Tested – Mitsubishi Triton 2.4 Di-D 4×2 (auto)

As mad as South Africans are about bakkies, they are also often a partisan crowd and different places around the country tend to show a predominance of favour for a certain brand.

Where I live on the South Coast of KwaZulu Natal – often called the slow coast for good reason – the Ford Ranger is edging ahead based on visible numbers on the road. However, when one starts paying attention to the make there are still surprising numbers of Colt bakkies on active duty.

The Mitsubishi Colt – particularly the 2,8-litre diesel – was hugely popular and when the marque left the Mercedes-Benz stable and the original Triton came out – well, for folk locally, it just was not quite the same so they hung onto their Colts, tended to the rust and carried on until replacement was essential.

That moment came well before the new generation Triton was launched – hence the rise in popularity of other makes.

Will new Triton make inroads. In this sales microcosm it will be interesting to watch.

Should Triton make inroads. Damn straight!

The 2017 model, the fifth in the Colt/Triton lineage, is the most advanced pick-up ever to be developed by Mitsubishi  and launched in South Africa earlier this year, following successful introduction to Australia, Brazil, Europe and the Middle East.

Engineers improved 185 key areas of the Triton, compared to its predecessor, ranging from deepening and reinforcing the loading bay, revising the shape of the bonnet for aerodynamic efficiency and refining the driving position for improved in-vehicle visibility and comfort.

Other famous elements such as the distinct J-line between the cabin and the load bay have been reworked for benchmark interior space. This is immediately apparent to all passengers, particularly those seated in the back of the double-cab models.

While I like the looks and flowing lines, achieving those has compromised rear seat (adult) passengers on longer journeys where the reduced visibility from the small windows can become a tad claustrophobic.

The sculpted bonnet, bold grille and wrap-around headlights flow into a deep shoulder-line that connects to the new tail lights and a curved tailgate that now facilitates one-handed operation. The integrated brake light on the tailgate cannot be obscured like those on cab-mounted versions.

The design is further tweaked by the addition of chrome accents around the front driving lights, grille and flush-mounted door handles. Newly designed side steps and 17-inch alloy wheels complete the updates.

The combined engineering effort, which has radically improved the new Triton over its predecessor, is perhaps most evident inside the cabin, which was purposely shaped to mirror the same level of comfort and convenience as Mitsubishi’s range of SUV-models and iconic Pajero – the upcoming Pajero Sport actually being developed off  the Triton.

Getting in and out of the new Triton is not only much easier, but sitting behind the steering wheel feels more natural thanks to a commanding driver position offering improved visibility over the front of the vehicle.

The driver has the benefit of a new dashboard with easy-to-clean surfaces chosen for practicality. Range-specific features on the new model include an intuitive touchscreen infotainment system with Bluetooth connectivity and USB audio input as well as the keyless push-button Stop/Start system.

Standard are cruise control, dual-zone auto air-conditioning, a reverse camera, an electrically adjustable driver’s seat, tilt and telescopic steering wheel adjustment and leather upholstery.

The cabin itself has been stretched by 20 mm to 1 745 mm to further improve cabin space, while shoulder room ‒ both front and rear ‒ has been improved. Subtle changes include redesigned seats offering additional bolstering and higher density foam for more comfortable long distance driving.

The double-cab’s rear bench is angled by a class-leading 25 degrees. This not only adds additional leg and shoulder space, but mitigates the typical upright position that is synonymous with double-cab pick-ups. To round off the impressive cabin, Mitsubishi’s engineers have added thicker sound deadening material to the engine firewall and under the floor.

 The Mitsubishi Triton is fitted with an aluminium block four-cylinder turbo-diesel engine. The new engine offers the ideal combination of a fast spooling turbo-charger with an unconventionally low compression ratio of 15.5:1 which aids responsive torque delivery at low engine speeds.

The 2.4 MIVEC engine also features reinforced steel piston sleeves for durability and an integrated common rail direct injection system. This engine weighs 30 kg less than its predecessor.

Power delivery is rated at 133 kW at 3 500 r/min with torque peaking at 430 Nm at 2 500 r/min. Fuel consumption is rated at 7,6 l/100 km in a combined cycle. In the test cycle this was easily achieved and bettered with the vehicle unladen and carrying a full load I managed 8,7 l/100 km.

The new 2.4 MIVEC turbo-diesel delivers power to the rear through the choice of a shorter-shifting six-speed manual gearbox, or a five-speed automatic transmission as was the case with my test unit.

Triton owes its better road manners to revised stabiliser bars, stiffer front springs and significantly larger rubber body mountings on the ladder frame chassis.

The overall combination can be experienced by less body roll and pitching – unwanted tendencies usually associated with a heavy nose and empty load bin. Once again, the J-line allowed engineers to shorten the wheelbase which leads to crisper manoeuvrability.

Further handling gains can be attributed to the Hydraulic Power Steering system that is more direct at 3,8 turns lock-to-lock (as opposed to the 4,3 turns of its predecessor) and tightening the cornering radius to 5,9 metres.

That’s what Mitsubishi says – in reality the steering is still a bit too vague when the vehicle is unladen especially on gravel roads when travelling briskly. The combination of vague steering and front end wash if the turn in is a little too heavy can lead to some nervous moments.

Fortunately, it does come with Active Stability and Traction Control to mitigate and this works rather well without being too intrusive in normal driving situations. It comes standard with anti-lock braking and EBD as well as Hill Start Assist (HSA).

One of the reasons the Colt did so well in this market was its solid dependability. The new Triton gives off that same feeling.

All models have a 5-year/90 000 km service plan and 3-year/100 000 km manufacturer’s warranty.

2.4 Di-DC 4X2 5-speed A/T
Engine Type
DOHC MIVEC Common Rail
Fuel Type Diesel
Max. Output 133 kW @ 3 500 r/min
Max. Torque 43 Nm @ 2 500 r/min
Fuel Tank Capacity 75L
Towing Capacity (Braked) 1 500 kg
Towing Capacity (Unbraked) 750 kg

IT – not just geek stuff

Mention IT in capital letters and images of geeks, nerds and Big Bang Theory reruns instantly cloud the mind. However, IT in this instance stands for Isuzu and Triton – both fairly new but long enough on the market to establish some sales traction.

Our two test vehicles are not actually going head-to-head since the Isuzu is all-wheel drive and the Triton a standard two-wheel drive. Common ground is both are double cabs and specced to appeal to the leisure market.

The leisure end of the South African LCV (bakkie) market is as intriguing as it is diverse with a large gap between the two top sellers and the other players – the two top players in the market, Toyota and Ford, both have enormous ranges with a bakkie to suit almost every level of desire.

Hilux still leads the sales race from the Ranger and then there is quite a gap to the next level where both the Isuzu and Triton compete (joined here by the likes of Fiat Fullback, Nissan Navara and Volkswagen Amarok).

Isuzu, perhaps, is out of step with the main players in terms of model renewal so, while the Triton is all-new, the KB recently had a refresh.

Key changes included a new front fascia design including changes to bonnet, radiator grille and fog lamps, new headlamps with projector and integrated LED day time running lights on LX models, new tailgate styling on extended and double cab models, rear view camera integrated to tailgate handle on LX double cab models, new 18-inch alloy wheels for LX models and a new 16-inch styled wheel for the rest of the range.

Our test vehicle carried the 3,0-litre DTEQ turbo-charged diesel engine with 130 kW and 380 Nm on offer. Combined cycle fuel consumption is 7,9 l/100 km for 4×4 double cab.

A key feature of LX models is a touch screen infotainment system with satellite navigation, internet, Wi-Fi, and smartphone integration. The screen – a 1 080 high-definition TFT unit with a 6,5-inch dimension – also acts as the display when browsing, or using the DVD player.

The Rear Park Assist reverse camera is now integrated into the rear tailgate handle on all LX double cab models.

Passive entry and start system (PESS) is a keyless entry with Start/Stop ignition button is standard on all LX double cab models. Leather is available as standard on the 4×4 auto and manual double cabs and as an option on 4×2 Double Cab derivatives.

For Mitsubishi, the new vehicle is the fifth iteration of the Colt/Triton legacy and arrived in South Africa some while after launching in markets such as Australia, Brazil, Europe and the Middle East.

“From the onset, the brief to designers and engineers was to maintain the essence of the Triton, but also to improve on aspects of ride, handling and comfort to create a truly SUV-like experience from behind the wheel,” says Nic Campbell, general manager at Mitsubishi Motors South Africa.

Engineers improved 185 key areas of the Triton, compared to its predecessor, ranging from deepening and reinforcing the loading bay, revising the shape of the bonnet for aerodynamic efficiency and refining the driving position for improved in-vehicle visibility and comfort.

Other elements such as the distinct J-line between the cabin and the load bay have been reworked for benchmark interior space. This is immediately apparent to all passengers, particularly those seated in the back of the double-cab models.

The design features chrome accents around the front driving lights, grille and flush-mounted door handles, newly designed side steps and 17-inch alloy wheels.

Range-specific features on the new model include an intuitive touchscreen infotainment system with Bluetooth connectivity and USB audio input as well as the keyless push-button Stop/Start system.

The driver is made to feel at home thanks to cruise control, dual-zone auto air-conditioning, a reverse camera, an electrically adjustable driver’s seat, tilt and telescopic steering wheel adjustment and leather upholstery, to name but a few of the standard creature comforts.

The cabin itself has been stretched by 20 mm to 1,745 mm to improve cabin space, while shoulder room – both front and rear – has been improved.

The Triton is fitted with an aluminium block four-cylinder turbo-diesel engine with reinforced steel piston sleeves for durability and an integrated common rail direct injection system.

Power delivery is rated at 133 kW at 3 500 r/min with torque peaking at 430 Nm at 2 500 r/min. Fuel consumption is rated at 7,6 l/100 km in a combined cycle.

On the double-cab versions, Mitsubishi engineers have added the ASTC (Active Stability and Traction Control) system, which modulates both braking and engine power to maintain the chosen driving line in slippery conditions. The range comes standard with anti-lock braking and EBD as well as Hill Start Assist (HSA).

With just 3 kW and 0,3 l/100 km difference between the two vehicles, there is little to separate them there – and equally little in terms of modern luxury fittings or vehicle safety and driver aids.

Although demand for luxury SUV bakkies remains strong in South Africa, the reality is most spend their time negotiating the urban horrors of potholes and deteriorating road surfaces – so the full 4×4 options rarely find themselves doing bush duty (except, of course, for those bought by enthusiasts).

Thus, the main comparison between the Isuzu and the Triton comes in operation as daily commuter vehicles with off-road limited to unpaved surfaces rather than donga-diving.

On the dirt, the Isuzu just shades the Triton – the slightly heavier Isuzu (3 100 kg) feeling a tad more balanced on dirt roads whereas the Triton was just a little too eager to press home its slight power and torque advantage, resulting in it becoming tail happy.

Doing the daily commute, perhaps the additional torque of the Triton gave it advantage by allowing a higher gear to be held for that much longer.

On clearer roads where the two vehicles could stretch their legs, nothing in it at all and both were long haul comfortable with about equal results in terms of wind and road noise – and both of those came in at agreeably low.

In the tighter sections the Triton had a slightly better turn in to corners, but road holding was on a par – perhaps more impressive from the Isuzu as one would have expected the extra mass here would compromise it under hard cornering.

At the end of the day the choice for any buyer has to be whether they want the full facility of 4×4 or just a an upmarket, comfortable and spacious bakkie that can workhorse or trail bike hauler.