2025 Mitsubishi Triton Review

The first all-new Mitsubishi Triton in almost a decade is certainly quite some news in ute-obsessed Australia. Previous generations of Triton had been mostly marketed as a slightly more compact alternative to larger utes like the Toyota HiLux, Ford Ranger and Volkswagen Amarok. They had their fair share of buyers but serious ute junkies looking for a proper workhorse had been mostly drawn to the HiLux and Ranger heavyweights.

With the new sixth-generation Triton, Mitsubishi is done sitting by and watching the HiLux and Ranger constantly swapping places at the top of the sales chart. The new Triton is larger, more capable and better equipped than ever. It no longer wants to play in the shadows of the big boys. It wants to play with them. Can it succeed? Let’s find out.

As expected, the latest Triton costs more than the previous model, given how much more substantial it has become and Mitsubishi’s strategy to position it at the higher end of the ute segment. Currently, the Triton range consists of just 7 main variants, all of them dual-cab. Other body styles like single-cab, club cab and chassis will join later in 2025.

With prices ranging from $43,690 to $63,840 before on-road costs, the Triton has similar pricing as the non GR Sport HiLux dual-cab range, but significantly less expensive than the Ford Ranger and Volkswagen Amarok line-up. The 2025 Triton line-up and retail prices for automatic models are as follow:

Mitsubishi Triton GLX 4×2 dual-cab – $43,690
Mitsubishi Triton GLX 4×4 dual-cab – $50,940
Mitsubishi Triton GLX+ 4×4 dual-cab – $53,290
Mitsubishi Triton GLX-R 4×4 dual-cab – $56,740
Mitsubishi Triton GLS 4×4 dual-cab – $59,090
Mitsubishi Triton GSR Special Edition 4×4 dual-cab – $63,140
Mitsubishi Triton GSR 4×4 dual-cab – $63,840

From the outset, the new Triton has been designed to have a more premium image, and it shows. The styling of the new Triton has taken a more sophisticated and upscale approach. The new front fascia is bold and angular, complete with a more prominent slotted grille and new daytime running lights that are separated from the main headlights. The boxed wheel arches are accentuated with deep creases on the fenders. Overall the new Triton is a good, rugged looking ute.

In the top-spec GSR grade, there’s a host of pumped up details including a body-coloured front grille, black wheel arch fender flares, black sailplane sports bar, black roof rails and black 18-inch alloy wheels. It does look pretty dressed up.

On the inside is where things have really taken a big step up from before. For starters the vibe is more upscale, with better presentation and improved material quality. The tech is also more up to date, with a 9.0-inch touchscreen infotainment system standard across the range, so is a new instrumentation cluster with a 7.0-inch embedded display. All but the base GLX model also get DAB+ digital radio and surround-view camera, while GLS grade and up feature a wireless phone charger.

While the size of the centre touchscreen still can’t compare with the Ranger’s 10.1-inch screen or the Ranger Platinum’s and Raptor’s 12-inch display, it’s one of the better ones in the segment, certainly more superior than the HiLux’s small-ish 8.0-inch screen in terms of usability and clarity. It supports wireless Apple CarPlay and wired Android Auto connectivity. And in case you drop out of cellular coverage, the built-in satellite navigation will keep you going.

It’s good to see the row of physical buttons and toggles below the centre air vents that operate the climate control system. Some cars have the controls inconveniently nestled in the touchscreen but for a 4WD vehicle, having physical switches for essential features is very much welcomed when you’re travelling on anything but bitumen.

The interior is more spacious given the Triton’s larger dimensions, with improved legroom and headroom across the two rows of seats (in the case of dual cab models). The rear, especially, feels airier than before, though the Ranger and Amarok still lead the way in terms of rear seat space.

Another major improvement over the previous model is overall cabin comfort. The front seats are plusher with better support while the rear seats feel slightly wider with a deeper seat base for better comfort. Elsewhere the door cards are thicker which allow them to accomodate wider and longer padded arm rests.

The lower-spec variants have cloth seats instead of leather upholstered ones in the upper-spec grades but even they look less budget than those in the previous model, with neat contrast stitchings that weren’t there before.

The Triton has a rather unique approach to rear air vents. Instead of having the vents conventionally located behind the front centre armrest, they are ceiling mounted which might be common for SUVs but is rare for utes. Ceiling vents are often more effective to cool or warm the rear of the cabin and it’s good to see that in a ute. But there’s a caveat. It’s not fresh air that comes out of the vents but air that is drawn from the front of the cabin via a large intake in the ceiling. So if the cabin is warm and the air-con has just been turned on, those seated in the back aren’t going to immediately get cool air blown on their faces. Plus, if the front occupant is having a sneeze or cough, recycling air to the back isn’t probably a good idea.

Interior practicality is good, with 2 large cupholders at the front and another 2 behind the rear fold-down centre armrest. The bottle holders in the doors are large enough for standard size bottles, not just the small ones. The centre covered storage compartment is deep and there’s not 1 but 2 gloveboxes.

Further back, the cargo tray features 4 tie-down points and a damped (soft-drop) tailgate for easy operation. However, a tub liner is optional on all but the upper spec GLS and GSR models. Soft tonneau cover or hard roller cover are also optional items.

Mitsubishi Triton standard safety features (all variants):

• 8 airbags
• Front and rear autonomous emergency braking
• Surround-view camera
• Reversing camera
• Adaptive cruise control
• Blind-spot monitoring
• Emergency lane-keeping
• Lane-keep assist
• Front and rear cross-traffic alert
• Driver attention monitoring
• Trailer stability assist
• Front and rear parking sensors
• Tyre pressure monitoring

To maintain performance on a larger and heavier body, the new Triton is powered by an upgraded diesel engine. Though still displacing the same 2.4 litres as before, it boasts a twin-turbo setup with upgraded components and improved tuning. The result is 150kW of power @ 3500rpm and 470Nm of peak torque between 1500 and 2750rpm, a substantial hike over the previous output of 133kW and 430Nm. Power is transferred to the wheels via a 6-speed automatic or manual gearbox depending on variant.

Indeed, the uprated powertrain revs harder, pulls stronger and runs smoother. Even with 4 adults on board and 2 dirt bikes in the tub during our test, the Triton gets around with decent performance and never once feels lethargic. It’s very much a workhorse, getting down to business and through the daily grind without fuss. The gearbox is well paired to the new engine too and works discretely in the background.

The Triton is one of the better riding utes and certainly rides better than before. Unladen, the Triton isn’t as harsh as a HiLux and is pretty close to the ride characteristics of a Ranger. Of course being a ute, there’s still the tendency to bounce and jitter over bad surfaces but it settles down a lot with the help of some load in the tub. Be aware that more utilitarian variants like the GLX and GLX+ do ride a tad firmer due to their lighter weight and different suspension tuning.

The plusher GLS and GSR variants are very well sorted both as a workhorse for the week and a family hauler for the weekend. The handling is composed for the most part with good on-road traction on those highway terrain tyres. There’s also better cabin sound deadening. Not that the diesel engine is particularly noisy, the interior is generally quite well insulated, which makes these variants quite pleasant to spend longer trips in.

Perhaps the biggest complaint we have is the overly sensitive driver monitoring system which chimes at you every time you look anywhere else other than straight ahead, even for a second or two. Occasionally it even warns when all you’re doing is navigating a bend and you’re looking into the corner. It can be turned off via the instrument cluster – inconveniently, but it resets to default on the next time you start up the car.

We spent some time off-road in the GLX+ model fitted as standard with all terrain tyres and four-wheel drive with a low range transfer box and rear differential lock. The mostly gravel off-road course with some steep dips and climbs was a good test for the Triton’s 4WD system. With the system set to 4WD High the Triton cruised through the easy bits. The more challenging sections required 4WD Low and occasionally a rear diff lock but the Triton managed pretty well with all four wheels constantly on the ground giving excellent traction.

GLX-R variants and up are fitted with a more advanced Super Select 4WD-II system with selectable off-road modes and Mitsubishi’s renown active yaw control (AYC). In these models the more road-going tyres are usually the limitation and swapping them out for more off-road focused tyres is almost certain to improve the Triton’s off-road prowess even further.

The Triton is backed by a factory 5-year warranty with 12 months of complimentary roadside assist. The warranty period can be extended to 10 years when all services are completed at a Mitsubishi dealership. Now that’s class leading. Capped price servicing is also available for the first 10 years of ownership with a total servicing cost of $6690.

Verdict

2025 Mitsubishi Triton pricing and specification