Volkswagen Crafter vs Mitsubishi Triton

What's the difference?

If you need space and size, but don’t want a van, then the VW Crafter cab-chassis could be a terrific option for your business. With so many variants and derivatives to choose from, there’s one for just about every user case. 

It is missing a few technology items for safety spec, but as a work vehicle there really is no other offering out there that offers the personalisation and customisation the VW Crafter cab-chassis range does.

There's no denying this new Triton is a marked improvement over the model it replaces. It drives better, has more power, a more comfortable cabin and more driver-friendly tech.

Whether that's enough to rattle the segment's leaders remains to be seen, but this feels like a far more modern ute for modern times.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Perhaps the most interesting thing about the design of the VW Crafter cab-chassis range is that there are so many options available.

You can have it as a single cab in three different lengths - Medium Wheelbase (MWB) spanning 5996mm total, Long Wheelbase (LWB) spanning 6846mm, and Long Wheelbase with Overhang (LWBO) stretching 7211mm.

Plus there are two double cab models available, the MWB and LWB, and both have seating for seven occupants - three up front, four in the rear.

And then there’s the fact you can have the Crafter in FWD, 4Motion all-wheel drive, or rear-wheel drive like our test vehicle. Both the FWD and AWD models have transverse mounted engines, while the RWD model has a north-south longitudinal engine. 

The design of the vehicle varies based on that, with the FWD and AWD models offering better load-in height as they manage to package all the mechanical hardware down lower in the chassis. The RWD is more a heavy-duty option, and indeed is available in up to 5.5-tonne GVM configuration, meaning you need a truck licence to drive it. That’s not the case with our 4.49t GVM version, which is legal to be driven on a regular car licence. 

It’s this availability of options that gives customers with very specific needs more choice to configure the vehicle they really want - and that is certainly an excellent design trait. 

But one thing to consider is that all Crafter cab-chassis variants come with an Alloy Tray standard, and it’s fitted at the factory, rather than at the dealership. 

The tray features a flat load-in space at the side, meaning you don’t need to contend with a rim or lip when forklifting items in, plus there are 10 recessed lashing eyes for tying down, and there’s an integrated rear step on the tailboard. The tray itself features a wooden floor (multi-layered birch plywood) which varies between vehicle types - you get the 15mm thickness for single rear tyre models, while dual-rear tyre versions get 21mm thickness.

The surface is designed to be non-slip via VW’s ‘screen-printed’ development, and on test we noted a little bit of slippage, so beware that items need to be well secured. 

The tray’s sides are light and offer about 400mm of depth for storage, and there’s a side underride guard to stop other vehicles from pitching under the tray - and that also doubles as a handy step if the sides are up, but is not usable if the sides are dropped.

While the plastic latches are easy to operate I fear the forgetful apprentice may one day leave one unlocked, which could easily lead to it being smashed off in narrow confines. We also had some issues tying down to the front lashing eye with a ratchet strap because the ladder rack got in the way, and the recessed tie-downs collect leaf litter and worksite debris very easily. 

And if you want the figures: the load area is 8.8 square metres, measuring 4300mm long, 2040mm wide and 400mm deep, with a load sill height of 1035mm. 

The exterior cabin styling is Teutonic and fuss free, and it’s easy to determine this is a Crafter at a glance. One thing I wasn’t so taken by was the body-paint-coloured chassis rails, which had a number of rather messy looking welds that - if I was buying one for my business - I would prefer were black.

And if customising your vehicle to suit exactly your needs is important to you, here are some of the things you could add to your Crafter, if you want it: black steel wheels instead of silver; heated seats; a heated steering wheel with leather trim; a suspension seat for the driver and/or passenger (replacing the three-seat bench with a two-seat layout); a second battery setup; second alternator setup; sat nav media; tyre pressure monitoring; mechanical differential lock and hill descent control (4Motion models); active lane keeping assist; adaptive cruise control and more. More on the safety specs in the safety section below.

As you can probably tell from the interior images, there’s a bit to cover off for cabin practicality and design in the next section.

Well, if you like utes, have I got some good news for you! Because the new Mitsubishi Triton looks a lot like, well, a ute.

That's not to undersell the work Mitsubishi has done here. There's a new 'Yamabuki Orange' colour for the flagship GSR, for example, and it looks particularly sharp with the black alloys and silver skid plate.

I even like the new body-colour lines crossing over the top of the blacked-out grille – though I concede they could be polarising.

But, yes, it's a ute.

Inside, though, it's a vastly improved space. We've spent most our time in the top-spec model, and it's a solid mix of utility, technology and comfort.

It feels vaguely premium, owing to clever cabin materials, but never fussy, which would feel out of place in a dual cab that is still ostensibly a workhorse.

I love the fact that all your core functions – climate controls and the like – are still controlled by tactile switches, and I even love the old-school handbrake.

I'm also a big fan of the big-enough central screen with its wireless Apple CarPlay and Android Auto, the wireless charger and USB connections. It's tough meets tech, and it all works really well.

Very. If you use your vehicle as a mobile office, the Crafter’s cabin could be a very handy space for you.

There are storage caddies above the driver and passenger head areas, as well as a trio of folder holders on top of the dashboard, and multi-level door pockets with the lowest, largest ones offering bottle storage. There are also two cup holders each for the outboard passengers, the larger of which can fit a 600mL fizzy. 

There are other storage sections, including spaces under the bench seat (individually openable by pulling the tab at the back of the seat base), as well as a glovebox and a shelf above it for smaller items. 

One interesting thing to note is the placement of the USB port, which is up on top of the dash - clever if you plan to fit a phone older accessory as you could just leave the cable in at all times. There are also two 12-volt sockets for additional charging.

In terms of media there is an 8.0-inch touchscreen system with Apple CarPlay and Android Auto, but no sat nav. It has USB/auxiliary/SD card inputs, and is teamed to a sound system with four speakers and also has Bluetooth phone and audio streaming. It’s a really simple and quick system to use, making living with it super easy. There are audio controls on the steering wheel, too, so you need not lean over and reach for the buttons or knobs.

All the controls are simple, in fact. There are easily learnable positions for all the main functional components, including the manual air conditioning dials and - in our test vehicle - a switchable reversing alarm, which is great if you start work early and don’t want to annoy the neighbours.

Oddly, though, the vehicle we had didn’t include a reversing camera, though it is possible to have one fitted (ours missed out due to COVID-19 delays). It’s hard to see out directly behind you; I had to rely on a bystander when reverse-parking in a spot and it was a game of inches. 

Those who want a comfier drive experience may wish to option the ErgoActive Suspension Seat, and I would probably do so if I was buying this vehicle for myself, as the ride can be tedious on country roads - more on that below. As standard, the driver’s seat is a Comfort Seat Plus, and it comprises height and slide adjust, four-way electric lumbar adjustment, and it has two adjustable armrests as well. 

The Triton's practicality perks are split into two camps – the tough stuff, and the workhorse stuff.

But let's start with the former. While there are two-wheel drive Triton options, most send power to all four wheels.

However, the best off-road gear starts with the GLX+, which adds a rear differential lock, while the GLS and GSR add Mitsubishi's Super Select 4WD-II – which incorporates a Torsen centre differential, Terrain Control and Hill Descent Control.

We put the GSR through its paces on a genuinely tough off-road course that required plenty of low-range crawling, and the Triton shone in the rough stuff.

Onto the workhorse stuff, every Triton will tow a 3.5-tonne braked trailer, while payloads range from 1030kg to 1110kg, depending on the model, courtesy of a slightly bigger 1555mm tray. The tray has been lowered slightly, too, to make loading or unloading easier.

The Triton has also grown in every meaningful way, stretching 5320mm in length and 1865mm in width, and that means more space in the cabin. I'm 175cm, and found I had oodles of room in the back seat.

There are some other thoughtful practicality perks on offer, too. All the doors take 1.25-litre bottles, there's device storage, space for the clipboard and that sort of thing.

The Triton can be had as an entry-level GLX 4x2 ($43,690) or 4x4 ($50,940), before the range steps up to the GLX+ 4x4 ($53,290), the GLS ($59,090), and then tops out with the flagship GSR 4x4 ($63,840), all of which share the same diesel engine and six-speed transmission.

The bad news? Every Triton model is more expensive, and not by a little bit. We're talking between roughly $3K and $8K here.

The cheapest Triton GLX model is a mix of utility and technology, and features 17-inch steel wheels, cloth seats, vinyl flooring, electric lumbar support for the driver, keyless entry, a 7.0-inch driver display and second 9.0-inch multimedia screen with navigation, Android Auto and wireless Apple CarPlay.

Stepping up to the GLX+ adds a rear diff-lock, side steps, fog lamps, 17-inch alloys, LED brake lights, tinted rear privacy glass and some added safety kit (all of which we'll get to in a moment).

Springing for the GLS earns you Mitsubishi's 'Super Select 4WD II' system - including its Torsen centre differential and some added off-road functions.

There are also 18-inch alloys, a tray liner, heated electric door mirrors, LED lights, a black grille, dual-zone climate and push-button start.

Finally, the flagship GSR is fitted with black 18-inch alloy wheels, a body-colour side bars across the black grille, a sport bar and roof rails.

Inside, there are leather seats, unique floor mats, better cabin materials and power driver's seat adjustment.

As is the case with pretty much all the elements of the Crafter, there’s plenty of choice when it comes to engine and transmission choices.

I pointed out in the design section that you can have front-, all- or rear-wheel drive, depending on your circumstances, and all three versions are also available with the choice of a six-speed manual gearbox or an eight-speed automatic transmission.

As for engines, there’s two tunes to choose from: the entry-level 2.0-litre TDI340 turbo, which has 103kW of power (at 3500rpm) and 340Nm of torque (at 2000rpm); or the motor tested in this vehicle, the TDI410 which runs a 2.0-litre bi-turbo producing 130kW (at 3600rpm) and 410Nm (at 2000rpm). 

There is no petrol model, no petrol-electric hybrid, no plug-in hybrid, no electric and no LPG version. So maybe there isn’t that much choice, really - well, not in Australia. There is an e-Crafter in Europe, though. Maybe we’ll see it here one day, too.

Towing capacity for the Crafter cab-chassis models is pegged at 750kg for an unbraked trailer and 3500kg for a braked trailer, but only if you buy the “50/55” RWD model - and take note, the download for the towball is not great, at 150kg. Crafter “35” FWD and AWD versions can tow 750kg/2500kg, again with a 150kg downball limit.

The gross vehicle mass for cab-chassis Crafter models depends on the drivetrain, too. The 35 models have GVM ratings of 3550kg, while the 50 and 55 models are rated at 4490kg and 5500kg respectively.

Gross combination mass (GCM) isn’t quite as straightforward - it depends on the model and configuration. But for the model tested here, the GCM was 7077kg, with an unladen weight of 2539kg and a maximum payload of 1951kg (hence the 4490kg GVM). 

The engine is no bigger, but is now a twin-turbo offering, meaning the 2.4-litre diesel produces 150kW at 3500rpm and 470Nm from 1500rpm.

That power is fed through a six-speed automatic to two or all four wheels. There will be manual versions coming along shortly, but they're not here yet.

Because of the class of vehicle, it doesn’t have a claimed fuel consumption rating. And while I have been impressed with the fuel consumption in prior Crafter FWD high-roof van loans (10.9L/100km), the RWD cab-chassis was considerably more thirsty on test.

I covered more than 1200km in the vehicle, some of those kays with a pallet load on board and then with light-but-not-aerodynamic outdoor furniture set stacked up, while other driving was done as highway stints unladen. Over the entirety of that drive, I saw an at-the-pump return of 12.5L/100km. 

One thing I noted was that the fuel tank capacity of 75 litres is quite small for a vehicle of this size and intent - and there’s no long range fuel tank option, either.

Plus buyers need to be aware that the Crafter runs Adblue after treatment tech, which is another consumable cost to keep in mind.

The Triton's four-wheel drive variants sip a claimed 7.7L per hundred kilometres on the combined cycle, with emissions pegged at 203g/km. Two-wheel drive models are marginally more efficient.

There's now also a 17-litre AdBlue tank, which you'll have to top up (AdBlue is a liquid that helps reduce emissions from diesel engines, by the way, which pairs with a particulate filter) as well as a 75-litre fuel tank.

At today's prices in Sydney, that would mean $150 to fill the Triton up, which – based on the claimed fuel use – should deliver a driving range of bang-on 1000km.

This big unit isn’t the sort of vehicle I’d aim for as a ‘wish list driveway occupant’, and not only because I don't have a large enough driveway.

It is eminently practical, hugely helpful and surprisingly easy to drive, though.

I mean, something that’s 7004mm long and runs a 4490mm wheelbase is always going to suffer some compromise in terms of the turning circle, and at 16.2m you’re going to have to do more five- and seven-point turns than three-point rotations.

But the steering wheel is compact and easy to manipulate, and the steering action is direct and accurate, easy to judge for a vehicle of this magnitude. 

The heavy duty suspension is tiresome on country roads without weight, but if the surface is smooth, so is the sailing. Over B- and C-roads in the NSW central west and southern tablelands, the front and rear suspension jostled and jittered considerably - in fact, it was the front suspension that felt most uneasy (possibly because the cabin is soooooo far from the rear axle!).

The engine is smooth and builds pace well - in fact, it's quite rapid from a standing start, with the bi-turbo motor ensuring strong response through the rev range. The traction control is overly sensitive at lower speeds when taking off, or when negotiating tight corners. That’s probably a good thing, to be honest.

Over my 1200km of driving about 600km was unladen, and the thrust of the engine was good enough when empty. It’s hardly speedy, and it’s not quiet about doing its thing, either - but the transmission harnesses the available torque well, and shifts cleverly to maintain pace.

However, if you encounter a long-distance hill ascent, you will notice the transmission and engine can be a little busy, shifting between the higher gears to ensure smooth (but, again, not tranquil) progress.

Yep, it’s a noisy old unit, with lots of wind rush around the top of the cab and some around the mirrors, too. But as mentioned in the safety specs section, the mirrors are big and offer good vision to the sides, while the bulkhead of the ladder rack did eat into the rearview mirror vision of our test vehicle. And I reiterate - the reversing camera would be a must for me and any other driver who cares about what’s behind them.

For what it’s worth, my partner and our two small dogs were able to fit in the cabin with me. The dogs had no complaints, but the upright and non-adjustable backrest of the bench seat did cause some issues for my partner after hours of driving.

Now, let’s consider what it’s like with a load on board.

Mitsubishi likes to describe the new Triton as "SUV-like", which makes sense given it sees the lifestyle segment of dual-cab ownership – you know, families who love towing and camping and that kind of thing – as a great untapped market for its workhorse.

And lots has been done to improve the Triton's on-road behaviour to better appeal to those customers, especially in the two top trim levels, which get a bespoke rear suspension to improve comfort.

It's also why this Triton was tested and tuned so much in Australia. In fact, there are two Triton suspension tunes, ours and the one other countries get.

That means plenty of Mitsubishi's Japanese engineers came to Australia during the Triton's development, driving not just the outgoing model but all of its competitors, and cycling through some 100 different front and rear suspension calibrations to settle on the right balance for the new model. The electric power steering was also tuned here.

The result is a vehicle that is far more comfortable on flowing roads than you might expect, while being no less capable off them. We put the Triton through some pretty challenging off-roading, and it barely broke a sweat.

But there is a caveat. It's comfortable... for a ute.

It's near impossible to get a stiff ladder-frame chassis to steer exactly like a road-focused SUV, but the Triton won't spark much in the way of complaints on long road trips.

The steering is nice, too. There's some sogginess on centre, but it is confident enough to encourage you to tip it into flowing corners at speed without making your pulse-rate spike.

There are still some ute reminders, though. Namely that kind of vehicle-wide shudder when you go over road imperfections, and a transmission that isn't quite as polished as the rest of the vehicle when you're cornering at freeway speed.

The six-speed automatic loves to sit in its highest gears, and so it will change up at will, even mid-corner.

The engine is predictably diesel-noisy, too, which is also noticeable when the stop/start system kicks in at traffic light.

But the added power is a hugely welcome addition, as are the tech and comfort and improvements, and so it feels like a generational leap forward for Mitsubishi's workhorse.

Gone are the days of utes getting the rough end of the pineapple when it comes to standard safety kit, which is a very good thing.

Even the cheapest GLX Triton scores eight airbags, including a front centre bag, along with a whole heap of high-tech active safety stuff.

Expect AEB with pedestrian, cyclist and junction protection, as well as auto-braking in reverse.

There's also adaptive cruise, blind-spot warning and lane change alert, active lane departure warning and prevention, front and rear parking sensors, rear cross-traffic alert, traffic sign recognition, auto high beams and a driver monitoring system.

Oh, and there's 'Front Cross Traffic Alert', but it's being offered as a no-cost dealer option, which I take to mean you need to ask for it.

The VW Crafter comes with a pretty good promising ownership experience, and it’s not as expensive as you might be thinking for a Euro vehicle, too.

The company offers a five-year/unlimited kilometre warranty plan as standard - none of those promotional offers like some rivals.

Then there’s the choice of either pay-as-you-go servicing, with intervals pegged every 12 months/20,000km, whatever occurs first, or you can prepay you servicing and roll it into your finance payments with VW’s Care Plan choices.

There are two pre-paid Care Plan options: three years/60,000km, which costs $1450 and makes for a saving of between $250 and $649, depending on the model; or the five-year/100,000km offer which is $2300 (meaning your first service is free), and saves you between $898 and $1428 compared to PAYG servicing. VW Australia states “all items in scheduled service, such as labour, parts and fluids” are covered.

That makes a lot of sense, and if your vehicle is an essential tool of trade, the brand also offers roadside assistance for the life of your Care Plan prepay servicing option, while you can also book “60 Minute Service Express” maintenance.  

Like all Mitsubishi's the Triton is offered with a 10-year and 200,000km warranty and 10 years of capped-price servicing.

You only get the full decade-long warranty cover if you service with Mitsubishi, though, otherwise it drops to five years and 100,000 kilometres.

Servicing is required every 12 months or 15,000km, and the first five years are capped at $489 per visit. After that, it goes $799, $749, $949, $849 and $899, bringing your 10-year total to $6690, an annual average of, you guessed it, $669.