The Mitsubishi Triton, especially in its most recent iteration, is an interesting proposition.
Despite now having been on sale in Australia for a year, the latest generation Triton is still only available as a dual-cab pickup – single-cab, Club Cab and cab/chassis body styles will follow later in 2025.
Nevertheless, you have six automatic-only twin-cab variants to choose from, and price ranges from $43,690 to $63,840 before on-roads. At the cheapest end is the sole 4×2 variant, and the rest of the lineup is fitted with four-wheel drive.
When the new Triton range launched in early 2024, only five variants were available. That’s because the GLX-R variant, available in the previous generation as either a 4×2 or 4×4, wasn’t initially carried over.
In July 2024, the Mitsubishi Triton GLX-R rejoined the range as an upper-midrange variant, and that’s what you see on test here. It’s positioned below the GLS and the flagship GSR, of which a new special edition was announced this week, for $700 less than the GSR itself.
First revealed in mid-2023, the sixth-generation model brings Mitsubishi’s global mid-sized ute, which dates back to 1978 and is known as the L200 in some markets, into the modern age.
WATCH: Paul’s video review of the 2024 Mitsubishi Triton GSR
But Australia’s booming 4×4 ute market has become a lot more advanced and even more stacked since its predecessor was launched in 2015 (the same year the current Toyota HiLux and Nissan Navara were released).
The Ford Ranger continues to lead the category with 57,960 sales in 2024, when it was followed by the HiLux (45,839) and the Isuzu D-Max (24,031).
Though it was in the midst of a model changeover that brought only six new dual-cab variants, the Triton still ranked fourth in the category with 14,737 sales, but only slightly ahead of the Mazda BT-50 on 12,161 – which was gearing up for an update – and the aging Navara (9032).
The GLX-R promises to be a more compelling value proposition for Triton buyers, but is it really the happy medium between practicality and luxury?
How much does the Mitsubishi Triton cost?
The GLX-R is the latest re-addition to the Triton lineup, and it leans towards the more expensive end of the six-variant dual-cab ute range.
Closest-matched to the GLX-R on price in the 4×4 Ford Ranger lineup is the XLS bi-turbo double-cab 4×4 pickup, which costs $57,630 before on-roads. The Ranger 4×2 XLT bi-turbo double-cab pickup is also close in price at $56,440 before on-roads, but that’s not a direct competitor given its rear-wheel drive setup.
Toyota’s most direct rival is the HiLux SR dual-cab 4×4 pickup for $55,190 before on-roads, while that same model can also be purchased with mild-hybrid V-Active tech for a $56,210 plus on-roads.
Isuzu’s rival to the GLX-R is the D-Max LS-M 4×4 crew-cab for $55,800 before on-roads, while the related and recently updated 4×4 Mazda BT-50 XT dual-cab pickup is priced at $54,620 before on-roads.
Also close on price are the base Volkswagen Amarok Core TDI405 for $55,490 before on-road, GWM Cannon Alpha Ultra diesel for $57,990 drive-away, and Nissan Navara ST-X 4×4 dual-cab pickup at $58,945 before on-roads.
To see how the Mitsubishi Triton stacks up against its rivals, use our comparison tool
What is the Mitsubishi Triton like on the inside?
It may not be as modern as something like a Ranger, but there’s a lot to like about the GLX-R’s interior.
From the top: many may find its infotainment display to be relatively small. In comparison with the 10.1-inch vertical unit in the Ranger XLS (not least the Wildtrak’s 12.0-inch alternative), the GLX-R’s more traditional horizontal 9.0-inch is lacking on paper.
In reality though, it’s perfectly functional and is integrated into the dashboard in a way that doesn’t seem like an afterthought. It also fits with the appearance of the rest of the cabin and its higher-end utilitarian setup.
You also get wireless Apple CarPlay as standard across the range, though Android users will still need to plug in a cable to mirror their equivalent smartphone software. The wireless system was mostly fine during our week with the Triton, though there were some sporadic glitches when the connection dropped out.
The screen’s native graphics are somewhat dated, but everything remains clear and easy to use. If you’re someone who prefers to leave CarPlay active at all times though, you may even forget about Mitsubishi’s software entirely.
To make it easier to navigate, an array of shortcut buttons is located on the screen’s bottom bezel, along with a pair of dials. Our only complaint here is that these buttons are finished in gloss-black plastic and quickly attracted fingerprints.
Below the infotainment display is where you’ll find the car’s climate control system, which is entirely analogue bar its simple digital display. It’s a reliable setup and refreshingly easy to use.
A pair of switches are fitted on either side for fan speed and temperature respectively, while below that is an array of toggles that are clearly marked and satisfying to operate.
We like the way Mitsubishi has laid out this system, as it’s far superior to the touchscreen-reliant setups you’ll find in some of the competition. The GLX-R does miss out on some of the niceties found on the GLS above it though, namely dual-zone climate control and seat heating.
All that means is there’s a little less going on in the way of buttons and controls in the GLX-R’s centre console. The lack of heated seats is a product of its lower-spec Triton roots, and there’s also standard cloth upholstery fitted here in contrast to the leather seen higher up the range.
The cloth trim and, by extension, the seats, remain genuinely comfortable to live with on the daily commute or longer drives. Adjustment is only manual (as with all Tritons except the GSR), but it’s easy to get situated thanks to the wide range of movement for both the driver’s seat and the reach/rake-adjustable steering wheel.
You also benefit from powered lumbar adjustment across the range, but it’s worth remembering the GLX-R is really just a nicer base-spec Triton that’s cheaper than the two more premium Triton grades.
That said, there isn’t a lot you miss out on beyond a handful of cosmetic enhancements, although there are some notable omissions. One is keyless push-button start, as the GLX-R still requires a physical flip-out key. That’s not a complaint though, as we can appreciate the more analogue approach, and many ute drivers may still prefer to put their key in the ignition, where it’s hard to lose!
The GLX-R also misses out on soft-touch cabin surfaces in places like the door armrests, which means your elbow will become sore after a few minutes in a more relaxed driving position.
There’s no wireless charging pad in here either, so you’ll have to make use of either the USB-A, USB-C, or 12V port up front. The other big omission is LED headlights, but we’ll go into more detail on that in the driving section.
As far as storage goes, it’s a case of what you see is what you get. The second passenger-side glovebox in the GLS has lost its lid and is now a cubby, while there are a selection of adequately sized cup and bottle holders scattered around the cabin – not to mention the overhead sunglasses holder.
In case you were wondering, the Triton does feature Ranger-style folding cupholders at the outboard ends of the dashboard, but only in the top-spec GSR.
Fortunately, the driving-related gear the Triton packs inside is relatively consistent across the range.
For one, that means the GLX-R’s steering wheel is nicely sized, sculpted, and finished with sporty perforations at 9 and 3 o’clock. It also has the benefit of being leather-wrapped compared to the three cheaper Tritons, but you still get the same basic infotainment and driver assist controls in the form of physical switchgear.
Ahead of the wheel is a barebones instrument cluster, which, despite being fairly old-school, is nice to look at and easy to read. You get a fully analogue tachometer and speedometer, which also house two smaller needles for fuel level and temperature.
In the middle is a basic 7.0-inch screen, which is where you’ll find a healthy amount of information regarding items like fuel economy and vehicle settings. It’s all navigable using the directional buttons and roller on the left of the wheel, and we’re a fan of how the ‘Home’ screen is laid out – vehicle speed, traffic sign info, and current audio are highlights.
Between the two seats are a chunky gear selector, gear range selector, and manual handbrake, as well as a cubby for phone storage. You may have also noticed the faux carbon-fibre trim here and on a couple of the other flat surfaces – this is something we could have done without.
Stepping into the rear of the GLX-R – and the front, for that matter – is not as easy as in some of the other Triton variants let alone other utes, as there are no side steps to be found.
There are interior grab handles on the A- and B-pillars to help vault yourself in, but it’s still relatively awkward thanks to the sizeable ride height the Triton 4×4 boasts.
Once you’re in the back though, you’ll find there’s loads of space all round. Head and leg room are both excellent on account of the cabin’s boxy dimensions, while the bench seat is appropriately soft and upholstered in the same black fabric as up front.
Fully grown adults will have no issue fitting back here, and there’s still enough room when all three seats are in use.
Looking to the roof reveals an interesting approach to second-row climate control. There are three basic controls in the middle (on/off, fan speed up and down), while on either side there are two wide vents with adjustable slats to help direct airflow.
This gives rear-seat passengers control of their own ventilation, and while there’s no way for occupants in the back to adjust temperature, the setup is more than good enough.
We appreciate the relatively innovative approach from Mitsubishi here (quite a few SUVs have ceiling vents, but not many utes), because overhead ventilation outlets – in this case fed by a large forward-facing intake on the ceiling in the middle of the cabin – can be very effective, as anyone who’s travelled on an airliner can attest.
Other creature comforts back here include a thick fold-down centre armrest with two cupholders, while there are bottle holders in the doors. The back of the centre console is home to one additional USB-A and USB-C port each, as well as a 12V outlet.
More of that fake carbon-fibre is fitted on the door cards back here and, while it doesn’t catch your eye, it doesn’t detract from the cabin’s otherwise clean presentation once you notice it.
Because this is a ute it’d be remiss of me to not mention the tub. Standard GLX-R models aren’t fitted with a tub liner from the factory, though our tester featured a couple of genuine accessories including a tub liner, soft tonneau cover, towing kit, and electric trailer brake kit.
The tray’s cargo capacity is good, and the tailgate is easy to open thanks to the hydraulic arms fitted to the GLX-R.
Our only complaint here is with the optional soft tonneau cover fitted to our tester, as it’s surprisingly hard to pull closed. There are leather tabs fitted to each corner give you something to grab, but it’s still not as easy as we’d like – especially compared to the optional electric cover, but with that you compromise on storage space.
We do like the GLX-R’s black sports bar as it ties together the more aggressive blacked-out exterior appearance. Beyond that it’s all largely as you’d expect for a ute like the Triton, and that’s why everything works as well as it does.
It’s not flashy by any means; instead the GLX-R presents as a nicer version of the cheaper Tritons while retaining the fundamental tech and gear to keep it as functional as possible. Think of it as a cohesive mix between a GLX+ and GLS.
To see how the Mitsubishi Triton stacks up against its rivals, use our comparison tool
What’s under the bonnet?
One engine is available across the Triton range: an upgraded and now twin-turbo 2.4-litre four-cylinder diesel. Where variants differ is drive type, as the GLX-R benefits from ‘Super Select II’ full-time four-wheel drive, as with the GLS and GSR flagships.
Cheaper Tritons make do with either rear-wheel drive or ‘Easy Select’ part-time four-wheel drive instead.
Our recorded fuel economy over a week with the car was better than Mitsubishi’s claim. Driving primarily took place on highway routes of 80km/h or above, with some inner-city stints thrown in – on one such highway-focused 60km trip our fuel economy was as low as 5.5L/100km.
We also had the opportunity to tow a small single-axle trailer loaded with three dirt bikes (approx. 600kg total), when fuel economy skyrocketed to as high as 10.8L/100km while driving almost entirely on regional highways at 100km/h.
Before the towing trip we had averaged 6.4L/100km without any load in the back or behind, which is pretty efficient.
To see how the Mitsubishi Triton stacks up against its rivals, use our comparison tool
How does the Mitsubishi Triton drive?
In a way that backs up its functional interior, but it’s far from perfect.
Highlights include the bi-turbo diesel engine. It’s surprisingly smooth; of course you’ll feel the classic diesel clatter, especially when it’s cold, but it’s nowhere near as unrefined as diesels can be.
Though it lacks any mild-hybrid tech, it’s efficient too. We were able to better Mitsubishi’s fuel economy claim over an average week, which we’d attribute to the Triton’s ability to trundle along at relatively low revs on the highway. That also helps keep engine noise down, and both wind and the tyre noise are also acceptable.
The six-speed automatic transmission, while not as versatile as the more sophisticated 10-speed auto available in the Ranger, also has no problem getting the job done.
At certain lower speeds you may notice a tendency for it to get ‘stuck’ between gears – often revving too high by shifting too late – but it’s far from unliveable.
If need be, you can also take control of the gears yourself by pushing the gear selector to the side. Shifts may not be instant in manual mode and there are no steering wheel paddles, but it’s nice to have the option if needed.
Near the shifter is also the driveline controller, where you can operate the GLX-R’s full-time 4WD drive system.
It’s convenient and reassuring to be able to leave the ute in four-wheel drive when travelling on sealed surfaces, especially if you’ve been driving off-road and forget to switch back before hitting the tarmac.
But you don’t lose a lot by leaving it in rear-wheel drive for standard commuting, mostly because its on-road characteristics are predictable and the power delivery isn’t too aggressive so it won’t easily cause the wheels to spin.
As an added bonus, the Triton’s steering feel is excellent. It’s surprisingly low-effort yet appropriately direct, which makes it easy to navigate tight areas like carparks – it also lends itself to being thrown around quickly when reversing into a spot but never feels overly light.
When you find yourself on a slippery road having to tow something larger though, the full-time four-wheel drive system is an added bit of security.
On that note, towing with the Triton is incredibly easy. There’s plenty of tractable torque to haul lighter loads with ease, and it feels like towing heavier trailers will be no less effortless.
The engine and steering combo make towing a trailer no problem at all. We tested its towing capability with three ~100kg dirt bikes on a 6×4 unbraked trailer with a combined weight of roughly 600kg, and experienced no issues whatsoever.
What helps is the GLX-R’s suite of sensors and cameras. The reversing camera and associated surround-view camera are especially useful when reversing a trailer, and they each have benefits in daily driving too.
Loading up the optional towbar and adding some cargo to the tub helps to iron out the Triton’s ride too.
When unladen the GLX-R isn’t unbearable, but it still has the typical ute characteristics of being somewhat bouncy and clattery over bumps, and unlike a Ranger you can definitely feel the main chassis rails flex over nasty road obstacles, even at lower speeds.
That said, we found it to be more compliant than the more work-ready GLX+ that’s positioned below it, which means it’s easier to live with day-to-day and feels more like the GLS and GSR. Combine the relatively plush ride with the well sorted steering feel and the GLX-R is a pleasant ute to drive.
One downside is its tyres, however, because while our GLX-R came with Maxxis highway-terrain rubber, it did little to help its handling. Take a corner with fair pace and you’ll notice how the front tyres squeal as they struggle to fight understeer. The standard H/T tyres do give you some extra on-road stability and wet-road grip compared to the all-terrains offered elsewhere in the Triton range though.
Body roll itself isn’t terrible, and the Triton feels like it’d otherwise be capable of keeping things composed if not for the compromised tyre situation.
And it’s worth remembering the GLX-R is based on the more affordable GLX and GLX+ workhorses. They’re made to get a job done, and handling prowess isn’t one of those jobs.
Given its classier presentation, however, we’d expect handling to be a little more refined, and maybe alternative rubber would be the solution – luckily that’s something that can easily be swapped out in future by owners.
Otherwise, the on-road experience of the Triton is simple and straightforward. There’s not a lot of tech going on, but most of the tech that is there is functional and easy to operate. But the key word here is ‘most’.
It has adaptive cruise control, which is easily operated using the buttons on the right-hand side of the wheel. There’s unfortunately no lane-centring function on any Triton, which means it lags behind rivals like the Ranger and D-Max.
Those accustomed to older cars likely won’t mind though and, to its credit, the cruise control works well to reliably adapt to the speed of traffic around.
But then you get to the driver attention monitoring system, which despite an update in mid-2024 is still far too sensitive. We have the same complaints now as we did when we last reviewed the Triton GLX+; it’ll chime if you spend a fraction too long looking at the instrument cluster, the side mirrors, the climate control, or the touchscreen, and heaven forbid if you do a head-check or wear sunglasses.
Fortunately, it can be easily turned off via the instrument cluster, but you’ll have to do it every time you jump in. It’s a small yet significant blemish on an otherwise quite solid product.
Our final note has to do with the GLX-R’s headlights, which are halogen-only instead of LED.
It’s the most expensive Triton variant that doesn’t feature LED headlights, and while that might be easier on the eyes for oncoming traffic it’s hardly something worth bragging about.
The light emitted is fairly yellow, and just doesn’t have the clarity we’d expect from a ute at this price point. What makes less sense to us is the contrast between this and some of the higher-end tech inclusions, namely the surround-view camera.
We love the inclusion of a surround-view camera in any car and we understand it’s been carried over from the GLX+. Still, we’d prefer LEDs and we think the GLX-R would benefit from them – especially at this price.
So the Triton is without question a good ute to drive, it’s just lacking those small dabs of polish that would fully round it out.
For a full breakdown of its off-road capabilities, watch our video review of the Triton GSR
To see how the Mitsubishi Triton stacks up against its rivals, use our comparison tool
What do you get?
The Triton is now offered in five trim levels, and the most recently added GLX-R variant sits two rungs down from the top of the range.
2025 Mitsubishi Triton GLX equipment highlights:
- 17-inch steel wheels
- Automatic high-beam
- Heavy-duty rear suspension
- Keyless entry
- 9.0-inch touchscreen infotainment system
- Wireless Apple CarPlay
- Wired Android Auto
- Satellite navigation
- Four-speaker sound system
- 7.0-inch instrument cluster screen
- Black fabric upholstery
- Manually adjustable driver’s seat with power lumbar
- Vinyl flooring
- Air-conditioning
- Floor console box with lid
- 2x cupholders
- 2x bottle holders
- Sunglasses holder
- Second-row bench with centre armrest
- Seatback pocket
- 1x front USB-A outlet
- 1x rear USB-A outlet
- 1x front USB-C outlet
- 1x rear USB-C outlet
GLX+ adds:
- 17-inch alloy wheels with all terrain tyres
- Locking rear differential
- Side steps
- Front fog lights
- 17-inch alloy wheels
- Rear privacy glass
- Rear AEB
- Surround-view camera
- DAB+ digital radio
- Black fabric upholstery with silver stitching
GLX-R adds:
- Dual-strut tailgate assist system
- Black 18-inch alloy wheels with highway terrain tyres
- Standard-duty rear suspension
- Super Select 4WD II
- Black sports bar
- Door body mouldings
- Side step delete
- Leather-wrapped steering wheel
- Floor carpet
- Hill descent control
- Terrain control
To see how the Mitsubishi Triton stacks up against its rivals, use our comparison tool
Is the Mitsubishi Triton safe?
The Mitsubishi Triton was awarded a five-star safety rating from ANCAP in February, 2024, which expires at the end of 2030.
Standard safety equipment includes:
- 8 airbags
- Autonomous emergency braking (AEB)
- Adaptive cruise control
- Blind-spot monitoring
- Emergency lane-keeping
- Lane-keep assist
- Front cross-traffic alert
- Rear cross-traffic alert
- Multi-collision brake
- Driver attention monitoring
- Intelligent speed limiter
- Trailer stability assist
- Reversing camera
- Front and rear parking sensors
- Tyre pressure monitoring
GLX+ adds:
- Surround-view camera
- Rear AEB
To see how the Mitsubishi Triton stacks up against its rivals, use our comparison tool
How much does the Mitsubishi Triton cost to run?
The 2025 Mitsubishi Triton is backed by a five-year, 100,000km standard warranty, which is extended by one year/20,000km every time the ute is serviced on time at a Mitsubishi dealer, up to the 10-year/200,000km mark.
Mitsubishi’s capped-price servicing for the Triton is detailed below:
Additionally, Mitsubishi’s Diamond Advantage program includes 12 months of complimentary roadside assistance with each new vehicle purchase, which will be extended by another 12 months each time the vehicle is serviced under the capped-price servicing program.
To see how the Mitsubishi Triton stacks up against its rivals, use our comparison tool
CarExpert’s Take on the Mitsubishi Triton GLX-R
As the latest re-addition to the Triton range, we think the GLX-R makes a lot of sense.
It perfectly bridges the gap between the work-oriented GLX variants and the more premium, road-going GLS, meaning it gains some more user-friendly bits and pieces without going overboard and inflating the price.
Its price is likely one of its most compelling aspects. The GLX-R is still well within the mid-$50,000 range, and you don’t miss out on too much gear by not going for the higher-spec trims.
Sure, it only has halogen headlights, but other shortcomings like the lack of full lane centring apply across the Mitsubishi ute range (along with the annoying driver monitoring system) so it’d be unfair to single out the GLX-R for them.
You also get full-time four-wheel drive on top of those utilitarian GLX+ bones, which are also easier to live with thanks to Mitsubishi’s decision to swap out heavy-duty rear suspension in favour of a softer standard-duty setup.
The interior is a comfortable place to be too. We could do without the fake carbon-fibre trim, but you at least get a leather-wrapped steering wheel instead of the GLX+’s plastic tiller.
It’s a case of function over form, yet there has still been considerable effort put into the form factor to back up its strong functionality.
The GLX-R looks the part. We like its blacked-out exterior accents and wheels, as well as that utilitarian-looking metal sports bar on the back. Load it up with Mitsubishi accessories and you have yourself a capable weekend hauler.
Compared to the GLX+, the GLX-R is a much more logical value proposition and a hot contender for pick of the Triton family alongside the GLS – not to mention a strong consideration for me if I was in the market for a dual-cab 4×4 ute.
Fit LED headlights, iron out those driver monitoring bugs, and it’d likely top my list.
Interested in buying a Mitsubishi Triton? Get in touch with one of CarExpert’s trusted dealers here
MORE: Everything Mitsubishi Triton
Pros
- Clean, comfortable interior
- Efficient engine, pointy steering
- A logical mid-range dual-cab 4×4 variant
Cons
- Overzealous driver attention monitor
- Only halogen headlights
- Standard tyres aren’t up to scratch
Top Line Specs
- Power: 150kW
- Fuel Type: Diesel
- Economy: 7.7L/100km
- CO2 Emissions: 225g/km
- ANCAP Safety Rating: 5
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