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Having focused on the range-topping GSR at the recent Australian launch, it’s time to turn our attention to the Mitsubishi Triton GLS, the variant that’s expected to command the bulk of buyers’ attention. Less of a workhorse than the rugged GLX models but without the eye-catching adornments of the GSR, the new-generation GLS is a lot more expensive than before but also improved in virtually every area. This is good news for Mitsubishi fans, but it’s unclear whether it’ll be enough to change brand allegiance.
How safe is the Mitsubishi Triton GLS?
As a new-generation model, the 2024 Mitsubishi Triton GLS comes stacked to the gills with safety equipment including front, side and canter airbags for the front occupants, curtain airbags and a driver’s knee airbag.
On the driver-assist side of things, there’s the full kit and caboodle, including autonomous emergency braking with cyclist and pedestrian detection, junction assist, post-collision braking, lane departure warning and assist, blind spot warning, adaptive cruise control, intelligent speed limiter, traffic sign recognition and driver monitoring with attention alert. But more on that later.
In terms of parking assistance, there are sensors front and rear, a rear-view camera and a multi-around monitor that gives a bird’s eye view of the car, handy for not just parking but also low-speed off-road maneuvering. The new Triton has not yet had its safety credentials tested by ANCAP, so goes unrated for the time being. Mitsubishi is expecting a maximum five-star result.
What powers the Mitsubishi Triton GLS?
For hauling duties, the GLS uses the same tried-and-true 2.4-liter 4N16 diesel in single-turbo guise. This produces 181hp and 430Nm of torque, channeled to the rear wheels through a six-speed automatic. Modest on-paper numbers compared to some of the heavy hitters out there, but our tested 0-100kph time of 9.3sec is in the same ballpark as the Toyota 2.8-liter and the Isuzu 3.0-liter.
Granted, it isn’t as torquey as either, but it puts down its power more cleanly. Acceleration only tapers off appreciably past the highway limit. The six-speed shifts smoothly enough, though it could use an extra gear or two between first and third. A +/- gate on the shifter allows for manual shifting. It isn’t any faster, but it allows you to lock into lower gears for hill descents and light off-roading.