Volkswagen Amarok vs Mitsubishi Triton

What's the difference?

The Life might one of the more budget-friendly offerings in the Amarok range, but for mine, it's also among the smartest buys in the family.

So ask yourself, do you really need that V6?

The sixth-generation Triton is bigger, stronger, more powerful and more capable. By our measure, it’s the best one yet. It now matches the segment leaders on towing and payload ratings and, despite price increases, still represents compelling value for a high-quality Japanese ute. Mitsubishi has made choosing a dual cab ute from an already quality field even harder.

It feels a little weird to describe any kind of dual-cab ute as "elegant", I know. We're used to these trucks looking big and bulky, with tough usually being the singular design brief.

But you know what, I'm going to. Because the Amarok does look somehow elegant – mature, even – both in its Core and Life guises.

It's partly the colours available – the Bright Beige Metallic especially is lovely — but it's also the design philosophy overall. VW talks about it, and when they do it can sound like marketing guff, but the Amarok does genuinely look like it has European sensibilities.

Climb inside the Core and you're met with the rough-and-tumble cabin of an entry-level workhorse. The steering wheel feels low end, the flooring is vinyl, and there's a manual parking brake, cloth seats and hard cabin materials.

That said, it's all nicely laid out, and it all works visually, especially when you consider the purpose of the Core.

The Life improves matters, with comfy - still fabric - seats, a leather steering wheel and a cooler, leather-wrapped shifter, and a nice smattering of colours through the cabin, though the hard plastics remain.

New exterior styling features bold body contouring with a distinctive grille/headlight design. It’s also larger in key dimensions including body length (up 15mm), body width (up 50mm) and load tub length (up 35mm) for improved cabin space, comfort and load capacity.

The new body is mounted on a redesigned chassis-frame with significant gains in strength and torsional rigidity.

Track width is unchanged but there’s a substantial 130mm increase in wheelbase to 3130mm, which is longer than the HiLux (3085mm) and closer to the Ranger (3220mm) with noticeable improvements in ride quality and handling stability.

Off-road credentials include 228mm of ground clearance and 30.4 degrees approach/23.4 degrees ramp break-over/22.8 degrees departure angles.

The suspension tune for Australian-delivered Tritons comprises a unique front shock absorber/spring combination. The rear suspension has also been revised with larger shocks and lighter, more efficient leaf-springs to reduce unsprung weight for enhanced ride and handling.

Work-focused GLX models are equipped with ‘heavy-duty’ rear suspension, while the more luxurious GLS/GSR have softer-riding ‘standard’ rear suspension.

Another Triton first is a switch to electric power steering, for increased efficiency with lower steering effort. By contrast, Mitsubishi sticks with rear drum brakes, which with greater friction surface area than disc brakes can provide more ‘bite’ when parking with heavy loads or holding firm on hills when off-roading.

New GLS interior styling has a tasteful mix of contrasting surfaces, textured fabric seat-facings and white stitching, but also embraces traditional features like analogue speedo/tacho and a manual handbrake lever.

The wider body provides a noticeable increase in front shoulder room and the driver’s hip point has been raised, resulting in a more upright driving position with improved lower back support.

There are assist-handles on the A and B pillars to climb aboard and there’s easy access to the more spacious rear seat. Even big fellas like me (186cm) have about 60mm of head clearance and 40mm of knee clearance when sitting behind the driver’s seat in my position.

There are still no air-vents in the centre console for rear passengers, as Mitsubishi prefers to stick with its roof-mounted air circulator which draws in cooled or heated air from the front of the cabin and shares it with rear passengers (with their own fan-speed control) through slimline roof-vents.

They’re all pretty damn practical, these Amaroks, and that’s true of both the Life and Core models, too.

While it’s slightly narrower than the model it replaces, this Ford Ranger-based Amarok is slightly longer, with a longer wheelbase, which the brand says delivers more backseat space, while still being able to carry a pallet in its tray.

It will also tow 3.5 tonnes braked, deliver a 988kg payload - slightly down on the Core’s 1042kg - and the roof is rated to 350kg.

There are plenty of off-road goodies, too. The 4Motion system delivers high-range and low-range 4WD, and both variants offer 235mm of ground clearance, and 800mm of wading depth.

And I can tell you from experience that there’s more than enough off-road capability on offer here to take you about as far as you want to go on the weekend.

With its 2125kg kerb weight and 3200kg GVM, our test vehicle has a sizeable 1075kg payload rating, so it’s a genuine one-tonner like all models in the new Triton range.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, which is a significant 400kg increase over the previous generation and finally puts the Triton on par with segment leaders.

However, to avoid exceeding its 6250kg GCM (how much it can legally carry and tow at the same time), towing that weight would require a 450kg reduction in vehicle payload to 625kg.

Or you could reduce the trailer limit by the same amount (from 3500kg to 3050kg) and retain the Triton’s peak 1075kg payload. This combination would be ample for most work and recreational requirements, as few (if any) owners of utes this size need to tow 3500kg anyway.

The load tub’s internal dimensions are almost square, being 1555mm long and 1545mm wide with a 525mm depth. There’s also 1135mm between the rear wheel-housings, so it can take a Euro pallet.

There are fixed load-anchorage points front and rear and the GLS tub is protected by a slide-in liner.

Cabin storage for driver and front passenger includes a bottle-holder and bin in each door, an overhead glasses holder and upper and lower gloveboxes. The centre console has two small-bottle/cupholders plus a box at the rear with padded lid that doubles as a comfortable elbow rest.

Rear passengers get a bottle-holder in each door, large pockets on each front-seat backrest and two cupholders in the bench seat’s fold-down centre armrest. There’s also a 12-volt socket plus USB-A and USB-C ports in the rear of the centre console.

Like the previous Triton, there are no rear underfloor storage compartments and the seat’s base cushion is fixed, so you can’t swing it up and store in a vertical position, like numerous rivals, if more internal load space is required.

Our test vehicle is the GLS, which sits above the GLX and GLX+ and below the premium GSR in the Triton’s traditional four-model range. It’s available only with a 2.4-litre bi-turbo four-cylinder turbo-diesel and six-speed automatic shared by all models, but its sophisticated Super Select 4WD-II system is exclusive to GLS and GSR grades.

List price is $59,090 plus on-road costs, which represents a substantial price increase over the previous generation. However, you’re getting more truck for your buck. And it’s still good value for a second-from-top model grade, given similar-priced Ford Ranger and Toyota HiLux rivals are on lower rungs of their model-ladders.

The GLS brings a more upmarket look and feel than the work-focused GLX variants, upping the standard equipment list with a MITSUBISHI-embossed gloss black grille and chrome front fascia highlights.

GLS buyers also get new 18-inch alloys and 265/60R18 tyres with a full-size alloy spare, load tub-liner, heated mirrors, rear privacy glass, full LED lighting including DRLs, keyless entry/start, unique fabric-seat interior trim, dual-zone climate, auto-dimming frameless rear-view mirror and wireless phone charging.

There’s also a 7.0-inch LCD driver’s digital display and 9.0-inch touchscreen for the premium six-speaker multimedia system including Android Auto, wireless Apple CarPlay and two USB ports.

For an additional $1500, the ‘GLS Leather Option’ brings leather-trimmed seats with silver stitching, heated front seats and power driver’s seat adjustment.

The Core gets the entry-level diesel, with its single-turbo, 2.0-litre, four-cylinder engine producing 125kW and 405Nm. It pairs with a six-speed auto, and delivers decent but not life-changing grunt.

The Life, though, steps it up. It gets a familiar (from the last-gen Ranger Raptor) bi-turbo-diesel engine, with the outputs dialled up to 154kW and 500Nm. It pairs with a 10-speed auto, and is an engaging, entertaining drive.

A new 4N16 variant of Mitsubishi’s 4N1 diesel engine family retains its predecessor’s 2.4-litre displacement but adds a second turbocharger. These work in sequence, with the smaller one providing fast response at low rpm and the larger one boosting performance at higher rpm.

The result is 150kW at 3500rpm and 470Nm of peak torque between 1500-2750rpm.

These outputs are 17kW and 40Nm more than the previous Triton and emissions are reduced with the addition of an AdBlue tank.

This engine is paired with an updated six-speed torque converter automatic and (on GLS and GSR) Mitsubishi’s excellent Super Select 4WD-II system with Torsen centre differential.

This still-advanced system offers seven drive modes, including full-time 4x4 which with the centre diff unlocked can be driven on all surfaces including dry sealed roads. With the centre diff locked for off-road use, it offers high and low range 4x4 with a 50:50 drive-split front and rear.

A rear diff-lock can also be engaged in low range.

The Amarok is fitted with an 80-litre tank, and VW reckons you can expect 7.2L/100km on the combined cycle in the Life, and 8.0L in the Core.

We found the real-world fuel use was closer to 10L/100km in both models, but that included some off-roading, too.

Mitsubishi claims an official combined average consumption of 7.7L/100km and the dash readout was displaying 8.7 at the completion of our 421km test, of which about one quarter was hauling a full payload. Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 9.7 but within the usual 2-3L/100km discrepancy between official and real-world figures. So, based on our numbers, you could expect a realistic driving range of around 770km from its 75-litre tank.

The question that really needs to be asked here, I think, is do you really - really - need a V6 engine? Because if that answer is no, and it would be for me, then I think the Life might be the pick of the Amarok range, both from a price and power perspective.

Don't get me wrong, the Core's engine isn't massively underwhelming. But it's the entry-level powertrain, and it feels like it's working harder than the Life's diesel donk.

If you're even vaguely interested in dual-cab utes, you'll know the bi-turbo engine on offer in the Life as the driving force behind that other dinosaur-themed off-roader, and it's no less enjoyable in this new application.

Lightning fast it is not, but the power on offer is really more than enough here, and not once was I longing for a V6, whether we were on the road or off it.

There's also something to be said for the refinement on offer from the modern dual-cab ute, with the Amarok genuinely filling that family car that can go anywhere brief, without sacrificing on the ute essentials.

Part of that is down to the ride, which VW says has been tuned firm on purpose. It can be a little jarring when you hit a rough patch or bump, especially when off-roading, but the trade-off is a ute that doesn't sway or float too much when cornering, helping the Amarok feel more SUV-like than an old-school dual cab.

Downsides? The 10-speed auto fitted to the Life shifts smoothly enough, but it's pretty busy, shifting up or down when you don't really expect it to, and with only the lightest accelerator input. That, and the diesel thrum is a pretty constant companion, delivering background noise in the cabin whenever you're accelerating.

The ergonomic changes are noticeable when you get behind the wheel, with a more comfortable and supportive seating position and increased cabin width providing a more spacious feel.

The new electric power steering is another highlight, being communicative and nicely weighted at all speeds, while the unique Australian suspension tune results in a more planted and sure-footed feel. The ride quality is also smoother, which is no doubt enhanced by more sprung weight and a longer wheelbase.

The new bi-turbo engine has good response and flexibility, with its 1250rpm-wide peak torque band between 1500-2750rpm providing ample pulling power at lower speeds with a seamless transition to maximum power at 3500rpm.

The six-speed automatic has gearing and shift calibrations that optimise engine performance. It’s also a quiet and efficient highway cruiser, requiring only 1750rpm to maintain 110km/h which is also within its peak torque band.

To test its load-hauling ability, we loaded 890kg into the load tub, which with driver and luggage equalled one tonne of payload that was 75kg below its legal limit.

The 'standard' leaf-spring rear suspension compressed more than 60mm under this weight, leaving a finger-width of static bump-stop clearance which initially seemed inadequate.

However, the rubber bump-stops have central voids that provide more of a cushioning effect at full suspension travel than traditional hard-nosed designs, which minimises thumps over big bumps and ensures a smoother ride.

The Triton displayed sure-footed handling and braking with this near-maximum payload on board. The bi-turbo engine was also on top of the job, with its ‘twin-stage’ turbocharging making light work of city, suburban and highway driving.

It also impressed on our 13 per cent gradient, 2.0km set-climb at 60km/h, self-shifting down to third gear to easily haul this load to the summit. Engine-braking on the way down was not as robust, but in our experience typical of sub-3.0-litre turbo-diesels restraining one tonne payloads on steep descents.

Our only gripe is the ‘Driver Attention Alert’ function. Its prominent detection module mounted on the steering column partly obscures the driver’s view of the lower instrument panel. And its over-sensitivity in determining driver inattention (like wearing sunnies, looking left and right at T-intersections etc) becomes annoying and needs refinement.

It comes with a five-star ANCAP rating achieved in 2024. Passive safety includes driver and front passenger front/side/centre airbags plus driver’s knee and side-curtain airbags. Active safety includes AEB and rear-AEB when reversing, front and rear cross-traffic alerts, tyre pressure and blind-spot monitoring, lane-keeping and more. There are ISOFIX child-seat mounts and top-tether restraints on the two outer rear seating positions.

The Amarok gets a five-year, unlimited-kilometre warranty, and you get 12 months of roadside assistance thrown in, too. You can also bulk-buy your services for the first five years, too, for $1800.

Service intervals are 12 months and 15,000km.

Five years/100,000km standard warranty, or 10 years/200,000km if serviced at Mitsubishi dealers. Servicing every 12 months/15,000km whichever occurs first. Capped-price for 10 scheduled services up to 10 years/150,000km is $6690, or an average of $669 per service.