The Mitsubishi Triton VGT Adventure X is the only pickup truck with a centre LSD. That’s the mechanical highlight of the Adventure X. With the transfer case set to 4H, it can drive like a full-time 4WD and not just a part-time 4WD (no centre LSD). The Triton has the shortest wheelbase in its class, making it the easiest to manoeuvre among its rivals. The ride comfort is also decent.
If judged mechanically, the only reason to get the Adventure X over other variants of the Triton is the centre diff. Safety wise, the Adventure X variant offers:
- Forward Collision Mitigation (FCM)
- Blind Spot Warning (BSW)
- Rear Cross Traffic Alert (RCTA)
- Auto High Beam (AHB)
- Ultrasonic Mis-acceleration Mitigation System (UMS)
- All-Round Monitor (ARM)
- Front and rear parking sensors
- 7 Airbags
That's a lot of stuff. These are the additions in features of the VGT Adventure X over the VGT Premium variant (both AT and MT).
A safety feature I like in the Triton is the Driving Video Recorder (DVR) which is available in the VGT Adventure X and VGT Premium variants (both AT and MT).
The Toyota Hilux and the Isuzu D-Max (1.9L) offer easy-lift tailgates. With that in mind, the lack of that in the Triton Adventure X feels a little disappointing. Not a big deal otherwise.
Right in the middle is the control for the transfer case of the Triton. Mitsubishi’s Super Select 4WD system gives you 4 modes to choose from:
- 2H (2WD high range gear)
- 4H (4WD high range gear with centre LSD)
- 4HLc (4WD high range with locked centre differential)
- 4LLc (4WD low range with locked centre differential)
The “special” mode from the transfer case is the 4H mode which allows you to drive with 4WD on normal roads. Off-road-wise, the Triton is rather capable thanks to the locking centre differential and several off-road modes that you can choose from.
Android Auto and Apple CarPlay is offered in the VGT Premium and VGT Adventure X variants.
Both Premium and Adventure X variants are equipped with roof mounted air-vents for the rear passengers, which differentiates the Triton from its rivals. The air vents only pull cold air from the front.
The cabin is a comfortable place, and that is just the case for modern day pick-up trucks. The only truck that feels more “work-oriented” on the inside would be the rather capable Isuzu D-Max, but it also sells at a much cheaper price. The Triton, Hilux, and Ranger, have decent interiors.
Top variants of the Triton, Hilux, and Ranger, offer power adjustable seats for the driver only. The D-Max doesn’t offer this.
Back seats are reclined to provide more comfort to rear passengers. Pull the back seats down and there is a toolbox. This compartment is also capable of storing something as big as a gym bag.
There’s really not much to complain about on the inside other than the glare coming from some chrome and piano black trims. For a dual-cab pickup truck, this is decent. Handling wise, the Triton feels very crossover-like.
In addition to the crossover-like steering and the small turning radius (5.9m), the 360-degree parking camera makes the Triton a breeze to drive in tight spaces.
The 2.4 L turbodiesel is a decent engine. Power output is 181 PS which is more than the 2.8 L Hilux (177 PS) but less than the 2.0 L bi-turbo Ford Ranger. Our acceleration tests record a 0-100km/h time of 11.5 seconds. Decent for overtaking. Fuel consumption? 10.5 km/l.
Unique selling points:
- Small turning radius
- Reclined rear seats
- Crossover-like handling
The Triton Adventure X is a good-looking truck with good handling. The truck is comfortable and has decent speed.
The Triton is a decent choice for a pickup truck if you’re shopping for one. If you’d like to try something a little different, the Triton might even be a viable daily driver.
The only downside is that the Triton is slightly smaller than its rivals. If the Dynamic Shield of the Triton really appeals to you but you don’t want to buy a new truck, take the older Triton and slap a Pajero Sport face on it.