The adventures of Tow Triton and the GemRod

Mitsubishi added a cab-chassis option to the Triton range in 2025, and it worked well as a tow vehicle

AFTER launching the pick-up version Triton ute, Mitsubishi expanded the range to include cab-chassis models.

The front end remains the same, out back it is all change, the tub is gone, giving the option of a dropside tray or a bespoke service unit.

Despite being a workhorse, the cab-chassis can be ordered in the full range of trim options, from the entry GXL to top-shelf GSR, with the option of four-wheel-drive across the range, a genuine option for those wanting to get their wheels dirty.

Our test car was the GSR with 4WD and six-speed auto, giving it the full bells and whistles treatment and although standard with a bare chassis, we got the optional steel dropside tray.

With the body-coloured front grille and silver triple diamond badge, the Triton was easy to spot in the carpark, particularly with black front guard flares and black 18”x7.5” alloy wheels.

We also got side steps, I didn’t find them necessary, while there is plenty of ground clearance, it is not that tall.

Triton interiors remain the same in all chassis options, the GSR is a comfortable place to spend your day

Inside, is a unique black leather trim, complete with orange stitching, offering a sporty feel, including chunky-rimmed three-spoke steering wheel with face-mounted buttons for audio, cruise, telephone and instrument cluster display.

A widescreen infotainment unit dominates the centre stack, including four-speaker with wireless Apple CarPlay, along with navigation and vehicle control apps.

Underneath is the two-zone automatic climate control system, including front seat and steering wheel heaters, very nice in winter!, as well as twin USB ports, one each for -A and -C, and two dash-mounted cupholders to complement the two in the centre console.

The power-adjustable driver’s seat was nicely padded, providing good support for long drives, a little short on the base for tall drivers but with plenty of leg and shoulder room.

The 2.4-litre diesel has twin, sequential, turbochargers, the smaller diameter unit spools up quickly from low engine speeds, the larger unit making more boost as the revs build, giving a total 150Kw and 470Nm from 1,500rpm, proving ideal with the trailer hooked up.

Yes, some drivers want a manual transmission, the GLX dual cab gets one, but for smoother operation and full vehicle integration, the auto wins hands down.

My licence says I can drive an unrestricted road train, but for hauling a trailer in urban traffic the auto is stress-free and modern multi-speed units allow manual gear selection when desired.

The Triton is rated at 3.5 tonnes for towing, our trailer is 2,000kg with the GemRod racer on board, this weight tends to sit with a lot of owners’ needs.

The trayback option made hitching easy, you aren’t reaching under the tub for connections, everything is accessible.

Once connected, it was time to set sail for the track, the dropsides allowed for fast loading of race tyres and tools, all strapped down to the side rails and headboard.

While a canopy keeps the weather out, being able to lift items on and off was easy, the steel checkerplate floor sturdy enough for the jacks, fuel churns and other items riding out back.

The auto made take-offs easy, no clutch feathering needed, easing driveline shock as it took up the weight, and we were away.

Despite the 7.5” rim width, it sits flat on the road, there was no floating or wandering, even at highway speeds.

Sitting in the left lane on a relaxed 95km/h with the smart cruise control on, there was plenty in reserve to overtake if we encountered any slower vehicles.

It takes a moment longer to build up a head of steam, but with the second turbo coming on line power delivery was linear, there was no jerking or leaping with a sudden rush of power arriving.

Downshifts were smooth, generally fifth was enough, we didn’t climb any mountains, but there were plenty of hills and valleys, which it did with ease.

The frameless auto-dimming mirror gave a great view of GemRod tailgating me, but the big door mirrors offered a line of sight down both sides of the trailer as well as reducing blind spots.

Trailer Stability Assist is part of the safety suite, I didn’t need it (!), there are also traction and stability controls and blind spot sensors helping the mirrors.

The electric power steering is well-weighted and accurate, handy when navigating roundabouts with a dual axle car trailer, I made sure not to use the ABS brakes or Brake Assist, keeping an eye on traffic and using ‘lift and coast’ driving to reduce the amount of braking.

When I did use them, there was plenty of stopping power, braking was progressive, with no snatching or grabbing, bringing everything to a stop with minimal fuss.

Standard testing has the GSR returning 7.7 litres per 100km, this goes out the door when towing, even so we averaged less than 10 litres per 100km with sustained highway driving.

Roadworks detoured us down some dirt roads, even then the Triton took it in its stride, the ride remained composed and unfussed, despite surface corrugations.

The whole driving task was relaxed and comfortable, I got to the circuit in airconditioned comfort, which made the track activities even more enjoyable.

Yes, I would have one, my preference would be a 2WD, I don’t need 4WD, preferably with an updated driver monitoring system, to be less intrusive, while it can be switched off, you have to do it pretty much every time you start the car.

Over to you, Mitsubishi…