I Drove The Diesel Mitsubishi Pickup Truck America Doesn’t Get. Here’s What I Thought

Mitsubishi used to be in the truck game in the United States, but that was a long time ago. However, they’ve remained a serious player globally, with the Mitsubishi Triton serving as a popular mid-sized truck for markets across Asia and the Middle East. Now, there’s a new one, and the question is simple—is it any good?

The all-new Triton dropped in Australia — where I live — in 2024. It promised the usual—better performance, greater refinement, and an improved ownership and driving experience. It also debuted an entirely new look—a matter of some importance in an increasingly image-conscious truck market.

I had a chance to drive the vehicle, and even though it’s not available in the U.S., I figured I’d at least tell you what I thought. So let’s explore what works and what doesn’t on Mitsubishi’s swish new mid-sizer.

Looking Sharp

The previous-generation Mitsubishi Triton debuted quite some time ago, hitting markets across the globe back in 2015. It was by no means an unattractive machine, but also by no means a stunner. Outside of the United States, pickups were still by and large seen as work vehicles, first and foremost, not fashion statements. Thus, it had uncontroversial curves and character lines that made it neither ugly nor particularly handsome. A 2019 facelift, however, brought a fresher look with a more squared-off front end and more aggressive lighting design.

Now it’s 2024, and Mitsubishi has continued to iterate on prevailing trends. The last few decades of American exceptionalism have not been lost to us down under, nor to product development teams in Japan. Trucks are TOUGH now, and the more your truck looks like it could damage someone, the better. To that end, the new Triton has adopted a chunky front end with a chiseled bonnet line, chunky side skirts, and big bulked-out fenders. Other trucks are wearing brawny names like Wildtrak and Warrior, so Mitsubishi had to muscle up, too.

Overall, the Triton hasn’t done too bad. The basic lines are all there, and the new grille has a pleasant angular egg-crate thing going on. In this regard, it’s worth noting I drove the range-topping GSR. Base models lack the sail plane treatment and have a simpler front end, but the basic body shape is still taut and tidy where it counts.

Of course, being an all-new model, Mitsubishi didn’t just reskin this thing and call it done. Instead, they built it bigger and better than before. It’s two inches wider, half an inch longer, and almost an inch taller than before. That nets real-world bonuses. There’s more shoulder room for the front passengers, which you can really feel in the roomy cabin. Plus, the tray is longer now, too—it’s now 5.1 feet long and 5 feet wide. Towing specs have been improved, too. The Triton will pull up to 7,700 pounds, with payload capacities ranging up to 2,447 pounds depending on trim.

Driving

The Triton also scores a new engine this time around. The twin-turbo 2.4-liter 4N16 diesel is an upgrade over the 4N15 engine from the last generation. The new mill offers 201 horsepower and 346 pound-feet of torque—fairly typical numbers for an Australian mid-sized pickup. The sequential turbo system is designed to provide good response low in the rev range without sacrificing top-end power. It’s a thoroughly modern unit, compliant with Euro 6 emissions standards thanks in part to its use of diesel exhaust fluid (DEF), but that comes with a snag—you’ll need to top off the DEF (AdBlue) tank on the regular.

On paper, it’s a perfectly fine engine for work duty. Most mid-sized trucks in this class have somewhere from 180 to 250 hp in the Australian market. However, I found it somewhat frustrating to deal with in practice. It doesn’t feel like an engine from 2024. It’s just a bit too rattly and too noisy for a vehicle that otherwise feels really well put together. It sounded more like an engine out of a rental base model truck from 2015, not a 2024 model at the top of the range.

The automatic is only a six-speed, but it works fine, and the Triton never feels like it’s lacking an extra four gears or anything. The engine is also equipped with a start-stop system that’s just a little too eager to start and stop. It will trigger too often in congested traffic, and the engine sometimes feels like it’s having a bit of a struggle springing back to life. I ended up switching it off on most drives as it just got too annoying.

However, what does work well is the new electric power steering system. It’s nicely assisted without compromising on feel, and there isn’t the same dead spot you find center-on in some vehicles with electric power steering. Mitsubishi Australia is also very proud of the suspension on the local model, which they developed personally. Overall, I found the ride pretty typical for a mid-sized truck—not squishy by any means, but perfectly comfortable for regular driving. The good ride height means you need fear no speed bump, and I’m sure it handles itself well off-road, too.

All but the lowest GLX models are available with four-wheel-drive. However, Mitsubishi has two separate 4WD systems depending on which model you choose. Cheaper trims get Easy Select 4WD, which effectively offers classic part-time four-wheel-drive. Higher trims get the more serious Super Select II system. This adds a center differential. It can be locked for traditional four-wheel-drive operation, or you can leave the center diff open for “full-time” four-wheel-drive.

Both systems also come with low-range gearing, too; in this mode, Super Select II keeps the center diff locked for better traction and more forward progress. Basically, Super Select II is more flexible and lets you keep driving all wheels in a wider range of conditions. Easy Select forces you to choose two-wheel-drive on hard surfaces since there’s no center diff to avoid drivetrain wind up. For more information, you might enjoy my primer on the different four-wheel-drive systems available today. Mitsubishi also equips some models with a lockable rear diff for even more off-road capability, too.

Inside Comforts

Where the Triton acquits itself well is in the cabin. It’s got a nice big touchscreen, and it comes with the blessing of a rotary volume control—though it’s on the far side from the driver in the Australian configuration. The HVAC controls are all tactile and well thought out, and the dash cluster has real gauges that are straightforward and easy to read. All models are currently automatic, with four-wheel-drive models having a selector in the center dash for various drive modes. We’re told some manual variants may become available down the line.

The seats are comfortable, trimmed in leather in the top models. Material quality is what you’d expect of a work-like vehicle—decent quality plastics without anything feeling particularly premium or luxurious. For what the Triton is built for, that’s really the way to go.

One thing that did stand out was navigation and connectivity. Mitsubishi saw fit to still include sat-nav maps in the infotainment system, though the system is quite old and ugly by modern standards. The infotainment screen itself is quite nice and high-resolution, but the software is amusingly out-of-date in the visual stakes, even if the maps are current. If you’ve got an iPhone, you’ll be pleased to know that wireless CarPlay is available. Sadly, Android users must make do with wired connectivity only—a disappointment in this enlightened age.

Naturally, the new Triton is available with the typical raft of safety features—lane departure prevention, traffic sign recognition, and a moderately intrusive driver monitoring system that bleeps at you for not looking at the road. The surround-view camera works really well when parking, particularly in tight city areas where inches matter and sightlines can be poor. The adaptive cruise control was surprisingly limited, however. While it has radar sensors for keeping a safe distance from other vehicles on the road, it’s not capable of slowing the vehicle to a stop and starting again. Instead, it cuts out below 30 km/h (~18 mph) and must be reenabled to take over throttle duties once again.

The Competition

While full-sized American trucks are starting to sell in serious numbers Down Under, they’re still building their cultural relevance. Instead, it’s the mid-sized truck that has taken over the mantle from the Ford Falcons and Holden Commodores of years past. They’re work vehicles, for sure, but they’re increasingly a status icon in much the same way as the domestic product of old. To that end, it’s worth examining how the Triton stacks up.

The Triton isn’t the fastest or most furious truck on the market, but it acquits itself surprisingly well in the real world. Testing by ETFM found it could dash from zero to 60 mph in under 9.6 seconds—enough to give it the edge over some major rivals. The outlet claims that in their tests, the new model outpaces the 2.0-liter Ford Ranger and Volkswagen Amarok, and makes a healthy lead on the Toyota Hilux, Isuzu D-Max, and Mazda BT-50 to boot. Just don’t expect it to beat the Ranger Raptor, which rattles off a 6.0-second sprint by virtue of its powerful twin-turbo V6.

When it comes to work duties, the Triton basically falls in line with the rest of the market. 3500 kg (~7700 pounds) of towing capacity is pretty standard, now, as are payloads in the 2100-2500 pound range.  There’s not much to split the pack here.

As for fuel economy, Mitsubishi claims a combined figure of 7.7 L/100 km (30.5 mpg). I achieved about 29.5 mpg in practice. It’s a little thirstier than the Ford Ranger, which achieves as good as 34 mpg combined in official figures, but better than some variants of the current Toyota Hilux. Ultimately, again, there’s not enough of a difference here to crown any truck as streets ahead of its rivals in these stakes.

Of course, pricing is a foremost matter in a congested market, and in Australia, mid-sized trucks very much fit the bill. They’re one of the hottest battlegrounds amongst automakers right now, which is why everyone wants a piece of the action. Base pricing starts at $50,990 AUD ($33,700 USD) for the GLX, stepping up to $65,990 AUD ($43,656 USD) for the GSR as tested here. It’s available as a dual-cab only at this stage. As it stands, it’s a touch more expensive than the Navara, though the new Navara will soon come through based on the new Triton’s underpinnings, anyway.

Still, most trims come in cheaper than a Ford Ranger or Toyota Hilux, most of which start in the low $50,000 AUD range, and can easily crest $80,000 AUD (~$50,000 USD) for higher, more luxurious models. Mitsubishi isn’t trying to sell you the finest truck, nor the cheapest—that latter market is destined to be filled by new Chinese entrants to the market. Instead, it’s got a brand-new truck that’s landed firmly in the middle of things.

It’ll Get The Job Done

The Triton is, at its core, unexceptional—but that’s precisely what we expect of most vehicles in the marketplace. We don’t expect a Mazda 3 to blow us away with its skidpan abilities. Nor do we want a Toyota Camry to offer the finest leathers prepared from pampered mountain-dwelling cows. These things would get in the way of their purpose—these are vehicles with a job to do.

As best as I can figure it, the Triton is a perfectly capable vehicle for its intended purpose. It’s supposed to haul one or more working people to a site—possibly somewhere rugged—where they intend to do work. It’s got room in the back for tools and materials, and a suitable cabin to get them there in a reasonable level of comfort. The fact that it looks good doesn’t necessarily help it achieve these tasks—but it does the all-important job of psychologically conditioning people to want one. Not every truck out there is achieving that right now.

Is it perfect? No, but few vehicles are. It could be more refined, it could be more powerful, it could be faster. It could have wireless Android Auto and a less annoying start/stop system. It could come with a highly-tuned desert-racing model with even bigger tires and an even-meaner face. As enthusiasts, we would love that. But for what it is today, the Triton is absolutely good enough to earn a solid spot in the sales charts.

If you’re looking for a new work truck, and you like how the Triton looks, go take one for a test drive. See if your gear fits in the back, see if your kids like the back seats, and see if your friends crack any jokes about the color (they’re just jealous). If it does what you want it to do, make it happen. That’s all there is to say about it.

Image credits: Lewin Day, Mitsubishi