Mitsubishi Triton vs Toyota Land Cruiser

What's the difference?

With its new looks and twin-turbo diesel engine, the new Mitsubishi Triton GSR should entice those wanting a handsome-looking family ute that can still tackle serious off-roading adventures. It misses out on a third-child seat option which will deter some families but I like its ownership benefits and on-road manners. My son really enjoys utes in general and had a blast making the tray his fort this week.

The Toyota LandCruiser 300 GR Sport is a total knockout when it comes to its looks, comfort and practicality. It’s stupidly easy to drive and has a fuel efficiency that should make you swoon but the servicing is a bit annoying and it’s not the most affordable option on the market. However, even though it hasn't benefited from any updates this year, you don't feel like you're missing out on any luxuries.

My son adores it, wants it and will be very disappointed when we hand it back. Naturally, he gives it a 10/10.

I quite liked the old styling of the Triton, it looked sleeker than its rivals but the new GSR sports a beefier roadside presence with its black accents - which are found on the 18-inch alloys and big sailplane (or sports bar), as well as in the darker grille and badging.

The redesigned front showcases a squared-off shape which accentuates the work-horse toughness you associate with utes.

The interior has also seen a redesign with a dashboard headlined by the shiny new tech screen and has more soft touchpoints across it. The traditional gear shifter and handbrake, as well as all the buttons and dials will appease old-schoolers but the black leather upholstery and contrasting orange stitching should pull in modern ute drivers wanting comfort and practicality.

Design is 100 per cent subjective. I love the look of the LC300 GR Sport because it features what I feel is a timeless, handsome shape.

For some, it may look too big and brutish, because you could throw a bunch of beefy words at it, and somehow, they’d all fit the roadside presence of this extra-large SUV.

What visually sets the GR Sport apart from its siblings are the multitude of black accents across the body from the rear badging, wheels and arches, door handles and roof racks. The grille is also distinctly different in its horizontal design with the Toyota badging capitalised in a bold white font for extra effect. 

Head inside and the cabin looks ruggedly capable with the dimensions of the centre console and dashboard complementing the external looks.

Technology looks upmarket, joinery is solidly put together and the leather upholstery adds to the plush comfort of the seats but there is a sense of capability in the physical buttons and dials still found on the dashboard.

Which is where I start to really like the LC300 GR Sport because everything is where you expect it to be - this is not a car you’ll get flustered in but nor does it have that generic Toyota look.

The cabin up front feels spacious and I have plenty of room for my 168cm height. My seven-year old son and I love the side steps and grab handles, as the 228mm ground clearance can lead to a few unladylike grunts when getting in and out.

The front seats are very comfortable but I am surprised the passenger seat isn’t powered in the top model. 

The individual storage is excellent for a ute with two glove boxes, four cupholders, two drink bottle holders, a deep middle console, phone cubby and a sunglasses holder.

They’re very old-school but I still love the practicality of the dash-mounted cupholders and that the cup insert can be slid back to make more room for a larger drink or item.

There’s not much to access on the multimedia system in terms of customisations but it is dead-set simple to use. You get built-in sat nav, Android Auto and wireless Apple CarPlay and the CarPlay is easy to connect to and maintains its connection.

The traditional analogue instrument cluster and the 7.0-inch digital display panel offers a lot of safety customisation, which is handy while on the go and makes the car feel pretty solid.

Charging options are good up front with a single USB-A and -C port plus a wireless charging pad.

The back seat is comfortable enough behind my driving position but might be squishy for an adult behind a taller front occupant. You get decent amenities with ceiling-mounted directional air vents, fan control, a USB-A and -C ports plus a 12-volt socket.  

The back row sees decent individual storage with two map pockets, two device pockets, two cupholders in the fold-down arm rest, as well as, a drink bottle holder in each storage bin.

The tray is decently sized and can fit a Euro pallet and has a 1030kg max payload limit, which means all your hardware trips should be good to go. The GSR model doesn’t have a cover but you can add one as an accessory at extra cost (multiple options ranging from $900 for a soft cover to $4200 for an electric roll top). It would make the grocery shopping a bit easier as I filled the cabin on my run this week due to the rain!

There’s no assisted tailgate, which makes it a bit harder to open and close. I would definitely invest in one if you have kids around because it's a heavy tailgate and you wouldn't want it to fall onto an unfortunately place head.

The front row is roomy and even with a co-pilot, you feel like you have yards of space to settle into. The seats offer a wide seat and plush padding, as well as heat and ventilation functions which adds comfort for longer trips.

Individual storage is good with a large glove box, two cupholders, two drink bottle holders and a large middle console that also features a 'cool box' function for drinks or snacks.

The comfort of the front is replicated in the backseat, which deftly accepts the height of my 183cm father. The width of the seat can easily accommodate three adults in relative comfort or, if you have a few tots in tow, three child seats.

Amenities and storage in the back row are what you'd expect for a top model in this class. The rear outboard seats feature heat and ventilation functions and there is dual air-conditioning and climate control, as well as, four directional air vents.

The fold-down armrest features two cupholders while the doors hold a drink bottle each and a small storage bin. There are also two map pockets and you can access the middle console cool box with a rear-mounted button.

The GR Sport does remind you that it's a big car with its 235mm ground clearance and my seven-year-old son declared I needed to hold all of his stuff this week as getting in and out is a ‘two-handed- operation'. Like him, I too am grateful for the grab handles and side steps in this car.

The technology is well-rounded and simple to use. The 12.3-inch touchscreen multimedia system looks great and is responsive to touch. It has built-in satellite navigation and a Toyota Connected Services app with three years of complimentary updates. There is also wired Apple CarPlay and Android Auto, AM/FM radio and DAB+ radio but there’s not much else to access in this system.

The mostly analogue instrument cluster features a 7.0-inch tech screen and this is where you can do a lot of your customisations with display and safety.

The charging options are solid up front with the choice of a USB-A and C port, 12-volt socket and a wireless charging pad. The rear gets two USB-C ports and a 12-volt socket as well.

The boot is cavernous with its 1131L of luggage capacity and that’s with all seats in use. The squared shape of the boot and the 90-degree angle the boot lid opens to are quite practical, especially when fitting bulky items or loading things in the rain.

All GR Sports come with a powered boot lid and a domestic 220-volt socket for charging larger items while adventuring.

The LC300 series is offered in six grade levels for our market and the second-from-top-spec GR Sport model (the Sahara ZX is slightly more expensive) is on test here. It’s priced from $145,876 before on-roads which is almost $4K dearer than last year’s pricing but doesn’t feature any new upgrades.

Its price point also positions it more towards the top-end of the upper-large SUV market, compared to its rivals. Sitting at the top of that list is the Lexus LX500D F Sport at $180,061 MSRP and then the Land Rover Discovery D300 at $129,020 MSRP.

The most affordable rival is the Nissan Patrol Warrior for $104,160 MSRP but it's important to note that the Patrol is only available with a hefty 5.6L V8 petrol engine, there's no diesel variant. Which is something to consider when you're at the bowser.

In terms of luxuries, there is a heated steering wheel, powered front seats with heat and ventilation functions, leather upholstery and synthetic leather trims throughout. The rear outboards seats also have heat and ventilation functions and a sunroof comes standard.

The technology looks premium with a 12.3-inch touchscreen multimedia system and a 7.0-inch digital instrument cluster headlining the dashboard. There's some 'old world' charm with the CD/DVD player at the front.

Tech is rounded out by the wired Apple CarPlay and Android Auto, built-in satellite navigation, Toyota Connected Services App, head-up display, three USB-C ports, one USB-A port, two 12-volt sockets and a wireless charging pad. There is also a 220-volt domestic socket located in the boot and a premium 14-speaker JBL sound system.

The key practical features include a powered tailgate, cool box (middle console), four-zone air-conditioning and climate control, push-button start, keyless entry and a full-size spare wheel.

All 4WD Tritons feature the same new 2.4-litre twin-turbo diesel engine that produces 150kW of power and 470Nm of torque, both figures up from the previous model.

The GSR features a six-speed automatic transmission and high- and low-range as well as a rear differential lock. 

The GSR has seven different terrain modes - 'Normal', 'Eco', 'Gravel', 'Snow', 'Mud', 'Sand' and 'Rock'. Combined with its braked towing capacity of 3500kg, weekend adventuring can definitely be pursued!

The LC300 models all share the same 3.3-litre V6 twin-turbo diesel engine that produces a hefty 227kW and 700Nm of torque. Making it powerful enough to easily handle its 3.5-tonne braked towing capacity.

The GR Sport has a 10-speed auto transmission and has a full-time 4WD system with high and low range. It also has front, rear and centre diff locks, so adventuring pursuits should be a breeze but check out Crafty’s off-road review on this model for more 4WD insights.

The official combined fuel-cycle consumption figure is 7.7L/100km and my real-world usage came out at 8.7L after doing a lot of open-road mountain trips and some urban stuff. So, the diesel engine is pretty darn economical!

Based on the large 75L fuel tank and official consumption figure you get a theoretical driving range of 974km.

It's big and has a lot of power, so it should be pretty thirsty ... right?

Wrong! The official combined fuel-cycle consumption figure is 8.9L/100km and my real world usage came out at 9.8L/100km after doing a mix of long open-road trips and some urban stuff.

Based on the official combined fuel cycle and the two fuel tanks, which equal 110L, you’d be able to get a theoretical driving range of 1236km.

The new engine is powerful and has solid pick-up without any unnecessary ‘champing at the bit’ movement throughout the back. It’s very smooth with its power delivery.

The new-gen Triton sports a new chassis and suspension, the latter feeling a bit springy over big bumps but during general driving it absorbs the road pretty well. Like it’s predecessor, I would still say the ride is more 'trucky' than refined but there’s heaps of comfort for long-haul driving. 

The cabin is mostly quiet which isn’t always the case for a ute and it’s only in heavy rain you have to raise your voice to chat. The tall ride and windows have provided good visibility, too.

With at times torrential rain during the test week, the GSR hit some serious situations - overflowing causeways, pot-holed roads and muddy banks but always feels sure-footed.

The GSR is a substantial car sitting at 5320mm long, so you get a bit of overhang at the kerb side. As such, you can find yourself getting a bit choosy with car spaces. But on a whole, it’s not hard to park because the 360-degree view camera system is so damn good. Well done, Mitsubishi.

The GR Sport is a massive car but it doesn’t handle like one. That's not to say it handles like a small car but it doesn't feel like a truck to drive.

The power is effortlessly gutsy and there's no issue keeping your speed consistent on hills. The 10-speed auto transmission manages its gear changes and power hits smoothly. The rumble of the V6 engine is also quite therapeutic when it comes time to tackle an overflowing causeway or muddy road.

The GR Sport feels solidly grounded and even on winding roads, the roll in corners isn’t bad at all. Less so than a Prado, actually. 

The ride comfort is very good in the GR Sport grade as it has special adaptive suspension and that means that you really aren’t bothered by the road surface. Besides some whistling from the roof racks, there’s also little outside noise and it feels refined in the cabin because of it.

The wide windows and high seating position offers great visibility all around but I'm very aware of how large the car is as I can't see my son when he walks around it. The sensors alert you but make sure all kids are accounted for before you start moving.

Despite its size, the GR Sport is very nimble to manoeuvre with a small 11.8m turning circle and steering that is responsive.

Parking has been no issue for me this week and while the 360-degree view camera is a bit too fish-eye lense for me, its clear and you get used to it pretty quickly.

The GR Sport is the only grade not covered by the LandCruiser 300 Series' 2022 five-star ANCAP safety rating.

Toyota doesn’t have any plans to get it rated but it still features all of the safety equipment of its top-spec Sahara siblings.

Standard items include AEB, adaptive cruise control, lane keeping aid, lane departure alert, traffic sign recognition, blind-spot monitor, rear cross-traffic alert, 360-degree camera system, trailer sway control, parking sensors (front and rear), and a rear parking support brake.

Other safety highlights include an alarm system, SOS emergency call button, stolen vehicle tracking and an automatic collision notification system.

The GR Sport has 10-airbags but misses out on the newer front centre airbag.

There are ISOFIX child-seat mounts on the rear outboard seats and three top-tether anchor points. You can absolutely get three child seats installed but you miss out on a third row due to the grade level. Which might be a bummer for larger families who are wanting this spec.

If you service though Mitsubishi, the Triton comes with a 10-year or up to 200,000km warranty, which (in terms of duration) outstrips every other offer across the board. If you don't service through Mitsubishi that warranty period drops to five-years/100,000km.

The Triton comes with capped-priced servicing for 10 years, or up to 150,000km and services average $584 each, which is good for the class.

Servicing intervals are also reasonable at every 12 months or 15,000km, whichever occurs first.

The GR Sport comes with a five-year/unlimited kilometre warranty and if you stick to your service schedule, you get an additional two years of engine coverage.

There is capped-priced servicing for up to five years or 100,000km, which entails a total of 10 services or two a year as servicing intervals are a pain at every six months or 10,000km, whichever occurs first.

Services are $400 which equates to $800 per year, which is a bit expensive but not outrageous for the class.