The advertising jingle claims that “Nothing frightens a Triton” and with its all-new underpinnings, bi-turbo diesel engine and fresh sheet metal, Mitsubishi’s sixth-generation ute has plenty of reasons to be emboldened.

Based on ladder-frame underpinnings that will be shared with the forthcoming Nissan Navara, the new Triton also boasts expanded dimensions and a gutsy 2.4-litre bi-turbo four-cylinder diesel engine producing a category-competitive 150kW/470Nm.

Driving through a six-speed automatic transmission the new engine’s on-paper outputs are enough to put the Mitsubishi workhorse back in the hunt with leading four-cylinder powered rivals including the Ford Ranger (154kW/500Nm) and Toyota HiLux (150kW/500Nm).

Of course, that’s the least buyers should reasonably expect, given the Triton is one of the last of the current ute pack to be updated, its predecessor tracing its lineage back to 2014, although it was the beneficiary of a major mid-cycle update in 2018.

The new Triton will be arguably Mitsubishi Australia’s most important model, with the 2023 new vehicle sales charts topped by key rivals Ford Ranger and Toyota HiLux respectively, in a segment that grew by nearly 15% to account for around 20% of all new vehicles sales.

As it stands, the now superseded fifth-generation model finished 2023 holding down a respectable fourth and fifth place in overall sales of 4x2 and 4x4 utes respectively, and Mitsubishi expects the new model to claw its way back to third step on the podium during 2024.

Key to this success will be the new Triton’s upgraded 3,500kg braked tow rating, a necessary increase on the old model’s slightly underwhelming 3,100kg limit, which places it on more a competitive footing with other key players in the load-lugging stakes.

Maximum payload varies depending on the model variant but all Triton’s will exceed 1,000kg.

Only the higher-spec GLS and GSR dual cab 4x4 variants were available to sample at the launch, with other body styles and 4x2 variants set to join the range later this year.

When the new model range is complete the Triton will be available in cab-chassis, club-cab and dual-cab body styles in GLX, GLX+, GLS, and flagship GSR variants, although not all trim grades will be offered on all body styles.

Dual-cab pricing starts at $43,690 for the GLX 4x2 and rises through GLX, GLX+, and GLS 4x4 variants to top out with the $63,840 Triton GSR tested here.

The various trim grades are differentiated by different wheel and tyre packages, styling attributes and interior finishes.

Common to all variants is an all-new ladder-frame chassis which is claimed to be significantly stronger than is predecessor, as is the new body shell.

Suspension enhancements on the 4x4 dual-cabs include a new high-mount double wishbone front suspension with 22mm more travel than previously, and enhanced damping control via larger diameter shock absorbers.

At the rear is a new three-leaf high-tensile steel semi-elliptical spring design, down from five leaves on the previous generation, while GLX buyers can opt for a beefier four-leaf design (down from six) with larger diameter shock absorbers for heavy-duty load-lugging.

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The new Triton dual-cab is 15mm longer than its predecessor and sits on a wheelbase that’s been stretched by 130mm, which Mitsubishi claims benefits ride comfort, handling stability and load capacity.

The vehicle track has been widened by 50mm to provide a more sure-footed stance, and there’s 49mm more front cabin shoulder room for greater occupant comfort.

Tray length has also been increased by 35mm and can now accommodate a Euro pallet, while the tray floor height has been lowered by 42mm for easier loading.

The Triton’s ‘4N16’ 2.4-litre bi-turbo diesel engine is described as virtually all-new, despite the engine having a similar bore and stroke to its predecessor.

The engine meets current Euro 6 emission standards and delivers peak power of 150kW at 3,500rpm, with 470Nm of torque between 1,500rpm and 2,750rpm.

Detail changes include a new higher-pressure fuel-injection system, improvements to the intercooler and exhaust, new lighter-weight pistons and an evolution of the MIVEC variable valve lift timing system which now operates on both intake and exhaust.

The inclusion of maintenance-free hydraulic-valve-lash-adjusters will also please fleet and high-mileage users as the old model required costly valve clearance checks and adjustments at key service milestones.

The adoption of twin-turbocharger technology delivers notable improvements to driveability and performance, with the smaller turbo delivering fast response at low revs and the larger unit fortifying the top end for an overall smoother and more responsive delivery.

Peak torque arrives at a low 1,500rpm and hangs on stoically until 2,750rpm, with the engine’s crisp response and flat torque curve making for a pleasing driving experience.

The engine hitches to a six-speed automatic transmission which has had its ratios tweaked but is otherwise carried over from the previous model.

The gearbox is down a couple of cogs on current best practice but gets the job done and there’s little need to criticise the quality of its response or shift feel.

The absence of a sport mode does seem a bit of a miss given the engine’s free-spinning nature and there’s no paddle shifts either.

Official combined cycle fuel consumption is a reasonable 7.4 to 7.7L/100km depending on the variant, although we saw figures closer to 10.4L/100km during our two-day test drive, including off-road.

All 4x4 variants offer high and low range for off-road driving but the GLS and GSR get the Pajero’s excellent Super Select 4WD-II system.

This brings the ability to operate in 2WD and 4WD High range, 4WD High with the centre diff locked, and 4WD Low with the centre diff locked.

The system’s key advantage over other part-time 4WD systems is the ability to switch easily from 2H to 4H on the fly and remain in that mode on sealed roads without risking diff damage.

This provides a handy safety buffer of additional traction on high-speed gravel roads or intermittently slippery tarmac.

Off-road performance in GLS and GSR variants is further enhanced by the fitment of a rear differential lock, along with a Terrain Control system.

The latter is selected via a rotary dial on the console and provides seven different drive modes – Normal, Eco, Gravel, Snow, Mud, Sand and Rock.

Not all modes can be selected in each driving range, however.

Overall low range gearing of 38:1 ensures good crawl control over difficult terrain, and controlled descents in steep conditions.

This is further complemented by a range of electronic systems including hill start assist, hill descent control, traction control and active LSD (brake control) on the front and rear axles.

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A selectable off-road camera system is another handy addition that projects vision onto the multimedia screen to help the driver see objects otherwise obscured by the vehicle bonnet.

Stylistically, the new-look exterior design is characterised by a bolder face and more angular body which looks suitably rugged and workmanlike.

In the right colour and squinting at it from a distance it could be confused for a Ford Ranger, which is no bad thing given that model’s sales success.

The top-spec GSR is distinguished from the rest of the pack by its 18-inch gloss-black alloy wheels, body colour grille, and contrast black-paint treatment on its wheel arch mouldings, ‘Sailplane’ styling bar, roof rails, and front fascia.

Standard feature shared with the GLS include heated, power folding door mirrors, a standard tray bedliner, rear privacy glass, and LED lighting extending to headlamps, DRLs, fog lamps, side turn lamps, rear tail and brake lamps.

Inside, the GSR’s combination of leather and orange contrast cross-stitching feels upmarket enough to attract lifestyle-oriented ute buyers, although the cabin is still fairly workmanlike with plenty of durable black plastics on display. GLS buyers can upgrade to leather for an additional $1,500, also gaining the GSR’s power-adjustable driver’s seat and front-seat hearting.

Mitsubishi hasn’t set out to wow anyone by creating an overly hi-tech interior, with a prominent 9.0-inch touchscreen at dash centre providing access to wireless Apple CarPlay, wired Android Auto, plus embedded sat nav and Bluetooth connectivity.

A wireless smartphone charging pad ahead of the shift leaver can also be used for oddments storage, while ahead of the driver is a 7.0-inch instrument display with analogue speedo and tacho flanking a central digital information screen.

Other GSR standard kit includes a surround view camera system, tyre pressure monitoring, dual-zone climate control, frameless auto dimming rear view mirror, keyless entry and start, and that power driver’s seat with slide, recline, height and lumbar support functions.

The driver’s seating position has been improved with a more upright design that proved excellent over the course of our two-day test drive.

There’s plenty of cabin storage, too, including a twin glovebox and a centre console bin that can hold four 600mm bottles. Add to this twin cup holders, door map pockets that can store an A4 folder and a 1.5L bottle holder and the Triton is well set up to cater for family touring or work duties.

Access to the front or rear seats is aided by the fitment of standard side steps that are wide enough to be useful for people in work boots, and conveniently mounted assist handles.

The rear seat now features more seatback rake which makes it a more comfortable perch, except for the middle pew which doubles as a fold-down armrest with cup holders and is overly firm.

There’s more rear seat knee room, too, thanks to increased cabin length, with rear seat amenities including seat back map pockets – with a smaller pocket for phones atop the larger laptop-sized pocket – USB-C and USB-A charging points, plus a 12-V accessory outlet.

Mitsubishi’s innovative roof-mounted cooling system is carried over from the previous model Triton and continues to impress with its clever approach to plumbing air through channels in the roof lining, before distributing it via individual overhead vents to the front and rear seats.

The system also includes a rear-seat fan-control switch, with Mitsubishi claiming the design brings the entire cabin up to a consistent temperature more quickly and evenly than a conventional system with dash and rear-console vents.

Safety of the new model has been significantly upgraded with passive safety equipment extending to eight airbags including driver and passenger front airbags, centre airbag, driver knee airbag, driver and front passenger side airbags, and curtain airbags.

There’s also a raft of new driver assistance features, including: forward collision mitigation; pedestrian and cyclist detection; junction assist; rear automatic emergency braking; adaptive cruise control; blind-spot warning; lane change alert; emergency lane assist; lane departure warning; lane departure prevention; traffic sign recognition; driver attention alert; driver monitor system; front and rear parking sensors; front cross-traffic alert (no cost dealer-fit option); rear cross-traffic alert; multi-collision brake; adjustable speed limiter, auto high beam; and autonomous emergency braking.

We drove both the GSR and GLS variants over an entertaining and occasionally challenging drive through the Adelaide Hills, which included some moderately difficult off-road sections where the Triton equipped itself very well.

But it’s out on the open road where the new model’s improvements in ride, handling, performance and NVH are best appreciated.

Mitsubishi has developed a specific Australian suspension tune for Triton with the new model benefiting from significant local development and testing.

Japanese engineers visited Australia frequently during the vehicle’s development to test and tune elements including ride and handling, 4x4 performance, driveability, towing, and ADAS systems.

The results are evident in the dynamic polish of this new Triton, particularly the suspension revisions which have enhanced its bump absorption qualities while removing much of the sharpness that often plagues such workhorse vehicles.

Riding on multi-spoke alloy wrapped in 265/60R18 highway rubber, the GSR’s unladen ride quality initially felt a bit busy around town but settled down nicely out on the open road, delivering a comfortable and sure-footed ride that marks it as one of the better-riding utes on the market.

The suspension seems designed to allow some long-travel float over bumps which avoids the jarring of some rivals but it’s well damped so settles quickly afterwards.

The body structure also feels impressively strong, although we did note some scuttle shake over persistent corrugations.

New variable assistance electric power steering is a first for Triton and delivers light-weighting with good on-centre feel, and pleasing accuracy.

Overall, the Triton feels impressively well balanced through bends, and is an easy car to flow smoothly, helped in no small part by the fitment of active yaw control, an electronic braking system developed for Mitsubishi’s rally cars that helps it corner more precisely and with greater control.

The driving position is excellent and the new seats provide good support, with the dash design and layout placing everything logically and within easy reach of the driver.

A row of toggle switches located below the infotainment screen for the HVAC system is chunky enough to allow operation by workers wearing gloves.

One minor beef is the location of the driver attention alert sensor mounted atop the steering wheel, which can obscure some of the lower sections of the dash.

The sensor is also sensitive to sunglasses and didn’t like my brand at all, resulting in a constant, annoying reminder that it wasn’t reading my eyes correctly.

The only alternative was to shut it off or put the glasses away, neither of which is ideal. The sensor can also be tripped up by your hands when busy with the wheel, such as when parking.

On a more positive note, the new engine is smooth, quiet and pleasingly responsive; so much so that I found myself wishing it had a Sport mode in addition to the Normal and Eco modes on offer.

Engine, wind and road noise are all well controlled and it’s possible to converse with rear seat passengers without raising your voice.

As usual in this category, there’s a wide range of genuine accessories available including a steel bull bar, underbody protection, hood protector, snorkel, roof racks, canopy, side steps, sport bar, and a bed liner. There’s also a towbar and trailer brakes available but it’s not standard on any model, despite some rivals including it as such.

Mitsubishi also couldn’t advise the cost of the accessory at launch and despite a reasonably comprehensive on- and off-road driving program, there was no opportunity to test the new Triton’s towing prowess.

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Mitsubishi is in the process of resetting its brand to move away from being seen as a bargain basement Japanese brand to one more synonymous with high quality, high-featured vehicles that still offer great value.

As such the days of seeing Tritons advertised for prices $10,000 below these rivals are gone, and prices for the new model have risen across the board with Mitsubishi justifying the hikes by pointing to the quality of the new vehicle and its many additional features.

The fact most of the Triton’s rivals have also pushed their prices higher means the Mitsubishi still undercuts some of them, but not by the extent it once did.

Mitsubishi continues to have one of the best warranties in the business, however, with the option to extend to its Diamond Advantage 10-year warranty with 10-years of capped-price servicing, and the new Triton’s capped-price servicing costs are even a fraction lower than the old model.

In summary, the modern, muscular design of this new model is more ‘in the pocket’ of what ute buyers seem to want right now, while the increased dimensions, roomier cabin, more powerful and efficient engine, along with that upgraded 3,500kg towing capability all add to the Triton’s capability and versatility.

Add to this revamped suspension that delivers better ride and handling plus superior ride comfort, plus class-leading safety and it all comes together as cohesive and highly competitive package that deserves to be on the shortlist of dual-cab ute buyers.

Mitsubishi Triton GSR Dual Cab MY24 key info

• Price: $63,840 (MRLP)
• Powertrain: Aluminium-block 2.4-litre 16V MIVEC DiD diesel, twin turbocharged (150kW/470Nm), six-speed torque converter automatic, part- and full-time four-wheel drive.
• ANCAP crash rating: Five-star ANCAP rating (2024)
• Fuel consumption (Combined Cycle): 7.7L/100km (203g/km CO2)
• For: Impressive ride and handling, comfortable and roomy interior, improved tow rating, smooth and responsive turbodiesel, excellent warranty.
• Against: Price hikes over predecessor, annoying driver alert systems, more expensive than its predecessor.