Should you spend your hard-earned on off-road performance fruit, or would you prefer a little extra accoutrement? We pin these two philosophically different utes head-to-head to find out.
As the four-wheel-drive ute segment continues to mature and reach further upmarket, there are two clear and different offerings coming through from manufacturers. On one hand, there is the more traditional up-specced ute that has the range of upgraded interior and exterior bits thrown at it. Representing this style in our comparison is the enduringly popular Mitsubishi Triton in top GSR specification.
However, there’s a new style of premium four-wheel-drive ute, which looks to add more off-road performance upgrades instead of bells and whistles. The most pointed example of this is the Nissan Navara SL Warrior, which takes most of the range-topping upgrades to suspension and rolling stock and applies it to an otherwise base-specification SL dual-cab ute.
Which is best, and which makes the most sense for Australian ute buyers? We take them both through town and into the bush to find out.
How much does the Nissan Navara SL Warrior cost in Australia?
The 2022 Nissan Navara SL Warrior follows on behind the range-topping Pro-4X Warrior, which is an all-you-can-eat variant in Nissan’s ute range. The Navara Pro-4X Warrior costs $68,090 (or $2500 more with an automatic transmission), but this SL Warrior costs a cool $10,000 less.
Prices for the 2022 Navara SL Warrior are $58,000 with a six-speed manual transmission, or $60,500 with the seven-speed automatic gearbox (which will undoubtedly be the more popular choice).
Important stuff like the Cooper Discoverer all-terrain tyres, Premcar-tuned and upgraded suspension, bullbar and steering bash plate carry over from the more expensive variant, along with a bunch of other things like a 100kg GVM upgrade, high-clearance tow bar design, revised bump stops, Warrior-style 17-inch alloy wheels, and LED light bar.
The bullbar on the SL Warrior is winch-compatible and comes with hoops (in comparison to the hoop-less design on the Pro-4X Warrior). However, other elements like the body and interior remain the same as the non-Warrior Navara SL.
The big reduction in price does bring a commensurate reduction in equipment, however, which might appeal to a certain buyer who thinks less is more. There’s no keyless entry and push-button start, no leather seats nor electric adjustment, no interior carpeting, no LED headlights, no leather wrap on the steering wheel and gearshifter, and no sports bar.
The infotainment display is missing some features of the more expensive model, and other elements like rain-sensing wipers, dual-zone climate control, illuminated vanity mirrors, 360-degree cameras, lane-departure warning, blind-spot monitoring, rear cross-traffic alert and tyre pressure monitoring have also been removed.
One more thing that’s missing in the case of the SL Warrior, but found on the Pro-4X Warrior, is the underbody bash plate near the engine’s sump and gearbox.
How much does the Mitsubishi Triton GSR cost in Australia?
The 2022 Mitsubishi Triton GSR we have is top-spec, adding in a handful of extras that aim more towards comfort and convenience, rather than the hairy-chested machoism of the Warrior. It’s got an upmarket interior finish with heated and electric seats, and blacked-out elements on the outside to help distinguish this more expensive model. The 18-inch alloy wheels, grille, sports bar and doorhandles all get the treatment.
And being the big dog in the Triton range, its $55,690 plus on-road costs price tag translates to around $61,000 drive-away in NSW.
However, a handful of sizeable add-ons in this case has pushed the price of our test Triton to $63,197, accounted for mostly by the $4611 steel bullbar. There’s also a towbar ($1308), electric brake kit ($770) and tub liner ($642), while the $176 floor mats seem to be a little stingy for a top-spec ute.
| Key details | 2022 Nissan Navara SL Warrior | 2022 Mitsubishi Triton GSR |
| Price (MSRP) | $60,500 plus on-road costs | $55,690 plus on-road costs |
| Colour of test car | Pearl White | Sunflare Orange |
| Options | Premium paint – $650 | Black front protection bar with fog lamps – $4611 Floor mats – $176 Under-rail tub liner – $642 Tow bar kit – $1308 Redarc electric brake kit – $770 |
| Price as tested | $60,995 plus on-road costs | $63,197 plus on-road costs |
How much space does the Navara Warrior have inside?
Inside the Warrior, your experience is all classic Nissan Navara. Albeit, it’s a base specification.
While many ute buyers might like the idea of – or are accustomed to – the feel of fancy leathers and the sight of some embroidery, there often isn’t much wrong with a base-specification offering.
And in this case, you are forced to look more acutely at things like storage, practicalities and ergonomics. From that point of view, the Navara is a solid base that makes a good value-for-money case.
The seating position feels relatively high, and lacks a little bit of adjustment that you can see in other four-wheel-drive utes. It’s also the same case in more expensive variants, so you’re better off saving your money.
There’s no reach adjustment on the steering column of the Navara, and there isn’t a lot of underthigh support either.
The build quality feels good overall, and the combination of hard plastics, cloth, and vinyl materials lends it well to a life of serious usage. Both weekday work and weekend recreation.
There is a USB and 12V power outlet up front, with a handy spot for your wallet, along with the same again (plus with a USB-C point) tucked away in the small centre console. Smaller smartphones will fit in the storage slot, but larger ones will sit somewhat awkwardly.
The button blanks that sit in front of the cupholders are a reminder that you didn’t splurge on a higher-specification model, but will also work well for those who are eyeing off some accessories like a winch, extra lighting, or other 12V goodies.
The second row of the Navara is reasonably spacious and comfortable – as far as dual-cab utes go – and would work for a part-time split between family and work. There are air vents for back passengers but no power outlets.
The amount of legroom and headroom is around on par with other utes in the segment, and bottles can fit in doors. The storage slot below the air vents is very small, but a fold-down armrest in the middle seat does free up some extra space.
The tub of the Navara benefits from a drop-in-style tub liner, and misses out on the (purely aesthetic) sports bar of more expensive variants. There are four tie-down points in here, but no adjustable load rail or power outlet.
How much space does the Mitsubishi Triton have inside?
The cabin of the Triton GSR is all dual-cab-friendly with function over form the order of the day. The seats are finished in black leather (there’s a lairy orange and tan optional interior for $1000 for those who really want to stand out) and are supportive and comfortable.
While some brands have taken the plush path when fitting out the cabin of their respective upper-range dual-cabs, Mitsubishi has eschewed softer materials on surfaces like the doors and dashtop.
Instead, it’s hard plastics all the way, and depending on your point of view it could either be deemed penny-pinching or staying true to the Triton’s workhorse roots. It’s certainly durable stuff, but with the dual-cab segment moving forward at a rapid pace, it’s another sign of the Triton showing its age.
Features include push-button start, dual-zone climate control, steering-wheel-mounted paddle-shifters, heated seats in the front, as well as an array of storage options including cupholders, a central bin, and door pockets that can take bottles.
Ergonomically, there’s power adjustment for the driver’s seat, but the passenger side makes do with good old-fashioned manual adjustment. The steering wheel can be adjusted for both tilt and reach.
The second row is decent enough, although thanks to the upward kink of the window frame it can be a dark and sightless place back there for smaller occupants. There’s little in the way of amenities for second-row passengers, although the door pockets can accommodate bottles. There are roof-mounted air vents for the second row too, which collect conditioned air from the front and push it to the those in the back. It’s a little noisy in operation, but it works well enough.
Out back, the Triton sports one of the smallest trays in the segment, at once narrower and shorter than the segment leaders, while also featuring a taller load height – the distance between the ground and the floor of the tray. If ease of lugging and loading are your main criteria, perhaps look elsewhere in the segment.
| 2022 Nissan Navara SL Warrior | 2022 Mitsubishi Triton GSR | |
| Seats | Five | Five |
| Tub dimensions | 1509mm long 1560mm wide 519mm high |
1400mm long 1533mm wide 505mm high |
| Payload | 1024kg | 901kg (not including accessories) |
| Length | 5305mm | 5305mm |
| Width | 1815mm | 1815mm |
| Height | 1795mm | 1795mm |
| Wheelbase | 3150mm | 3000mm |
Does the Nissan Navara have Apple CarPlay?
Infotainment in the Warrior comes via a good quality 8.0-inch infotainment display, which was upgraded to Nissan’s latest in the recent round of updates to the Navara platform.
It’s a good one as well. SL Warrior misses out on some elements such as native navigation and digital radio, but the important inclusions of wired Apple CarPlay and Android Auto are there, and the operating system is easy to use. Some physical buttons on each side of the screen help with navigation, and the two dials, one for volume and one for tuning, are always an important inclusion.
However, this base SL spec doesn’t skimp on size and screen clarity, and you get a good 7.0-inch colour multifunction display in front of the driver. Another important point to note here is that during our time with the car, the infotainment system worked without any issues.
Does the Mitsubishi Triton have Apple CarPlay?
A small 7.0-inch touchscreen plays host to Mitsubishi’s ageing infotainment set-up. The screen seems tiny by today’s standards, even if all the modern basics are covered off.
Inbuilt satellite navigation, wired Apple CarPlay and Android Auto smartphone mirroring, and digital radio are all present. And look, it all works, but not always to best effect.
The audio quality of phone calls inside the Triton, for instance, is fine. However, more than one caller at the other end reported an echo-like quality that proved a distraction for them at best, and impossible to follow the conversation at its worst.
Its small screen projects rudimentary mapping, with graphics that feel a generation old, while the rear-view camera, laughably small, isn’t the best at offering clear vision out back.
There are two USB plugs up front, augmented by another two for the second row, while further options for charging devices come in the shape of two 12-volt plugs.
The analogue driver’s display incorporates traditional dials and a small digital screen nestled between that can show basic trip data and vehicle information. And there’s no digital speedo read-out – a must-have in these speed-chastened times we find ourselves in.
The infotainment set-up in the Triton, even in this range-topping spec, highlights just how far the game has moved on. Mitsubishi has failed to move with the technological times, and certainly in terms of presentation.
Is the Nissan Navara a safe car?
Nissan’s Navara scored a five-star ANCAP safety score back in 2015, when requirements were not a stringent as they are today. There are seven airbags inside, along with autonomous emergency braking and forward collision warning.
However, SL-specification Navara models (including this Warrior) miss out on the more comprehensive suite of active safety equipment: lane-departure warning (and collision avoidance), blind-spot monitoring (and avoidance), rear cross-traffic alert, and tyre pressure monitoring are missing from this cheaper variant.
The Navara SL Warrior also misses out on reverse parking sensors and the surround-view camera system.
It’s also worth noting that while the vehicle itself will not change, an amendment to ANCAP’s ratings means the Nissan Navara (along with a handful of other vehicles) is set to lose its five-star ANCAP safety rating at the end of the year.
Is the Mitsubishi Triton a safe car?
The Triton range wears a five-star ANCAP safety rating, with the caveat it was awarded back in April of 2015 when testing criteria weren’t as stringent as they are today. It’s also, as per ANCAP’s guidelines, technically ‘unrated’, with safety scores valid for a period of six years from date of issue.
While the Triton has gone through cosmetic changes in the interim, the bones of the dual-cab remain the same as they were in 2015. An all-new model is due sometime within the next 18 to 24 months, so it seems unlikely the current model will be resubmitted for crash testing.
The Triton’s suite of safety technologies runs to autonomous emergency braking with pedestrian and cyclist detection as well as junction assist.
There’s also blind-spot monitoring, rear cross-traffic alert, and lane-departure warning, although they are passive only, meaning they provide warnings but offer no assistance, such as gently nudging the ute back into its lane. Active assists are increasingly the norm in today’s landscape.
The Triton also misses out on radar cruise control, tyre pressure monitoring, driver attention monitor, and speed sign recognition, which are also increasingly common in today’s dual-cab segment.
| 2022 Nissan Navara SL Warrior | 2022 Mitsubishi Triton GSR | |
| ANCAP rating | Five stars (tested 2015) | Five stars (tested 2015) |
| Safety report | Link to ANCAP report | Link to ANCAP report |
How much does the Nissan Navara cost to maintain?
Using Nissan’s pre-paid service calculator, you’re looking at $1753 for three years (or 45,000km) or $2860 for five years (or 75,000km) for keeping your service manual up to date with stamps. This averages out to be around $575 per year in servicing, and sits at the more expensive end of the spectrum in comparison to other utes.
Insurance costs for a Navara SL Warrior come in at $1433 for 12 months based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
Nissan’s 2.3-litre twin-turbocharged diesel engine is a relatively frugal operator, and uses an additional turbocharger to make up for the relatively low overall capacity. But with a seven-speed automatic gearbox, the Navara has often been one of the more efficient in the range of four-wheel-drive utes.
Although, the taller all-terrain tyres and additional weight from accessories would make the SL Navara a little less efficient in comparison to a more ‘standard’ Navara.
In comparison to the claim of 7.9 litres per hundred kilometres, we got 9.2L/100km overall in our test drive, which included highway driving, off-roading and cruising around town.
How much does the Mitsubishi Triton cost to maintain?
Mitsubishi stands tall in terms of warranty by covering the Triton with its 10-year/200,000km warranty, with the caveat that all scheduled servicing be done on time and through an authorised Mitsubishi dealership. Otherwise, the brand’s standard five-year/100,000km warranty applies.
Servicing runs to every 12 months or 15,000km, whichever comes first, and Mitsubishi has capped the price of each visit to the workshop for the first 10 years/150,000km. Amortised over 10 years, you’re looking at around $600 per annum or 15,000km.
Three years and 45,000km will set you back $1397, while five years and 75,000km asks for $2595. Hang on to your Triton for 10 years and you’ll be looking at $6090.
Insurance costs for a Triton GSR come in at $1369 for 12 months based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
Mitsubishi says the Triton will use 8.6L/100km of diesel on the combined cycle. Our week with the GSR, over a variety of conditions, returned an indicated 9.6L/100km which, while not meeting the maker’s laboratory tested claim, is on par with the segment.
Prior to hitting that mid-9s number, our Triton spent four days in mainly urban settings with no extended highway running. Fuel use in those circumstances hovered between 12–13L/100km.
The Triton’s fuel tank measures in at 75L.
| At a glance | 2022 Nissan Navara SL Warrior | 2022 Mitsubishi Triton GSR |
| Warranty | Five years, unlimited km | Five years/100,000km (10 years/200,000km with approved servicing) |
| Service intervals | 12 months or 15,000km | 12 months or 15,000km |
| Servicing costs | $1753 (3 years) $2860 (5 years) |
$1397 (3 years) $2595 (5 years) |
| Fuel cons. (claimed) | 7.9L/100km | 8.6L/100km |
| Fuel cons. (on test) | 9.2L/100km | 9.6L/100km |
| Fuel type | Diesel | Diesel |
| Fuel tank size | 80L | 75L |
What is the Nissan Navara like to drive?
The improvements that Premcar has made to the Navara through suspension upgrades – along with Nissan’s constant fettling with the platform over the years – has resulted in a vehicle that is better in every regard for the driver. Not just off-road, where the benefits are more obvious. The on-road driving experience is better as well.
There’s a 40mm ride height increase, along with a 30mm increase in track width from the Navara’s new wheels. More height might not sound like a good start for road-going characteristics, but the net gains are certainly in the Warrior’s benefits.
Mostly, it comes from ride quality. It feels both more cosseting and assured at the same time, able to soak up larger bumps smartly but feeling more connected and communicative. It combines well with the steering feel, which is still hydraulically assisted in the Navara.
The 2.3-litre, four-cylinder diesel engine feels quite willing from the get-go, combining well with the seven-speed automatic gearbox to provide smooth and easy performance.
Only when up at highway speeds, and looking to get even more out of the powertrain through overtaking, does the engine start to feel like it’s working overtime. The torque in the lower middle rev ranges is good, but power at the top end of the range is less impressive under heavier loads. We have noticed this before when towing heavy loads, where the Navara’s performance isn’t as impressive as other utes in the segment.
Off-road, the combination of good torque and good gearing makes the Navara feel happy at low speeds. A crawl ratio of 44.5:1 is good for a standard four-wheel drive, and when combined with a softly tuned throttle, it allows the driver to negotiate tricky obstacles with a controllable low speed.
The additional ground clearance is of clear benefit, along with better (and taller) tyres giving much more assuredness to the driver over obstacles. Aside from a Ranger Raptor and Jeep Gladiator Rubicon, this would be one of the better off-road utes off the showroom floor.
Another small element that the Navara misses out on is the ability to select different driving modes – including an off-road mode. It’s a nice thing to have, and no doubt heralds driving modes as a more common inclusion amongst future utes.
However, we also didn’t mind not having it. A locked rear differential working in conjunction with effective traction control, good underbody clearance and supple, balanced suspension makes the Navara one of the better utes off-road. This is only improved with the Warrior treatment.
There is some nice attention to detail underneath as well. The shape of the rear differential (complete with diff breathers) is complementary to off-road ground clearance, and there are no side steps or leaf spring perches to worry about getting hung up on. It’s a genuinely good ute off-road.
Higher-speed off-road driving – on rough dirt roads and fire trails – also yields benefits. This isn’t something that will keep up with a Ranger Raptor, but it’s significantly more capable, comfortable and composed in these conditions. And considering the kind of buyer I have in mind for this vehicle (someone keen to four-wheel-drive their way to some of Australia’s lesser seen hot spots), this is an important point.
What is the Mitsubishi Triton like to drive?
While the dual-cab ute segment has moved apace in terms of driver refinement, the Triton is starting to show its workmanlike age.
While the 2.4-litre turbo diesel under the bonnet good for 133kW and 430Nm seems decent enough on paper, it trails its main rivals on both measurements. That translates to a driving experience that feels a little laboured, especially under harder acceleration.
Take-off from standstill is fine, although the diesel-clatter coming from the engine serves as a reminder that despite the GSR’s obvious ‘lifestyle’ packaging, this is first and foremost a ute.
The Triton is at its best in the middle of its rev band, pulling away with seemingly little effort when asked to accelerate from, say, 60km/h to 100km/h. It’s a small, sweet spot in an otherwise pretty dull experience.
The six-speed automatic transmission makes a decent fist of being in the right gear at the right time, but again it can feel a little laboured, particularly when downshifts are needed for, say, ascending a hill.
The Triton does stick out from the 4×4 ute pack somewhat with its Super Select 4×4 system. This allows traditional 4×2, 4×4 high and 4×4 low-range modes, but also adds an on-road 4×4 mode, with the centre diff open, for use on hard surfaces, making the Triton suitable as an all-weather, all-surface ute.
The ride when unladen feels jittery, the Triton bouncing around over bumps and lumps, even minor ones. It’s not alone in the segment, however, with utes typically at their best with a load in the back.
Larger obstacles such as speed bumps cause a fair bit of porpoising, the Triton taking seemingly an age to settle back on its haunches.
A sharp turning circle of just 11.8m does help the Triton cope with the tighter confines of the urban jungle, and it does feel pleasingly light when navigating city streets and roundabouts. Not all utes can stake that claim.
The Triton’s payload of 901kg is a little behind others in the segment (including the Navara), and its braked towing capacity of 3100kg trails its main rivals, where 3500kg is the norm these days.
That said, the Triton tips the scales at 1999kg, which is lighter than its competitive set. The HiLux SR5, for instance, weighs in at 56kg more, while the new Ford Ranger Wildtrak is a positively porky 2342kg.
That weight saving does make up for some of the Triton’s shortfall in terms of raw numbers, but it can’t disguise its ageing and agricultural drivetrain.
Off-road, the Triton is a solid offering that performs well enough to avoid critique. The powertrain feels well geared with a nicely weighted throttle, and a locking rear differential always is beneficial. The main shortcoming is the relatively low overall ground clearance, which is made worse by the vibration dampener mounted on the rear differential pinion.
The short wheelbase and relatively long rear overhang hamper your departure angle, something which is both made worse and protected by the optional Mitsubishi towbar.
If you went to the effort of adding some better (and larger) tyres along with a commensurate suspension lift, the gap between these two utes would lessen significantly. But as it is, the Navara feels more capable, comfortable and at home off-road (as well as on the blacktop).
| Key details | 2022 Nissan Navara SL Warrior | 2022 Mitsubishi Triton GSR |
| Engine | 2.3-litre four-cylinder twin-turbo diesel | 2.4-litre four-cylinder turbo diesel |
| Power | 140kW @ 3750rpm | 133kW @ 3500rpm |
| Torque | 450Nm @ 1500–2500rpm | 430Nm @ 2500rpm |
| Drive type | Part-time four-wheel drive, low-range transfer case, locking rear differential |
Super Select 4×4, low-range transfer case, locking rear differential |
| Transmission | Seven-speed torque converter automatic | Six-speed torque converter automatic |
| Power to weight ratio | 63kW/t | 66kW/t |
| Weight | 2224kg | 1999kg |
| Spare tyre type | Full-size | Full-size |
| Tow rating | 3500kg braked 750kg unbraked |
3100kg braked 750kg unbraked |
| Turning circle | 12.5m | 11.8m |
Should I buy a Navara Warrior or a Triton GSR?
The Mitsubishi Triton has been a favourite of the Australian four-wheel-drive scene for many years now, marrying competent performance across the board with a high-value price tag. Time waits for no person, however, and the increasingly gentrifying ute market seems to be leaving the Triton behind. It’s never felt so old, and is sorely in need of a new model to take over the reins.
The fact that pricing has been creeping up in recent years – in the face of an attack from new brands in the value end of the segment – hasn’t helped the Triton’s cause. However, it’s still got a strong sense of value in a well-known package, and the allure of a 10-year warranty will help.
Nissan’s Navara gets the win here, mostly because of the Premcar fettling that has left the coil-sprung ute feeling better and more honed both on-road and off-road. The powertrain has a little bit of additional sprightliness, and the recently updated infotainment system trumps the Triton (despite coming from a lower specification grade).
It’s a shame that some of the active safety technology has been removed from the SL Warrior (rationing semiconductors), but the Triton is missing some things as well.
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