2025 Mitsubishi Triton GLX-R review

A lot of attention is focused at the upper echelons of the dual-cab ute buying tree – the Mitsubishi Triton GSR, Toyota HiLux Rogue, Ford Ranger Wildtrak, and Isuzu D-Max X-Terrain.

Without doubt, these flagship variants represent the best of the best of what you can get in a dual-cab ute. But, there’s arguably better value to be had elsewhere in their model ranges.

One value-packed offering I came across recently is the Mitsubishi Triton GLX-R variant. It was a later addition to the new-gen Mitsubishi Triton model range, but one that brings black styling (largely on the exterior) and is billed as the value-driven variant in the dual-cab ute range.

We recently compared it against the Isuzu D-Max X-Rider for a comparison, but since then the price has come down even further – making it a solid value dual-cab ute option within its segment.

Here’s why it’s arguably better (and smarter) to shop a little further down the range walk in terms of dual-cab ute model ranges.

When we compared the Mitsubishi Triton GLX-R a few months back, its drive-away price was a shade over $56,000 drive-away.

But, it’s since dropped to $54,980 drive-away if delivered in Melbourne in its snazzy shade of Impulse Blue ($740 extra), plus an add-on plastic tub-liner ($750). This price is valid until September 30, and also includes the first three services complimentary!

Importantly, it comes with a host of standard features. These include black exterior trims such as a black sail plane sports bar, black mirrors and door handles, and black 18-inch wheels.

Although it also gets a damped tailgate, sadly it misses out on side steps to make entry easier, and it also loses the all-terrain tyres that come standard on other model grades.

Inside, the Triton GLX-R gets a leather-wrapped steering wheel, cloth seats, a 9.0-inch infotainment screen, and carpet flooring.

The GLX-R also adopts the Super Select II four-wheel-drive system with capability on sealed surfaces and selectable drive modes.

The Triton is powered by a 2.4-litre twin-turbo four-cylinder diesel engine developing 150kW and 470Nm, matched with a six-speed automatic transmission.

Its closest competitor is arguably the Isuzu D-Max X-Rider, which, at the time of writing, is priced substantially higher at $57,990 drive-away (Melbourne delivery).

Standard D-Max features amount to black cloth trim, an 8.0-inch infotainment screen, four-speaker stereo, adaptive cruise control, a rear differential lock, and a damped tailgate.

Power is supplied by Isuzu’s enduring 3.0-litre four-cylinder turbo-diesel engine, which is mated to a six-speed automatic transmission.

It still produces 140kW and 450Nm, which is sent to a part-time four-wheel-drive system, including a low-range transfer case.

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For this GLX-R specification, we’ve got a pair of nice, firm cloth-upholstered seats that afford good support around your sides and under your thighs, plus there’s a good amount of space around the driver’s footwell too.

Unfortunately, it does miss out on a left-foot dead pedal, meaning you have no specific spot to place your spare foot.

The materials used in-cabin are nothing to write home about, and there are very few contrasting panels throughout the interior. The only half-interesting piece of trim is the carbon-fibre-effect central tunnel.

There are hard plastics on the Triton’s central tunnel and door cards, and although these areas contain a good amount of stowage for bottles and loose ends, the feel-good factor is lacking.

One small win that the Triton gets over comparable dual-cab utes is a nice leather-covered steering wheel – others make do with polyurethane tillers that feel horrible.

On the central tunnel there’s a drive-mode select button that can cycle through the Super Select II four-wheel-drive system’s configuration, plus a nice and easy dial to switch between high- and low-range, or two- or four-wheel drive.

In the second row of the Mitsubishi, there was minimised room for my legs behind my driving position, and my feet felt stuffed beneath the seat.

Head room is still good, but there also feels like slightly less width, which could become a problem when you’re three-up in the second row.

Interestingly, the Triton has air vents in the rooflining, which means second-row passengers get a faceful of cold air when the weather’s warm. It was probably a bit too much for me.

The fold-down centre armrest flops down to reveal two cupholders, and you’ve got one USB-C port and one USB-A outlet for charging devices.

The tray comes with four tie-down points, a tub-liner ($750 option), and gets a damped tailgate that doesn’t clatter down noisily as you drop it.

While the 9.0-inch infotainment unit serving the Triton is Mitsubishi’s own design, it does look particularly old hat compared to other systems in the market.

The Mitsubishi comes with integrated satellite navigation and digital radio, plus wireless smartphone mirroring for Apple CarPlay, but not Android Auto – that’s wired. I ran Apple CarPlay throughout my time with the car and had no faults with the system.

The Triton gets a full surround-view 360-degree set-up, whereas other utes would simply get a single reversing camera at this specification level.

In front of the driver is a minimised cluster display that can show a decent level of information. There’s speed data, settings menus, fuel information, and safety parameters that can be displayed on the display between physical gauges.

For its ANCAP crash-safety rating, the Mitsubishi Triton was awarded five stars in 2024.

The Triton was well credentialed in adult and child occupant protection categories, receiving scores of 86 and 89 per cent respectively, but scored lower for vulnerable road user protection (pedestrians and cyclists) with 73 per cent, and a score of 70 per cent for safety assist technology.

In addition to seven airbags throughout the cabin, the Triton is stocked with a suite of active safety measures that can be configured by the driver. Many of these are dialled in through the driver’s cluster display.

Frustratingly, one of the systems that you’ll want to turn off immediately is the Driver Monitoring System that aims to keep your gaze on the road. You can turn this off, but it turns itself back on every time the car is restarted.

In my experience, this system would alert when I looked away from the road – as to view the infotainment screen or check a blind spot – far too eagerly. It became so annoying that it was almost a distraction unto itself.

Mitsubishi has tried updating this system, but it hasn’t quite perfected the technology – at least in our experience.

Talking other safety points, the Triton gets an adaptive cruise-control system, but it misses out on stop-and-go and lane-centring additions. However, it does get a 360-degree surround-view monitor.

If you’re committed to servicing at Mitsubishi dealership for a full 10 years, the brand will extend its warranty coverage from five years/100,000km to 10 years/200,000km.

This is a big positive, where some other rivals’ warranties tap out at the five-year mark.

Servicing costs for the first four visits are an identical $499, while the fifth service costs $549. That comes to a total of $2545 over five years.

As a point of comparison, Isuzu’s D-Max is sold with a six-year/150,000km warranty as standard. Servicing pricing is more affordable over the first five years costing $2345. This means the Isuzu D-Max is $200 cheaper to service over five years than the Mitsubishi Triton.

We were quoted a total of $1748 for comprehensive insurance for the Mitsubishi Triton GLX-R, which is a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

The Mitsubishi Triton stayed remarkably close to its fuel consumption claim of 7.7 litres per 100 kilometres.

After a week’s worth of driving around town and a trip out to the country, I noted the Triton GLX-R returned a 7.9L/100km rating. This is impressive against its claim, and especially decent once you look at other dual-cab ute competitors that often nudge the 10L/100km mark.

The Triton has a 75-litre fuel tank that theoretically allows for a 974km total driving range on a single tank of diesel.

What was once one of the least powerful dual-cab utes on the market has now leapfrogged alternatives – such as the Nissan Navara and Isuzu D-Max – to arrive at the pointy end of the segment.

It now uses a 2.4-litre twin-turbocharged four-cylinder diesel engine in place of the old single-turbo predecessor, and this newer powerplant produces 150kW and 470Nm.

To use in practice, this engine is vastly improved in terms of refinement and vibrations. There are far fewer intrusions entering the cabin from the engine bay, plus much less noise from that 2.4-litre engine.

In saying that, there is one major upset that’s a fly in the ointment – the Triton’s engine start/stop system is one of the most frustrating parts of the whole driving experience. Though you can switch it off when it becomes too annoying, it turns back on every time you start the car.

But the worst bit is how slow it operates. I found myself sitting idly at traffic lights, caught out multiple times throughout the week, because the engine had just turned off and took an age to turn on again.

From the driver’s seat, the Mitsubishi feels very eager in its acceleration. A light dab of throttle results in a strong surge forward, and it’s this kind of energy that’s best appreciated about town. Only at the top of the rev range does the Triton run out of puff.

On the other side of the ledger, Mitsubishi’s heavy steering system is not best suited to suburban driving. It feels frustratingly heavy and unwieldy to thread the Triton’s body through town, so this may be a ute to avoid if you’re destined to spend more time city-bound.

Although the Mitsubishi gets tricky multi-mode driving settings accessed through a button on the centre console, it never quite settles at speed over gravel surfaces. It’s a floaty-feeling ride comfort that doesn’t convey a sense of control, even though there’s a specific Gravel drive mode.

At least, the Super Select II four-wheel-drive system allows the car to remain in four-wheel drive when transitioning back to the bitumen – this is a competency many other utes can’t match.

On roads, the Mitsubishi’s stiff chassis feels bullied by road impacts and imperfections. These disturbances are translated through to the cabin and the ride comfort never truly feels settled as a result.

Like most dual-cab utes worthy of your consideration, the Mitsubishi Triton is rated to tow 3500kg braked. This number is limited to 750kg without a braked trailer.

We didn’t tow during our time with the car, but it did feel as though the Triton would make a good partner for hauling loads behind.

Keep in mind, the Triton GLX-R has a rated payload of 1093kg.

There are fewer bells and whistles to get wrapped up in, but buying a dual-cab ute at the mid-tier level – such as the Mitsubishi Triton GLX-R – is often all you’ll ever need.

I didn’t really want for any additional features from my week with the Mitsubishi Triton. However, what I would have preferred was some more attention to detail. Omissions like nicer trim bits around the door panels, halogen headlights, and side steps would have gone a long way to making me feel better about the experience.

However, there are also some base-level hurdles to overcome. The Driver Monitoring System needs a whole lot of ignoring for you to remain happy, and the start/stop system refinement frustrates.

At the end of the day, there is a whopping amount of value in the Mitsubishi Triton GLX-R. It’s a lot of ute for less than $50,000. Ample power, useful technology, decent cabin comfort, and a strong warranty play well in this mid-tier league.

Consider, too, that Mitsubishi is currently offering three years of complimentary servicing alongside its purchase.

This car makes sense on so many levels, so long as you can endure its few shortfalls.