Some products transcend being mere hits; they define an era and set benchmarks so high that even their successors struggle to match them. For example, we remember the iPod Classic but not the iPod Shuffle. Those who grew up with the original Game Boy tend to ignore the Game Boy Micro.

In the world of pickup trucks, the Mitsubishi Triton is the poster child for the anti-Hilux camp. It has long been the closest rival to the ultra-dominant Toyota Hilux, which sold 21,782 units last year.

At its peak in 2022, Mitsubishi Motors Malaysia pushed the Triton past the five-digit annual sales mark, selling 10,520 units of the previous generation powered by the 4N15 engine. By comparison, the Isuzu D-Max sold 9,211 units, despite having the advantage of Single-Cab variants, which Mitsubishi didn’t offer until 2024. The Ford Ranger, introduced mid-2022, sold 3,031 units that year and in its first full-year sales in 2023, sold 7,540 units.

The new 2024 Mitsubishi Triton, powered by the 4N16 engine, was developed under much tougher market conditions, and it shows. While it’s a better car than before, our expectations for the Triton were higher.

Before we go further, here’s a recap of the range topping 2024 Mitsubishi Triton Athlete.

• Price: RM 165,980 (lower range models start from RM 114,980)
• Engine: 2.4-litre turbodiesel (4N16), lightweight aluminium block
• Power: 204 PS at 3,500 rpm (184 PS for lower range variants)
• Torque: 470 Nm from 1,500 – 2,750 rpm (430 Nm for lower range variants)
• Transmission: 6-speed automatic transmission
• Safety: 7 airbags, Safety Sensing suite of ADAS
• Origin: Imported (CBU) from Thailand

The Unpleasant Truths

The new Triton has abandoned its signature J-curve design. Why did Mitsubishi Motors ditch the one feature that made the Triton stand out? The official explanation remains unconvincing, but the likely reason is the difficulty and cost of bending a load-bearing steel structure into a J-curve.

Without the J-curve, the rear seats are now more upright, similar to other pickup trucks on the market. The only consolation is the generous padding used in the seats, and you still get roof-mounted rear air-conditioning vents, another Triton signature feature.

The front seats are a mixed bag. While they look better and have improved perceived quality, the previous model’s seats provided slightly better support for key pressure points. The vertical strip on the old seatbacks, which kept your back cool during active use, is also gone.

Despite the new Triton’s larger size, it lacks a 360-degree parking camera, a feature available in the previous model. Similarly, the beautiful paddle shifters are absent, though the wider torque spread of the 4N16 engine reduces the need for them.

The tailgate also doesn't come with 'easy lift' struts, which is now par for this segment but this is more about value proposition versus competitor trucks rather than a genuine issue. What kind of weak person buys a truck and then complains about a heavy tailgate?

On a Path to Redemption

The most compelling improvement in the new Triton is its transformation into a RalliArt image-worthy vehicle. It offers significantly better driving dynamics and ride quality compared to its predecessor.

The previous Triton had a short wheelbase of just 3,000 mm, which allowed for a tight 5.9-meter turning circle. However, this short wheelbase, combined with a long rear deck and overhang, often made the truck unstable at highway speeds, particularly when the rear deck was empty.

The new generation Triton addresses this with a longer 3,130 mm wheelbase. The rear axle has been pushed further back, providing better balance and a more planted on-road character, regardless of whether the rear deck is loaded or not.

In terms of on-road driving experience, the Triton now includes adaptive cruise control, a welcome addition for highway driving.

Off-road, the Triton performs impressively, resembling the handling of an SUV. There are no squeaks or vibrations at the joints between the body and frame, a common issue with ladder-frame chassis vehicles. The frame and body work almost as a unified structure.

Mitsubishi claims a 60% improvement in torsional rigidity (resistance to twisting forces when wheels are unevenly lifted) and a 40% increase in frame bending resistance (important for carrying heavy loads). These enhancements ensure the suspension and steering operate optimally across a wider range of load and road conditions. The result is a comfortable ride and a confidence-inspiring driving experience.

The expanded body size further enhances practicality, with the rear deck now 35 mm longer, 75 mm wider, and 50 mm deeper, offering more capacity for heavy loads.

The new 4N16 engine, an evolution of the 4N15, retains its lightweight aluminum block and low noise while delivering significantly more power (+23 PS to 204 PS) and torque (+40 Nm to 470 Nm). The wider torque curve eliminates the previous model’s issues when climbing steep mountain roads, when second gear ratio was too low but third gear was too high.

In the range-topping Athlete variant, the six-speed automatic transmission is paired with Mitsubishi’s signature Super Select II 4WD, now with seven selectable terrain modes.

Super Select II 4WD is the only one of its kind in the segment, as it marries a traditional Part-Time 4WD transmission with a viscous coupling and center differential lock, thus allowing the Triton to be driven in 4H mode on tarred wet roads, just like a Full-Time 4WD vehicle. Meanwhile, 4HLc mode is a Part-Time 4WD mode that locks the center differential and can only be used on loose surfaces.

The new Triton also a torque vectoring-like feature called AYC, Active Yaw Control, which tightens the truck’s cornering lines. While the AYC term was made popular by the World Rally Championship-winning Lancer Evolution from Mitsubishi’s glory days, the AYC used is in the Triton is not related to the one in the Lancer Evolution because this is a brake-based electronically controlled one, instead of the Lancer Evolution’s purely mechanical differential. The working principle however, is the same – it enhances the vehicle’s stability in corners by varying the amount of torque delivered to either side of the axles.

Inside, the Triton retains its practical, work-gloves-friendly interior, with large buttons and knobs and ample storage space for hands-on business owners and blue-collar workers alike.

There’s also a 7-inch infotainment system that supports Android Auto and Apple CarPlay.

The roof-mounted rear air-conditiong vents is still the most effective in its class.

Conclusion

The all-new 2024 Mitsubishi Triton is a better-driving, more refined iteration of the previous model. It moves the Triton name forward, but only just.

The wider torque spread of the 4N16 engine is appreciated, negating the need for paddle shifters. The longer wheelbase, repositioned rear axle, and improved rear suspension have worked wonders for the car’s on-road behavior, immediately addressing the previous Triton’s biggest issue—a rear that was easily unbalanced.

The improved chassis has eliminated all frame shake, and on rough roads, the Triton now drives almost like a quiet SUV.

Still, Triton fans have been told for more than a decade that their Tritons are special because of their signature J-curve body. Now that the feature is no more, it will take some time to accept the new Triton’s upright rear seats.

Small but silly financial-controller-recommended tricks like omitting the crucial 360-degree parking camera from the now-even-bigger Triton will not do the Triton name any favors. We are pretty sure that the feature will be offered in a special edition or accessorized variant later, but withholding a very common feature to sustain a model’s interest further down the years won’t work anymore in 2025.

The new 2024 Mitsubishi Triton is a much better pick-up truck than before, but is it a much better Triton? That’s for Mitsubishi Triton fans – and they are a very loyal group - to answer.