2024 Mitsubishi Triton vs Ford Ranger: New Ute SPEC BATTLE!

2024: How does the new Triton ute compare with the market-leading Ford Ranger?

Now that we’ve driven the new Triton in its full production form, we’re better positioned than ever before to tell you how it compares with the market’s favourite ute.

Continue reading below to get the full details, and watch for our full side-by-side comparison to come in the near future.

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2024 TRITON v FORD RANGER

We run the ruler over the fresh Mitsubishi ute to see how it lines up against its key rival and the present dual-cab ute segment king, the Ford Ranger.

The new 4×2 and 4×4 ute range from Mitsubishi offers an all-new platform and significantly revised engine. First drive impressions are imminent and customer deliveries of high-spec dual cab models will begin this month.

Mitsubishi is making the Triton available initially in five variants (one 4×2, four 4×4) in four trim levels from GLX to GSR, in either Club Cab or Dual Cab. Single cab, cab chassis models and manuals will follow later.

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Meanwhile the Ford Ranger arrived last year as an all-new model with plenty of local development and boasts class-leading levels of equipment, a vast model line-up, with a variety of 4×2 and 4×4 models in either cab-chassis or pick-up form – and in single-cab, super-cab or double-cab configurations.

Along with pricing, Mitsubishi has now detailed all the nitty gritty specs of the new Triton – including kerb weights, trim features, payloads and more – allowing us to get a clearer picture of the new ute in our head.

This article endeavours to take a close look at all the differences between the refined, class-leading Ranger and the incoming Triton. Let’s get into what makes these utes tick…

JUMP AHEAD

• Dimensions
• Chassis, payload and towing
• Engines
• Interior and cabin design
• Equipment match-up
• Pricing

Dimensions

The new Triton doesn’t quite have the same footprint on the road as the larger Ranger, yet has larger tub dimensions.

The Triton arrives initially in dual cab and extended cab forms, with single cab to follow, with pick-up body and cab-chassis variations.

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Despite the dual-cab Triton being smaller overall than the Ranger, its tray length and width dimensions are bigger.

However, how capacity-eating tray liners influence this will have to be measured when we get the chance to compare them next year. Meanwhile, the Ranger appears to have the advantage on ground clearance and off-road angles.

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Chassis and Towing

The Triton’s new ladder frame promises to be much stronger, with its bending rigidity up by 40 per cent, and torsional rigidity up by 60 per cent thanks to a much greater cross-sectional area in the beams.

Mitsubishi says the larger vehicle’s weight increases have been minimised by boosting the ratio of high-tensile steel in its construction, while the body is lighter thanks to the use of a new 1180MPa high-tensile steel.

Mitsubishi has increased front dampers’ front stroke by 20mm with a higher upper mounting point. Beefier shock absorbers and lighter rear leaf springs at the rear will lower friction for improved ride compliance.

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For the first time, the Triton adopts an electric power steering system in high-end variants.

This should result in a lighter feel around town that will weigh up at high speed. Mitsubishi has also worked to reduce kickback in the steering system – a common bugbear of the old car. Turning circle, at 12.4 metres, is better than Ranger.

Meanwhile the Triton has shrugged off the trend towards rear disc brakes, continuing with rear drum brakes, something Ford only persists with at XL and XLS grades – XLT and above get discs.

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The relatively fresh Ford Ranger, with a 50mm longer wheelbase and 50mm wider track than its predecessor, also has a new ladder-frame chassis.

It moves the rear shock absorbers further outwards to widen the Ranger’s footprint and thus improve dynamics and wheel articulation.

Moving the wheels outwards has also allowed the designers to fit a wider cargo tub that will accommodate a full-size shipping pallet.

The net result is one of the best ride and handling compromises of any ute so far, and will be a hard act for Triton to follow.

Payload ranges from 958kg to 1151kg in the Ford, while the Mitsubishi’s thus-far small line-up ranges from 1085kg* in the GSR to 1120kg* in the GLX dual cab automatic.

Despite the Triton’s weight-saving measures, its extra size and interior equipment see the GSR Auto 4×4 dual cab climb from 1999kg in fifth-gen guise to 2115kg* for the latest vehicle. It remains lighter than an equivalent four-cylinder Ranger Sport, however, which weighs 2267kg.

Meanwhile the Japanese brand has announced an increased towing capacity for the Triton – it is up from 3100kg to 3500kg maximum braked capacity, matching the Ranger and other key players.

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Engines

Under the bonnet of the new Triton is a 2.4-litre twin-turbo diesel four-cylinder producing 150kW/470Nm, with a six-speed automatic the only transmission at launch (a revised six-speed manual will follow).

The engine’s head and block are shared with the old Triton’s 2.4-litre, but gets new injectors and a second turbo, among other changes.

Although the Ranger is available in V6 diesel (or turbo-petrol V6 in Raptor) here we are comparing the Triton with the most obvious powertrain competitor in the Ranger series, the Bi-Turbo diesel 2.0 litre four-cylinder.

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The power and torque figures are very close between the new Triton and the Ranger, with a slight advantage (4kW and 30Nm) to the Ranger, which has the added benefit of four more forward gear ratios than the Triton.

The Ranger’s 2.0-litre is quite fuel-efficient with a 7.6L/100km combined figure, though the new Triton comes close at 7.7L/100km in 4×4 guise.

Mitsubishi’s Super Select II full-time/part-time dual-range system continues in upper-spec Tritons, giving an advantage over the part-time system in the Ranger 4-cylinder models (while Ranger V6 gets an on-demand ‘full-time’ system).

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Interior and Cabin Design

Gone is the current Triton’s dated interior, replaced with an airy and modern Outlander-influenced cabin.

Both mid- and top-spec Tritons in Thailand will feature a 9.0-inch infotainment system similar to the Outlander midsize SUV, up from 7.0 inches.

Satellite navigation, traffic sign recognition, wireless Apple CarPlay (and wired Android Auto), and connected-vehicle telematics such as vehicle status, and remote locking via a smartphone application are new, too – but the last feature is unlikely for Australia, at least initially.

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The new-gen Triton retains a combination of analogue dash dials like the Isuzu D-Max, with an integrated 7-inch multi-information display – unlike the Ford Ranger, which has moved to fully digital dials.

Material quality is improved on the outgoing vehicle, claims Mitsubishi, and visually the introduction of dimpled, leather-appointed steering wheels and suede-cloth upholstery in top-spec models gives credence to its claims. As before, a full leather interior features on the flagship variant.

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Mitsubishi claims to have improved the front seats with additional lower back support – a common complaint of the previous car – and a 20mm higher hip point.

The new Triton’s more upright A-pillar aids ingress by providing a wider door aperture.

The 50mm width expansion translates almost directly into second-row shoulder room, with 49mm more than before, which should make for happier passengers.

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The three-wide bench also has a fold-down armrest, while the air vents remain in the roof.

From the get-go, it’s obvious that the Ranger has a lot more invested in its interior features and technology, with large digital dash and infotainment screens, as well as comprehensive features such as trailer set-up on the info screen and even an integrated electric brake controller fitted on some models as standard.

We will have to wait to run the tape over the new Triton interior to see exactly how it compares for size and utility compared with Ranger.

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Equipment match-up

The Mitsubishi Triton has typically had an edge over the Ranger when it comes to what you get for your money.

And that doesn’t change for the new-gen vehicles, though the gap is a little closer. Matching up the base dual cab Triton with an equivalent Ranger XL reveals both are close.

The Ford has more screen and a rear locker, but the Mitsi has bigger wheels and built-in navigation – thankfully neither is as austere as a HiLux Workmate inside.

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Moving up the range, Ford’s ute offers more choice for those looking to splash a bit of cash with Wildtrak and Platinum grades.

For those looking for a decently kitted out ute to do double duty at work and home, the Triton GSR compares favourably with the Ranger Sport twin-turbo 2.0-litre.

It gets heated seats – reserved for the dearer Ranger Wildtrak – and Mitsubishi’s Super Select 4WD system that’s more advanced than the twin-turbo Ford’s.

The Ranger, with its standard tow bar and brake controller, is better set up to tow right from the dealership.

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Pricing

The Triton has been a value entrant among Thai-built, Japanese-brand utes, but as the new model has stepped up in technology and features so have the asking prices.

It’s not as cheap and cheerful as the fifth-gen ute, costing between $3250 more in base GLX 4×2 guise and $6900 extra in GSR flagship trim.

Still, the Thai-built Triton retains an edge over the Ford Ranger when it comes to the dual cab range as you can see in the table below.

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As is often the case early in a vehicle’s life, the Triton’s range is yet to fill out. Mitsubishi will add cab chassis, a manual transmission, and more 4×2 variants over time.

It’s yet to see if Mitsubishi will invest in grades to rival Ford’s ritzy Ranger Platinum and off-road focused Wildtrak X for the new Triton.

The proof remains in the pudding, and that will be revealed in mid-late February once we’ve experienced the new sixth-gen Triton both on and off road.

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