MITSUBISHI TRITON GSR 2023

The Triton’s external dimensions don’t feel like a giant on the roads.

At the front is a 2.4L intercooled turbo diesel engine that works in tandem with a smooth and responsive 6-speed auto gearbox to deliver a respectable 430Nm of torque and 133kWs of power, greatly aiding overtaking response. This is possible due to Mitsubishi’s Super-Select 4WD-II system, which lets you switch between 2H (rear-wheel drive only) for improved fuel economy, 4H (full-time 4WD) on wet slippery roads, 4HLc (locked) for moderate off-road trails or slippery gravel and 4LLc (locked in low range) to multiply engine torque when traversing more difficult terrain. With this vehicle you can easily configure its driveline to get the best traction, no matter what surface you encounter.

Given a kerb weight of only 2,000kg, the Triton takes a realistic approach to its braked tow capacity listed at 3,100kg. Our GSR was listed as a 900kg payload in the back. This however reduces proportionally to any accessories fitted, and by the tow ball weight from your camper trailer or caravan up to a maximum of 310kg.

If you push your braked towing capacity to the maximum tow ball weight, not something I’d recommend, then your stock standard GSR’s remaining load capacity is around 475kg. As always, consider what accessories you really need to fit to stay within weight limitations!

With an indicative drinking habit of 8.6L/100 and a modest 75 litre fuel tank capacity, optimum unladen range is likely 800km. For our week of freeway stop-start traffic, city congestion, highway hauling and moderate off-road adventures, we averaged 9.8L/100. Suggesting a probable 760k range – or less if towing a large white brick of a mobile home.

There was no better place to put the Triton’s might and tenacity to the test than in Perth’s wet and wild weather. With the occasional flicker of sunshine and blue sky on the horizon, we ventured onto muddy and slippery slush.

Staring down a forestry trail somewhat more under water than above, I was dubious about the ability of the Triton’s footwear to deal with the conditions. We utilized the Super Select rotary dial to enable full time 4WD and carefully charted our course through multiple extended, shallow pools. The surface was slippery, a combination of clay and gravel forming a thin coat over hard ground.

As expected, our road biased 265/60 highway terrain rubber quickly succumbed to the goop, rendering them near useless with all the available grip of a hockey puck on an ice rink.

While the traction control system did well, more was needed – so we shifted to 4HLc (locked), which distributes engine torque equally between the front and back axles for increased stability and maintaining forward movement.

The track slowly twisted its way around trees and bushes to present us with a moderate climb that would have been easy on a dry day, only this time it was covered in a thin coating of slippery clay. With the need to ensure stability through low speed but also enough torque to get the Triton moving, we stopped at the foot of the hill, put our transmission into neutral, shifted into 4LLc (locked in low range) and drove forward slowly.

Before long, the standard traction control settings began to struggle, not from inability but because of our tyres. It was time to engage the GSR’s ‘Off-road Mode’ settings, which are available in 4LLc low range. With a range of terrain choices such as gravel, mud/snow, sand and rock, engine power delivery will be adjusted, the auto transmission shift response is regulated, and brakes are used to control wheel slip and assist in maintaining traction for longer in challenging environments. And in most cases long enough to get through.

With our GSR electronically optimised for the terrain, it provided us with a smooth throttle application helping avoid wheel spin. If we could maintain three wheels in contact with the ground, the Triton worked hard to distribute the torque to the areas of best traction, allowing us to maintain a controlled and steady pace to follow a line that kept the vehicle as level as possible. The approach angle of 31 degrees let us avoid getting the nose caught on the ruts across the track, whilst the ramp over and departure angles of 26 and 23 degrees respectively plus 220mm of ground clearance saw the Triton clear everyday obstacles.

The final challenge came in the form of offset moguls, leading to diagonally opposing wheels front and back were in the air. The electronic traction control could barely maintain balance between the two wheels that remained in contact with the ground, since neither provided any real traction. It was time to activate the vehicle’s off-road party piece – the rear locking differential.

The locked rear differential ensured an even and smooth distribution of torque across the axle and to each wheel. This avoids sudden torque build up or surge generated by the brake activated traction control system aggressively arresting the opposing spinning wheel. The Triton moved forward smoothly in a controlled manner without any need for harsh acceleration or aggressive driving techniques, avoiding any damage to the track or the Triton.

When it comes to safety and driver aid systems, Mitsubishi’s MiTech integrated systems provide the GSR with a standard mix of features found in most modern dual cabs. There’s rear cross traffic alert, blind spot monitoring, and land departure warnings. You also get autonomous braking, hill start and descent control, a multi around camera view great for parking, trailer, and vehicle stability control to name but a few.