Australia’s car industry may be no more, but HM The King has chosen Australian-made four-wheeled transportation for his big day – but it only has six horsepower.
The coronation of King Charles III is less than a week away, and the head of the British Royal Family has chosen to travel to Westminster Abbey in an Australian-made vehicle.
While most Australians would like nothing more than seeing The King and Queen Consort riding through the streets of London in the back of an old Holden or Ford ute, the royals will instead be transported in the Diamond Jubilee State Coach – a horse-drawn carriage built in Manly on Sydney’s northern beaches in 2010.
Despite the ornate exterior, the Diamond Jubilee State Coach is based on an aluminium chassis and has electric windows, hot and cold air-conditioning, and hydraulic suspension.
Designed and built by master craftsman Jim Frecklington, it was the second coach he’s built for the Royal Family – the first being the Australian State Coach, which was a gift to Queen Elizabeth II on the occasion of the Australian Bicentennial in 1988.
According to The Sydney Morning Herald, the 73-year-old Mr Frecklington is currently working on a third carriage – this one for King Charles – despite battling cancer.
King Charles – who lived in Australia for six months in the 1960s – has reportedly chosen the Australian-built Diamond Jubilee State Coach for his journey to Westminster Abbey, powered by six horses.
The traditional Gold State Coach will also make an appearance – having been used in every coronation since the 1830s – taking the King and Queen Consort back to Buckingham Palace after the event, despite reportedly delivering its occupants a terrible ride.
Queen Elizabeth II described her trip in the Gold State Coach as “horrible” and “not very comfortable,” echoing her father King George VI’s comments, who described it as “one of the most uncomfortable rides I have ever had in my life”.
Chinese car-maker Chery has unveiled an electric version of its first new model for Australia after an eight-year absence from the local market. Pending any unforeseen delays it is due here next year.
Photo credit: paultan.org.
The electric version of the 2024 Chery Omoda 5 SUV from China has been revealed, ahead of the first Australian showroom arrivals due early next year.
The petrol Omoda 5 arrived in Australia in March 2023, as Chery’s first new model in its return to Australia after eight years away from local showrooms.
But details of the electric model, due here in the first half of next year, only surfaced at the Shanghai motor show last week (photos in this story credited to Malaysia’s Paul Tan) – where it was quietly unveiled under the radar of most English-speaking media.
Specifications published by Chery (via Paul Tan) show it will be powered by a 165kW electric motor driving the front wheels, and a 61kWh battery pack, good for 450 kilometres of claimed driving range in lab testing.
It is not clear what testing standard the driving range claim is measured against; Chinese car makers typically favour more lenient local standards, but previous reports on the Omoda 5 EV have referenced Europe’s more realistic (but still laboratory-tested) WLTP protocols.
Chery claims it is targeting energy efficiency of 15kWh per 100km or less, a 0-100km/h acceleration time of 7.8 seconds or less, and a zero to 80 per cent fast charge in 35 minutes or less.
These specifications are similar to key small electric SUV rivals, including the MG ZS EV and BYD Atto 3 from China, and Hyundai Kona Electric and Kia Niro EV from South Korea.
Photo credit: paultan.org.
Chery executives have previously said the outgoing Kona Electric – not the new model due in showrooms later this year – was selected as a benchmark for the Omoda 5 EV.
“We already have [conducted] a lot of studies [into the electric car market], and compared and modified our EV to [compete with] the Hyundai Kona [Electric],” Charlie Zhang, executive vice president of Chery’s export division, told Australian media last year.
“The Omoda 5 EV is much better than the MG ZS EV. We have the new generation of electric and electronic architectures, and the design, technology, and features [are] very much different,” the executive declared.
The specifications shown by Chery in Shanghai list a targeted braking distance of 36 metres or less – but a speed from which this will be measured is not disclosed.
Photo credit: paultan.org.
Styling changes for the electric Chery Omoda 5 are concentrated at the front, where it swaps the petrol version’s large grille for a closed-off, body-coloured panel, and a restyled lower bumper.
There is ‘OMODA’ branding on a chrome panel stretching between the headlights, but overseas reports suggest this may not be offered in every market where the car is sold.
Other changes include new alloy wheels, and a tweaked rear bumper. The car on display in Shanghai is pictured wearing Kumho tyres, rather than the Giti tyres fitted to petrol-powered examples in Australia.
The interior appears to be unchanged, bar a unique colour scheme mixing blue, ivory and a copper-like colour.
The 2024 Chery Omoda 5 EV battery-powered SUV is due in Australia in the first half of next year, pending any delays. Pricing will be confirmed closer to launch.
The first production run of Volvo EX90 electric SUVs has already sold out in Europe, months before its showroom debut – and nearly 18 months from the first Australian arrivals.
The first allocation of 2024 Volvo EX90 electric SUVs has already been spoken for – and order books temporarily closed – in Europe, but the instant sell-out is not expected to affect Australia.
The Chinese-owned Swedish car maker has announced the EX90 – the electric successor to the XC90 – has surpassed “the company’s boldest and most ambitious internal projections”.
“As a result, Volvo Cars has closed the order book for the time being because the first scheduled production run is sold out, but it will re-open again soon,” Volvo said in a media statement.
It is unclear how many cars are in the first production run, how many orders have been accepted, and when orders are scheduled to resume.
However, UK publication Autocar reports the Volvo EX90 is planned to “initially enter production in very small numbers,” with the first European deliveries slated for early 2024.
The Volvo EX90 is not due in Australian showrooms until late 2024, about 18 months from now, and the company has not announced pricing, specifications or the local model range.
It is believed the order pause for Europe does not impact Australia – as local deliveries remain far away – with Volvo Australia already said to be holding 50 to 100 deposits, before any local customers have seen the vehicle in the metal.
Prices in the UK range from £96,255 to £100,555 before options – or $AU180,000 to $AU188,000 – with seven seats and dual-motor all-wheel drive as standard.
It is a hefty uplift from Volvo’s current flagship SUV, the XC90, which when optioned-up in top-of-the-range plug-in hybrid guise can hit about £85,000 ($AU160,000) in the UK, or more than $130,000 plus on-road costs in Australia.
Top-of-the-range Volvo EX90 models are powered by dual electric motors with 380kW/910Nm, and a 111kWh battery, good for up to 600km of claimed driving range.
While the EX90 will initially be sold alongside the XC90, Volvo Australia says it intends to go electric-only from 2026 – and end petrol car sales globally from 2030.
A facelifted XC90 is due in overseas markets in the coming years, but is not expected to reach Australia as the company transitions to electric power locally.
The EX90 will be Volvo’s flagship electric vehicle, and the first in a range of new EX-badged electric cars.
A city-sized EX30 SUV is due in Australia before the end of this year, ahead of what’s believed to be an ‘ES90’ sedan next year, in the same size class as a BMW 5 Series or Porsche Taycan.
The Ford Everest has received its third price rise in 12 months, with the RRPs of most models increasing by between $500 and $1500 since launch.
The Ford Everest SUV has undergone its third round of price rises in less than 12 months – and the second series of hikes since the new model went on sale last year.
Ford dealers have been advised the next production batch of Everest models will be subject to the latest price rises.
Vehicles that have already been ordered – and which are an MY2023.5 build – will be ‘price protected’.
But new orders – or any customer deliveries pushed into the next model-year production cycle due to delays – will be obliged to pay the increased price, unless the dealer is prepared to eat into their own profit margin.
Below is a list of new-generation Ford Everest prices – and RRP changes – since launch.
Final drive-away prices are higher than the figures below because the data does not include registration, stamp duty and dealer delivery fees (where applicable).
As a celebration of the Porsche 911’s 60th anniversary, the German car-maker is reportedly planning something special in the form of a lightweight homage to the ultra-rare 911 ST of the early 1970s.
The 2024 Porsche 911 ST is expected to be unveiled on 8 June 2023, according to unverified overseas reports.
Porsche is said to be reviving the ST badge for a new special lightweight 911 powered with a GT3 engine – and GT3 RS bodywork – with information about the model shared by Porsche collector and comedian Spike Feresten on his podcast, Spike’s Car Radio.
It’s understood the date has been chosen to correspond with the 24 Hours of Le Mans event – the famous French endurance race where Porsche won its class with the original 911 ST in the early 1970s.
According to Drive’s European Correspondent Greg Kable, the ST is also a celebration of the 911’s 60th anniversary, and is expected to be based on the 911 Carrera T variant, but with body parts from its GT-badged siblings.
The Porsche 911 GT3 is expected to supply the engine, though it’s not clear whether the 4.0-litre naturally-aspirated horizontally-opposed ‘flat’ six-cylinder engine will be offered with the 375kW/470Nm found in the GT3, the 386kW of the GT3 RS, or if it will have different outputs.
It’s also not confirmed at this stage whether the Porsche 911 ST will be offered with a six-speed manual or seven-speed dual-clutch ‘PDK’ auto transmission.
But while prototypes have been heard with both types of transmission, it’s worth noting the manual is 17kg lighter than the auto when optioned on the Porsche 911 GT3.
According to a report in the UK’s Autocar, Porsche insiders claim the 911 ST will be the lightest variant of the 992 generation.
It’s not just the engine the ST will borrow from the GT3 – spies have seen the vehicle testing with centre-lock wheels, the carbon-fibre double-bubble roof from the 911 Sport Classic, and the doors and front wheel arches of the GT3 RS.
The Porsche 911 GT3 Touring.
The hidden active rear spoiler helps ensure the ST retains the classic 911 silhouette, deploying at speed for increased downforce at the rear end.
As well as winning the GT Class at Le Mans, the original 911 ST also competed at iconic races in Daytona, Targa Florio, and the 1000km of Nurburgring.
Built between 1970 and 1971, the 911 ST weighed just 840kg and was powered by flat-six engines of between 2.0 and 2.5 litres, producing as much as 201kW.
Like many of the great lightweight specials, the 911 ST was on a strict diet, stripped of all unnecessary parts despite retaining its road-legal status.
While the later 911 RS 2.7 is considered one of the most desired models from the family, Porsche built 1580 examples – compared with the 911 ST, with estimates of between 23 and 50 being made.
Porsche hasn’t said anything about the 911 ST on record at this stage, but it’s likely the special vehicle will also be a limited build – maybe as few as 60, given the 911’s birthday, or perhaps as many as 911.
New generations of the Skoda Superb and Kodiaq seven-seat SUV are due this year – alongside updated Kamiq and Scala compact cars – ahead of Australian arrivals due next year.
Skoda Kodiaq teaser.
UPDATE, 1 May 2023: Volkswagen-owned Czech car-maker Skoda has previewed the styling of its two next-generation flagship petrol cars, the 2024 Skoda Superb large car and Kodiaq SUV.
Confirmed for unveiling in the northern autumn of 2023 (September to November), the new Superb and Kodiaq will be Skoda’s largest petrol-powered vehicles, as it builds a range of electric cars of all sizes.
The Superb will again be available in ‘liftback’ (a sedan body shape with a large hatch at the rear) and wagon body styles – a contrast to its Volkswagen Passat twin, which will become a wagon-only proposition for its next generation, also due later this year.
Skoda Superb liftback teaser.
Meanwhile, the Kia Sorento-rivalling Kodiaq is expected to retain seven seats, and be twinned under the skin with the replacement to the Volkswagen Tiguan Allspace SUV, which reports claim will be an all-new model adopting the Tayron name.
Skoda says both vehicles will be available in Europe with “petrol and diesel engines, as well as plug-in and mild hybrid options,” and will offer “new features, improved technology and a completely redesigned interior”.
The company has previously confirmed electric-only driving ranges for plug-in hybrid versions of up to 100 kilometres.
Skoda Superb wagon teaser.
As reported previously, production of the Superb will move to Slovakia to make space to build more SUVs at Skoda’s home factory in the Czech Republic – such as the new Kodiaq.
Drive‘s original story published in January 2023 continues below. To read more of our new Skoda model coverage published since January, click the links below.
16 January 2023: The next-generation Skoda Kodiaq seven-seat SUV and Superb large car are due for unveiling before the end of this year, Skoda head office in Europe has confirmed in a bulletin detailing its global 2022 sales results.
The new models – the largest in Skoda’s range – are scheduled to be joined by updated versions of the Kamiq small SUV and Scala small car, which turn four and five years old in 2023 respectively.
Australian arrival timing is yet to be locked in, however local launches in 2024 appear most likely for all four cars.
The new Superb and Kodiaq are all but confirmed to retain petrol and diesel power – and are slated to be evolutions of their predecessors, rather than ground-up new models.
The next range of Skoda cars are likely to be the last generations before the switch to electric power. By the time their successors are due – close to 2030 – Skoda will by then likely be focused on electric vehicles.
The new Superb is expected to retain a choice of liftback and wagon bodies – and is expected to be twinned with the next Volkswagen Passat, which is slated to go wagon only globally.
Production of both cars is set to move to Skoda’s factory in Slovakia – allowing it to create space to build more SUVs at its home factory in the Czech Republic.
Spy photos show the new Superb’s styling will be an evolution of its predecessor, but with more modern elements drawn from newer Skoda models.
Artist’s impression of the new Skoda Superb, created for Kolesa.ru.
Inside, the new Passat and Superb are expected to share a large, circa-15-inch touchscreen – possibly the unit in Volkswagen’s new ID.7 electric car, with illuminated slider controls and new software to respond to criticism of the system in today’s VW Golf small car, and Skoda’s Enyaq electric SUV, among other models.
Engines are expected to comprise a range of petrol, diesel and plug-in hybrid options borrowed from the latest Volkswagen Group models – but a high-performance RS version looks unlikely, given Skoda’s move towards electric vehicles.
Meanwhile, very little is known about the next Skoda Kodiaq seven-seater – and prototypes are yet to be spied testing on European roads wearing production bodywork.
However, if the current Superb and Kodiaq are a guide, the next iteration of the seven-seat SUV is likely to inherit technology, interior designs and engines from the Superb – likely including plug-in hybrid power for the first time, to lower emissions.
Current Skoda Kamiq.
Also due in 2023 are the facelifted Kamiq and Scala siblings, which are expected to usher in revised exterior designs and improved cabin technology to keep them fresh among newer competitors.
Skoda has previously confirmed the larger Octavia is due for a facelift in 2024, with similar visual tweaks – and likely changes to its infotainment system, if the related Volkswagen Golf is any guide.
By 2026, Skoda plans to introduce three new electric vehicles – which reports indicate may comprise a city car to succeed to today’s Fabia, a small SUV that has been speculated to wear the Elroq name, and a flagship seven-seat SUV based on the Vision 7S concept.
In Australia, Skoda’s next major model launch is slated to be the Enyaq iV electric SUV – in regular ‘wagon’ and Coupe forms – which open for orders in the second half of this year, ahead of first deliveries due in early 2024.
A new limited-edition – the Mitsubishi Triton Sport – has arrived in showrooms as the current model approaches the end of the line to make way for the next generation due later this year.
The current-generation Mitsubishi Triton ute is approaching the end of the line after almost two decades – and that means it is special edition time.
While the Mitsubishi Triton in showrooms received a major facelift in 2018 – after a refreshed model was introduced in 2015 – the architecture of today’s model dates back to the previous shape launched in 2005.
It means the Mitsubishi Triton will be close to 20 years old when the next generation – new from the ground up – arrives later this year or early next year.
Which means it’s time for Mitsubishi to check the parts catalogue and find ways to add appeal to its popular – but ageing – pick-up.
In the same way the Holden Commodore had the Vacationer, the Mitsubishi Triton now has the Sport edition. Despite the name, there’s no extra power for the 2.4-litre four-cylinder turbo diesel engine, and no tuning upgrades for the tyres or suspension.
It’s understood this special edition was originally intended to form the basis of a Walkinshaw-enhanced version of the Mitsubishi Triton, but that project was cancelled at the eleventh hour after Mitsubishi ran out of road – and time – in the lead-up to the new model.
Rather than a complete makeover, the changes to the Mitsubishi Triton Sport – based on the mid-range GLS rather than the flagship GSR – include large stripes on the bonnet and tailgate (but not the roof), black wheels, and maroon highlights on the side steps and rear bumper.
Inside, the Mitsubishi Triton Sport is equipped with heated leather seats with electric adjustment for the driver, shift paddles behind the steering wheel, dual zone air-conditioning, an auto-dimming rear-view mirror, and a sensor key with push-button start.
The test vehicle in the photos was equipped with a hard tonneau cover and a tow bar, both of which are extra-cost options.
About 900 examples of the Mitsubishi Triton Sport are due in Australian showrooms over the coming months; the first 400 have already arrived.
We got behind the wheel to get reacquainted with the Mitsubishi Triton before this generation bows out, and to see how it stacks up against newer ute competition.
How much does the Mitsubishi Triton cost in Australia?
When this review was published, the Mitsubishi Triton had national drive-away pricing across all model grades – except this one. That means it’s up to your negotiating skills to try to get a decent deal on a Mitsubishi Triton Sport, so be sure to twist an arm.
The Mitsubishi Triton GLS – on which the Sport is based – was available from $55,490 drive-away nationally as this review was published.
But Mitsubishi lists the Triton Sport at $56,440plus on-road costs – or $4500 more than the RRP for the GLS. That pushes the drive-away price to close to or in excess of $60,000, which is a power of money for stripes and trim changes.
As reported here, the Mitsubishi Triton Sport is based on the mid-grade GLS (a step up from the GLX+ and a step down from the flagship GSR). Only two body colours are available: metallic black or metallic white.
In addition to the Mitsubishi Triton GLS Deluxe package, the Sport edition gains an electrically adjustable driver’s seat, leather seats with red stitching, heated front seats, leather door inserts, and a 360-degree surround-view camera.
The Mitsubishi Triton has for years been the value champion in the ute class, but this special edition is expensive no matter how you add it up.
Also consider a top-of-the-range GWM Ute, LDV T60 or Ssangyong Musso – all of which are about $15,000 cheaper than the Mitsubishi Triton Sport – or a base-model Isuzu D-Max LS-M double-cab 4×4 (but with a longer list of advanced safety tech, more power and torque, and a higher tow rating).
How much space does the Mitsubishi Triton have inside?
The Mitsubishi Triton has a smaller cabin than most peers – in part due to its smaller wheelbase, the distance between the front and rear wheels, which delivers a tighter turning circle than other utes.
The cabin’s shoulder room is narrower and rear knee room is tighter (though there is some foot room under the front seats for back-seat passengers).
There is height- and reach-adjustable steering, though the driving position still feels a little cramped compared to newer, roomier rivals. The driver’s seat on this model has electric adjustment.
The substitute for rear air-conditioning vents (on mid-grade and high-grade Tritons only) is a roof-mounted air ‘circulator’, which redirects air from the front of the cabin to back seat passengers. It’s a makeshift solution at best.
All buttons and dials are well placed and easy to use, there just isn’t enough of them.
There’s no volume or tuning dial on the infotainment system, and the instrument cluster lacks a digital speed display, speed-sign recognition and tyre pressure monitors. And there are not enough charging ports for handheld devices.
2023 Mitsubishi Triton Sport
Seats
Five
Length
5305mm
Width
1815mm
Height
1795mm
Wheelbase
3000mm
Does the Mitsubishi Triton have Apple CarPlay and Android Auto?
Wired Apple CarPlay and Android Auto are accessed via the 7.0-inch touchscreen. AM/FM and digital radio are standard, as is wireless Bluetooth connectivity.
However, there is no wireless smartphone charging and no embedded navigation. You need to use maps from your smartphone – and you need to be in mobile phone range – to find your way if you get lost.
Oddly, whether connected via Apple CarPlay or Bluetooth, the voice on the other end of the phone call comes from the front passenger speaker rather than the driver’s side speaker.
Audio quality for phone calls or music is average by class standards.
Is the Mitsubishi Triton a safe car?
The Mitsubishi Triton earned a five-star safety rating when this generation was tested in 2015.
However, although the level of safety equipment has not changed since the most recent update, the Mitsubishi Triton lost its five-star rating at the end of last year because it passed its expiry date.
That means the current-generation Mitsubishi Triton is now off limits for government and business fleets with a five-star safety mandate.
Six-year expiry dates were introduced so car buyers could compare like-for-like crash-test results.
Before the six-year expiry for safety scores was introduced, some manufacturers promoted five-star scores that were up to a decade old and tested against less stringent criteria.
If today’s Mitsubishi Triton were to be retested to the latest criteria, it would be unlikely to achieve a five-star safety score.
The new Mitsubishi Triton due later this year or early next year is expected to be upgraded to meet the more stringent safety criteria.
What safety technology does the Mitsubishi Triton have?
Standard safety technology in the Mitsubishi Triton Sport includes seven airbags (including one for the driver’s knee), lane-wander warning (but not lane-keeping assistance), autonomous emergency braking, blind-zone warning, rear cross-traffic alert, a 360-degree camera, and front and rear parking sensors.
Conspicuous by their absence (and available on rival utes) are radar cruise control, a digital speed display, speed-sign recognition, tyre pressure monitors, and a centre airbag between the front seats.
How much does the Mitsubishi Triton cost to maintain?
Mitsubishi advertises one of the longest new car warranties in Australia, with up to 10 years or 200,000km warranty coverage. The warranty is conditional, however, with the requirement that all scheduled servicing be completed on time and through an authorised Mitsubishi dealership. In the case of conditions not being met, even once, the warranty drops back to five years/100,000km.
Capped-price servicing is available, with scheduled servicing required every 12 months or 15,000km, whichever comes first. Mitsubishi maps out pricing for the first 10 service visits.
Routine maintenance over three years or 45,000km (whichever comes first) will cost $1547, while five years or 75,000km costs $2895. Hang on to your Triton for 10 years and you’ll be looking at $6740. These prices are higher than for rivals such as the Ford Ranger and, during the capped-price servicing period at least, the Toyota HiLux.
A comprehensive insurance quote for the Triton Sport was not available at the time of writing, but the premium for a similarly equipped Triton GLS starts from $1412 per annum based on a comparative quote from one of Australia’s leading insurers – based on a 35-year-old male driver living in Chatswood, NSW. Insurance estimates vary based on your location and driving history.
At a glance
2023 Mitsubishi Triton Sport
Warranty
Five years, 100,000km
(10 years/200,000km if serviced exclusively within the Mitsubishi dealer network)
Service intervals
12 months or 15,000km
Servicing costs
$1547 (3 years)
$2895 (5 years)
Is the Mitsubishi Triton fuel-efficient?
The fuel rating label average on the Mitsubishi Triton Sport shows 8.6L/100km.
That figure might seem a touch high, and that’s because Mitsubishi Australia is in the middle of a protracted legal battle with a customer who claims he could not achieve the fuel economy rating label average.
Mitsubishi argued the fitment of more cumbersome non-standard tyres, additional heavy-duty accessories – as well as particularly demanding driving conditions – were the reasons the customer could not match the rating label claim.
Nevertheless, Mitsubishi has since revised its official fuel consumption averages – displayed on the rating label on the windscreen – with less optimistic figures.
When this generation Mitsubishi Triton went on sale in 2015, the fuel rating label average showed a figure of 7.6L/100km. Now it shows a figure of 8.6L/100km.
During our 150km loop – a mix of city, suburban, inter-urban and freeway driving – we saw a fuel consumption average between 7.8 and 8.0L/100km, which is par for the class.
What is the 2023 Mitsubishi Triton Sport like to drive?
We’ve long had a soft spot for the Mitsubishi Triton – especially as a value proposition – but now it really is starting to show its age. And some of the Mitsubishi Triton’s shine has worn off since prices have risen.
So an expensive special edition at the end of the model cycle could be a tall order.
The 2.4-litre four-cylinder turbo diesel (133kW/430Nm) is gruff and unrefined – even by diesel double-cab ute standards – and the suspension feels lumpy over bumps and the steering is heavy in corners.
Other utes – whether they are workhorses or show-ponies – feel better tied down and easier to live with in the daily grind.
Plus sides? The Mitsubishi Triton Sport, GLS and GSR come with the larger 320mm front disc brakes whereas the lesser Triton model grades are equipped with 294mm front discs. (All come with 295mm rear drum brakes).
And the tight turning circle of 11.8m (versus 12.5m to 13.0m among rivals) is a competitive advantage other utes can’t match.
The seating position is relatively comfortable and most mod-cons are covered, although volume and tuning dials would be welcome additions to the infotainment system.
The Triton’s smaller body, wide-view side mirrors and 360-degree camera view make it easy to see around the vehicle, especially when reversing a trailer or fitting into a tight parking spot.
The bi-LED headlights (low and high beam) deserve a shout-out for their effectiveness on dark country roads (these lights are standard on the Sport, GLS and GSR).
In our testing, real-world fuel economy was fairer than the fuel rating label suggests, but acceleration was average (0 to 100km/h in about 11 seconds, a touch slower than similarly powered diesel double-cab utes).
It’s also worth pointing out the Mitsubishi Triton Sport’s maximum towing capacity is lower than rivals: 3100kg versus 3500kg.
The Mitsubishi Triton is a compelling proposition when it is priced sharply, but that’s no longer the case.
Recent price rises – perhaps to prepare the market for higher RRPs when the new model arrives, as well as due to rising production costs – have taken some of the shine off the Triton’s appeal.
For the past half a decade, the Mitsubishi Triton’s consistent and competitive drive-away deals have helped keep the emerging Chinese ute brands at bay.
But Mitsubishi is now trying to reposition the Triton higher up the price range – to flee the onslaught of cheaper Chinese utes and attempt to rub shoulders with the Isuzu D-Max, Mazda BT-50, Ford Ranger and Toyota HiLux.
However, these ute rivals are newer, more accomplished, or both – leaving the Mitsubishi Triton somewhere between the bargain basement and the penthouse suite.
Weighing against the limited-edition Mitsubishi Triton Sport is the absence of a national drive-away pricing offer, and the lack of technology deemed basic by class standards (such as radar cruise control, a digital speed display, speed-sign recognition, and tyre pressure monitors).
It’s also agricultural to drive, even for a ute.
The Mitsubishi Triton makes more sense in the lower model grades, but for this money you could get a well-equipped Isuzu D-Max – or you could roll the dice on a Chinese ute and pocket $15,000 in change.
If you have your heart set on a Mitsubishi Triton, consider the GLS at $55,490 drive-away with most – though not all – of the Sport’s features, and you’re still at least $5000 in front.
