Tow Test: Mitsubishi Triton 2015

It’s a great time to buy a ute.

More appealing than ever to private buyers, the latest batch of family-friendly, dual-cab utes from the likes of Nissan, Isuzu, Mazda, Ford and Volkswagen deliver the sort of comfort, refinement, performance, technology and safety ute buyers could only dream about a few years ago.

Now there’s Mitsubishi’s fifth-generation, MQ series Triton,

introduced in April with a raft of upgrades over the ageing MN series model.  Gone is the controversial swoopy styling of its predecessor, replaced by a more conservative and contemporary design albeit with unmistakable triple-diamond chrome grille up front.

Also history is the old noisy, four-cylinder engine, making way for a smoother, more refined 2.4-litre turbo-diesel powerplant. Cabin comfort, materials and conveniences are also improved, as is overall safety backed up by a five-star ANCAP rating.

Following the trend for dual cab utes, towing capability has been increased but only by 100kg to 3100kg, as Mitsubishi avoided the trap of rivals including Holden Colorado, Mazda BT-50, Ford Ranger and Isuzu D-MAX by offering a maximum 3500kg tow rating.

The upside of a slightly lower 3100kg rating is that it still allows the Triton to be loaded up with a significant amount of gear, people and accessories without going over weight – an important consideration for anyone considering a long-distance tour to a remote region, as we did with the top-spec Triton Exceed 4x4 dual-cab ute tested here.

With four people on board, about 100kg of stuff in the tray, and a big 23ft Aussie  off-road caravan on the towball, we clocked more than 3500km travelling from Melbourne to South Australia’s Flinders Ranges, returning via Broken Hill in NSW.

The Triton has a Gross Vehicle Mass (GVM) of 2900kg and Gross Combination Mass (GCM) of 5885kg, so deducting the 3000kg van, 1965kg  ute, and another 350kg  for fuel, occupants and gear, left around 570kg that could have been used to carry more supplies or have popular accessories like a bullbar, snorkel or additional spare tyre fitted, while keeping within the Exceed’s maximum payload of 935kg.

However, it’s debatable whether we would have wanted to travel with much more weight anyway, as the Triton felt right on the limit with a 5.3 tonne GCM.

Not that it looked out-gunned at standstill, with the van’s ball weight of 200kg well under the Triton’s 310kg maximum. Combined with some weight in the rear tray, the leaf spring rear suspension levelled out nicely, although ideally the Triton’s tow ball would have been set higher to prevent the ‘nose down’ appearance of the van.

With a relatively high centre of gravity along with a lot of fixed weight behind the rear axles, the caravan wasn’t as stable as it could have been on open roads, transferring movement through the ball to the Triton, especially in cross winds.

The ‘tail wagging the dog’ sensation wasn’t helped by the fact the van weighed around one tonne more than the Triton. Another contributing factor and an issue with all utes was the position of the Triton’s tub behind the rear axle, increasing the distance between the ute’s rear wheels and hitch which can affect stability.

However, it did allow the chance to experience the Triton’s new trailer stability assist feature in action. While cruising along the freeway the electronic system detected and then promptly corrected some excessive sway by momentarily applying the Triton’s rear brakes and locking up the wheels.

Following that experience, we limited our maximum speed to around 80km/h throughout the trip, which would also have helped reduce fuel consumption, although it was still up to 3L/100km higher than a

similar test with an Isuzu D-MAX.

At best, it was just under 17L/100km in flat, calm, smooth highway conditions, rising to more than 21L/100km over undulating, bumpy dirt roads. Overall the average was 18.6L/100km, or close to double the 9.4L/100km achieved driving ‘solo’.

The extra thirst meant we were filling up the 75 litre tank every 380-400km, adding to ‘range anxiety’ in the Outback where fuel stations are few and far between.

However, it’s hard to complain about the quietness and overall refinement of the 2.4-litre engine, in combination with the five-speed auto. The common rail turbo-diesel delivered relatively smooth, steady, if somewhat leisurely progress in all conditions with little evidence of peakiness or excessive roughness.

Delivering a maximum of 133kW at 3500rpm and 430Nm at a relatively high 2500rpm, it spent most of its time between 2000-2500rpm in fourth or fifth gear (compared to a lazier 1800rpm in fifth gear without the van).

Engine noise was well suppressed, partly thanks to the transmission’s ability to hold onto higher gears and keep revs below 2500rpm. The only real concern was having little in reserve for accelerating or over-taking in an emergency situation, but thankfully it was never an issue.

Otherwise, the Triton proved a surprisingly relaxed and inviting touring vehicle. As one of few utes to offer reach as well as height adjustment of the steering wheel, along with six-way electric adjustment of the leather lined and very comfortable driver’s seat and a handy left foot rest, all-day stints behind the wheel were never a concern.

Also impressive was the Triton’s above-average ride quality for a leaf sprung ute, whether unladen or towing and on both smooth tarmac and dirt tracks. Like most utes the ride improved with a decent weight out back, and it only ever got unruly during some stomach-churning pitching over creek bed crossings.

The smart and practical cabin offered decent storage areas including deep side door pockets for holding extra-large drink containers, and a USB and two 12V sockets accessible from the front seats kept gadgets charged en-route.

We also liked the Exceed’s bigger 7.0in touchscreen with sat nav, Bluetooth audio and phone connectivity, and decent sound from the up-spec stereo, although menu navigation could be improved. The high resolution rear view camera was a particular highlight, making reversing and backing up to the caravan hitch so much easier and safer.

Also appreciated were the steering wheel paddles for engine braking on steep descents, push-button start and the automatic folding chrome mirrors which meant we didn’t have to worry about someone pinching our strap-on towing mirrors when parked.

There were few complaints from our primary school sized rear passengers either, with plenty of room and shapely outboard seats with angled backrests that folded down for easy access to tyre changing equipment.

However, for a $50,000 vehicle it would be nice to have steering wheel controls for the trip computer (like on the top-spec Navara) rather than a single, push button stork on the instrument panel. Also absent were any vents or 12V sockets in the back, and for some strange reason just one map pocket rather than two behind the front seats.

Slightly deeper than before, the Triton’s tub featured four tie-down hooks, a lockable tailgate, and optional soft tonneau cover and tub liner, although once again no tub light, 12V socket or rear opening window as found on some of its rivals.

However, the Triton’s Super Select II electronic part-time 4WD system remains one of the best in the ute market, with a new, more user-friendly console-mounted dial for selecting the various modes.

Unlike other dual range 4x4 utes, Triton's 4x4 high range runs on tarmac as well as dirt, while the rear diff lock is good insurance when heading deeper off-road.

The Triton also got a tick for its class-leading 11.8m  turning circle, which made U-turns on narrow roads a breeze despite the 8m long caravan in tow, and the impressive spread of low beam light from the Exceed’s HID headlamps.

But while up to the job, it’s hard to recommend the Triton for three tonne towing, due to inadequate, low-down torque and vehicle mass. A more suitable match would be something closer to the Triton’s two tonne kerb weight, or up to 2.5 tonnes, allowing for better payload and safety margins.

That said, the top-spec Triton like its predecessor remains a relative bargain. Even with options including metallic paint, tow bar, soft tonneau cover and tub liner, the ‘as tested’ price falls short of $50,000 (plus on-road costs), making it one of the best value, ‘full-fruit’ dual cab utes on the market.

2015 MITSUBISHI TRITON EXCEED DOUBLE CAB PICK-UP

Engine: 2.4-litre four-cylinder turbo-diesel
Output: 133kW/430Nm
Transmission: Five-speed auto
Fuel: 7.6L/100km (ADR combined)
CO2: 201g/km (ADR Combined)
Safety rating: Five-star (ANCAP)
Tow rating (braked): 3100kg
Towball mass: 310kg
Price: $47,490 (plus on-road costs)