable driver’s seat ($2000), and the fetching 'Olympia Red' colour ($600).
On the technical front, the SR5 has disc brakes at the front, drum brakes at the rear, “heavy duty” suspension consisting of double wishbones at the front and leaf springs at the back, as well as a tow pack and rear locking differential as standard.
It has a low-range transfer case, downhill accelerator control, hill start assist, and underbody protection to round out its off-roading gear. We’ll look at capacities and dimensions later in this review.
The total cost (MSRP) of our truck came to $59,840 with the options fitted. A cool sixty thousand is significantly more expensive than the similarly-equipped Mitsubishi Triton GLX Plus ($43,490), or Nissan Navara ST-X ($55,250), and for the same money you can have the marginally better equipped Ford Ranger Wildtrak ($56,340) with the older 3.2-litre five-cylinder engine.
It’s a nice bit of kit, sure, plus you’re buying into the HiLux badge and the “rugged” reputation that goes with it, but it’s worth at least cross-shopping its rivals in such a competitive market.
Keep in mind that you’ll need to fork out extra for a tub-liner, as the SR5 doesn’t come with one.
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.
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.
The HiLux continues with its well-regarded 2.8-litre turbo-diesel engine in the SR5. Outputs are nominal for the segment, at 130kW/450Nm.
There’s nothing flashy about it. Not like the Ranger’s engines (which will get you more power from either an extra cylinder, or an extra turbo), or the Navara (extra turbo), or the D-Max (it’s literally a truck engine).
But the HiLux’s engine seems to pull it along at a fair pace for recreational duties. In terms of towing, a recent tow comparison had the HiLux falling behind the Ranger in terms of available torque, although ahead of the Mercedes-Benz X-Class which shares its powertrain with the Nissan Navara.
The six-speed auto was super compliant on my freeway and unsealed road tests and has performed the same way on previous comparison tests. The SR5 has a low-range transfer case with a rear differential lock as part of its drivetrain arsenal.
This truck’s ‘unbreakable’ visage was shaken lately with recent diesel particulate filter (DPF) issues, however Toyota claims those days are behind it with the introduction of a manual burn-off switch.
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.
My freeway/unsealed/daily grind test week produced a fuel consumption figure of 10.1L/100km. That’s 1.6L/100km more than its official claimed/combined figure of 8.5L/100km.
Given the amount of freeway driving on our test, we think you’d be hard pressed to get below 9.0L/100km on any given day.
4x4 HiLuxes are diesel only and have an 80-litre tank.
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.
On the road, the HiLux backs its tough look with a tough feel. Visibility is great from the driver’s seat, and with the range of adjustability in the seat and wheel its fairly easy to find a driving position suited to most.
The ride is stiff to a fault on the road when unladen though, and after being on the road for three or so hours you’ll be well and truly sick of its ladder-chassis jiggle. It’s particularly bad around the rear where those leaf springs will transmit bumps and jolts to the passengers with impunity.
The HiLux has firm but not unduly stiff steering. There’s plenty of feedback from the front wheels, so it’s easy to feel out where they are in lower-speed off-road environments, too.
Lighter, more car-like steering can be had in the Ranger or Amarok, which benefit in the ease of maneuvering tight city environments, although the compromise is less feedback.
At least the HiLux’s steering isn’t as heavy as the Triton which can, at times, be genuinely unpleasant.
The 2.8-litre turbo-diesel chugs along about mid-way through the segment in terms of outputs and it feels it behind the wheel. Refinement is about what you’d expect. Not as quiet as the Amarok or Ranger, but also not as industrial as the D-Max.
The SR5 feels at home the moment you take it off the tarmac and onto an unsealed surface. The suspension feels much better here, chugging over bumps, rocks and clambering over obstacles with relative ease.
At higher speeds, those stiff rear springs can have the rear fishtailing around over corrugated surfaces, although this can be reined in a little by driving in 4H.
While my test was limited to a few unsealed trails in regional NSW, the more hardcore off-road test segment in our six-ute comparison test (which featured this exact truck) had the SR5 come first place over its direct rivals.
Make sure to read it for more on the HiLux’s off-road performance.
As it is, the SR5 is a capable dual-purpose truck on and off the road, although unlike some rivals it prioritises ability over day-to-day comfort.
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.
The 2020 HiLux updates brought with them a significant increase in standard safety gear.
Active items that make up Toyota’s 'Safety Sense' suite include auto emergency braking (AEB – with pedestrian and cyclist detection), lane departure warning (LDW), road sign assist (lets you know what the speed limit is), and active cruise control. That last one is more than welcome for long freeway trips.
Notably absent are blind spot monitoring (BSM), rear cross traffic alert (RCTA), and driver attention alert (DAA).
On the side of expected safety refinements, the HiLux has seven airbags, stability, brake and traction controls, a reversing camera and hill start assist.
There are two ISOFIX child-seat mounting points on the outer two rear seats and three top-tether points.
This HiLux (from July 2019 onwards) has a maximum five-star ANCAP safety rating.
There are many utes on the market that still do not have the level of safety refinement now offered by the HiLux and this resonates down through its range.
On the face of it, the HiLux looks promising. Strong dealer network, capped price servicing, and at long last a five-year/unlimited kilometre warranty was introduced by the brand early in 2019.
Delving into the details a little proves the HiLux to be a bit frustrating, however. Although services are capped at an incredibly cheap-sounding $240, you’ll have to visit twice (maybe even three times) a year with intervals set at six months/10,000km.
Affordable, sure. Annoyingly frequent nonetheless.