This serious tradesman's tool has just turned luxurious.
Don’t get too depressed just yet though. Part of the changes for the MY10 Triton include a power upgrade for the four wheel drive variants. Power jumps 11 percent, while torque takes a 17 percent hike, climbing to 131kW and 400Nm respectively for the five-speed manual version and 350Nm for the five-speed automatic version.
In addition to power and torque increases, fuel consumption has also taken a dive to 8.3L/100km and 9.3L/100km respectively for the manual and automatic variants. Yes, you did read that right, that’s Aussie sedan beating fuel economy in a utility that weighs just under 1.9-tonnes.
Serious tradesmen will be pleased to hear that the size of the tray has grown from 1325mm in length to 1505mm, that’s a 14 percent increase in size. Depth has also increased to 55mm. Towing capacity has also taken a massive hike to 3000kg for four wheel drive variants, adding to the impressive 1074kg payload on the GLX-R and 1094kg on the GL-R.
While the exterior visual differences are hard to spot, they include new front bumpers, grille and indicators. I think you’ll agree that the Triton is an aggressive looking utility and I’m just as happy as the next guy that styling was left intact.
GLX-R drivers will be pleased to hear that the days of harsh and simple utility interiors are long gone. The GLX-R picks up satellite navigation and Bluetooth phone connectivity, in addition to an interior that looks pretty schmick for a workhorse.
The best feature about the interior is the electric rear window that can drop at any speed, providing instant airflow without the noise and wind associated with side windows.
Interior room is accommodating for front passengers, but a little cramped for rear passengers. With that said, kids and teenagers will find the rear accommodating enough for moderate trips.
Under the bonnet, the 2.5-litre, four-cylinder turbocharged diesel packs a mighty 400Nm punch once it heads north of 2000rpm if you’re driving the five-speed manual, with torque reduced to 350Nm at the helm of the five-speed automatic.
The manual gearbox in our test vehicle felt well sorted with a relatively short throw and light clutch motion. Torque is available in any gear with a quick stab of the throttle and overtaking is surprisingly taken care of without needing to hunt through gears.
Engine noise at idle is reasonable, but once under load the Triton engine is extremely loud. When the Triton is started cold, the engine makes an almighty racket until it warms up, at which point it isn’t as loud but is still a bit too loud for people after a quiet diesel.
While the steering ratio is a bit large, it doesn’t take long to get used to driving the Triton. A reversing camera is fitted as standard to the GLX-R to help with city parking. Utes are often difficult to park and the addition of this feature is a godsend to people who use dual-cab utes for work and leisure.
The drive mode selector allows the driver to switch between 2WD-H, 4WD-H, 4WD-L, 4WD-HLC and 4WD-LLC. The two LLC modes allow the driver to lock the centre differential in low and high range modes. A rear differential lock can also be optioned in addition to the centre differential lock, offering even more flexibility off-road. An LSD is also fitted standard across the range.
The ride over loose surfaces such as gravel is exceptional. Handling is average as you would expect from such a vehicle, but on that same token it doesn’t stack up any better or worse than the competition.
If you’re after value for money, it’s hard to look beyond the Triton. Priced from $20,990, the range tops out with the five-speed automatic Triton GLX-R at $49,990, some $6,000 cheaper than the equivalent Toyota Hilux.
In addition to the price and off-road credentials, the Triton can also be used for city duties and carting around kids with no qualms. It’s hard to pick any problems with the Triton, it’s the perfect ute for any tradesman after load hauling, fuel efficiency and ruggedness.
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