Power stations, which are simply a lithium battery with a few charging inputs and different power outputs, are growing in popularity, with more and more recently appearing on the Aussie market.

Maybe it’s because they offer all the features of a vehicle’s comprehensive dual-battery system but with the bonus of being packaged in one relatively compact unit, as well as being portable for use away from the vehicle.

Bluetti is a Chinese manufacturer that offers a wide range of battery units including five dedicated portable power stations, of which the AC200L tested here is the flagship. The AC200L is a compact unit with a neat finish, but it’s heavy; it measures just 420mm x 366 x 280mm but weighs a hefty 28kg, so it’s a two-person lift if you don’t want to bust your boiler.

The major controls are situated on the front of the unit including the main power button and three separate power buttons for the DC, AC and USB outlets. An LED screen gives a clear indication of charge levels, outputs and inputs, along with hours remaining till flat. A 12-volt cigarette lighter outlet and a 48-volt DC outlet port, along with four AC outlets, completes the ensemble.

On the starboard side of the unit you’ll find the AC and DC input sockets, a battery expansion port, a circuit breaker to protect the unit, and a grounding connection for when required.

The unit comes with an AC charging cable, a DC input cable, a solar charging cable and a 12-volt car charging (cigarette plug) cable, along with an easily lost grounding screw. Apart from the 240-volt lead and the 12-volt lead, I found the other leads a little frustrating in that they had connections meant for such accessories as a dedicated Bluetti solar panel.

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If the unit was mine I’d be changing the leads to suit my equipment. There’s also a range of optional accessories including some expansion batteries that would add significantly to the power supply and how long the unit would last before requiring a recharge.

The unit is rated at 2400W AC output, and up to 3600W in ‘Power Lifting Mode’, which is when powering a purely resistive load. The internal battery capacity is 2048Wh, and this is expandable to more than 8000Wh with a couple of the aforementioned expansion batteries, but bear in mind these are expensive, and cost in excess of $2800 each.

There are six ways the power station can be charged including AC, solar, from your vehicle or separate generator, and even from a separate 12-volt lead acid battery. It’s claimed that the internal battery can be charged from zero to 80 per cent in 45 minutes from an AC input, while there is a 1200W maximum solar input. Of course, there is a smart controller and monitor with the Bluetti App via Bluetooth and WiFi.

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We initially charged the unit from an AC power supply and then connected my 80-litre fridge/freezer to it. The ambient temperature was pretty mild in the low to mid 20s, but the fridge ran hard initially to pull the temperature down to the desired minus four and plus four degrees I normally run the two separate compartments at. After three hours the temperatures of the compartments were near the desired levels and there was still 92 per cent of battery power remaining.

I cycled the unit for another 24 hours, and the Bluetti easily kept the fridge running at the set temperatures. At the end of the test the battery capacity was at 56 per cent. Of course, if the ambient temperature had been in the 30s, or I had gone to the fridge a few times to get a cold beer or to add more product that wasn’t already cool, the demands on the battery would have been greater. I also ran the fridge from the 12-volt DC socket with no issues but in the process I discovered you needed to switch the AC power button off before power will be supplied to the DC side of the unit.

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The related charging cables are included in the AC200L package, allowing for direct connection to solar panels or 12V supplies. Unfortunately, the powers that be wanted the unit back quickly, so we couldn’t test it over a longer period of time to see how it would stand up to harsh conditions, vibrations and corrugations.

Still, from this brief sample, I was impressed with the Bluetti. For somebody who can’t warrant a dedicated dual-battery system with multiple power outlets, including full sine-wave AC power, this unit would be a great substitute.

If you are mobile each day and have a solar panel or generator to help keep the unit charged for those times you are stationary and camped for a time, then this unit could fulfil your power requirements.

RRP: $2999 (cheaper if you shop around) Warranty: Five years

The arrival of the updated HiLux can’t come soon enough if Toyota intends to keep up with the Ford Ranger, with the Blue Oval ute stretching its sales lead on the 4×4 charts even further.

The VFACTs report for February lists the Ford Ranger as the best-selling 4×4 with a total of 4771 sales registered for the month – 884 more than the ageing HiLux which sold 3887 units. Combining results from January and February, and the Ranger has now outsold the HiLux by 1740 vehicles year-to-date (9105 vs 7365).

The success of the Ranger isn’t limited to the 4×4 charts either, with the ute remaining the best-selling overall vehicle in Australia with 5353 sales (when combining 4×4 and 4×2 variants). It was trailed by the Toyota HiLux (4403), Tesla Model 3 (3593), Isuzu D-MAX (2941) and Toyota RAV4 (2843).

The presence of the Ranger, HiLux and D-MAX on this list reflects Australia’s increasing appetite for utes. Digging a bit deeper reveals the LCV segment accounted for a total of 23,765 sales in February 2024, up from 18,750 in February 2023.

“Australian motorists’ strong preference for utes, accounting for 20.3 per cent of sales this month … out of 21,327 utes sold in February, only one was an EV,” explained Tony Weber, FCAI Chief Executive.

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That EV ute was the LDV eT60. A closer look at LDV reveals sales of its T60 dropped steeply for the budget brand in February, with only 391 sales registered – down from 950 in January. Sales of the Toyota Prado also dropped – from 1746 to 1018 – which saw the SUV plummet out of the top 10. Understandable, considering the arrival of a new model is imminent.

Contrarily, sales of the burly Patrol essentially doubled in February compared to January (1020 versus 509); while Navara sales more than tripled month-to-month, sending it sky-rocketing into the top 10 (1361 February; 424 January).

The RAM 1500 (282 sales) held a nail-biting lead over the Silverado (272) and F-150 (255) in the battle of the big utes in February, but expect that to shift over the coming months as the competition heats up.

Best-selling 4x4s in February 2024

Best-selling 4x4s YTD

The 2024 Lexus GX four-wheel-drive large SUV – the luxury twin to the all-new Toyota Prado – has been priced for Australia.

Lexus Australia has confirmed the new GX550 will start from $116,000 before on-road costs, with all variants powered by a 260kW/650Nm 3.5-litre twin-turbocharged V6 petrol.

The GX starts at around $30,000 more than the most affordable Lexus RX and around $45,000 less than the entry-level Lexus LX twin-turbo petrol.

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It will be available in Luxury, Overtrail and Sports Luxury variants, with the flagship model topping the line-up at $128,200 plus on-roads.

The twin-turbo petrol V6 powertrain, borrowed from the related Lexus LX 600 flagship SUV and overseas versions of the Toyota LandCruiser 300, is matched to a 10-speed torque-converter automatic transmission, a second-start function, and full-time four-wheel-drive with low-range and a locking centre differential.

Braked towing capacity for the Luxury and Overtrail is listed at 3500 kilograms, while the flagship Sports Luxury will be limited to 3130kg.

A petrol-electric hybrid Lexus GX with a 2.4-litre turbo-petrol four-cylinder could arrive later but a diesel version seems unlikely.

The Lexus GX 550 Luxury and Sports Luxury will offer seven seats, while the off-road-focused Overtrail variant will be limited to five seats – like a Toyota LandCruiser 300 Series GR Sport.

Individual second-row captain’s chairs will not be offered in the Lexus GX for the Australian market.

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Lexus Australia has confirmed seven exterior colours will be offered for the GX Luxury and Sports Luxury, while the Overtrail will have two single-colour or four two-tone finishes.

Detailed specifications for the 2024 Lexus GX will be announced closer to its launch around June or July. A list of features confirmed by Lexus Australia so far is included below.

2024 Lexus GX pricing

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2024 Lexus GX confirmed features

2024 Lexus GX Overtrail features

2024 Lexus GX Sports Luxury features

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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The 2024 Lexus LX line-up has expanded with more seven-seat variants.

Lexus Australia has announced the LX Sports Luxury will now be available with a three-row configuration for both the LX500d diesel and LX600 petrol variants.

Compared to the five-seat LX Sports Luxury, seven-seat models – which command a $2600 premium – receive an automatic folding third-row, extended curtain airbag coverage, and rear USB-C ports on either side of the third-row seats.

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However, the seven-seat LX600 Sports Luxury loses the tonneau parcel shelf, while the seven-seat LX500d Sports Luxury deletes the soft-close doors and 30-litre auxiliary fuel tank fitted to the five-seat model.

There are no other specification changes for the 2024 Lexus LX – the luxury sibling to the Toyota LandCruiser 300 launched in fourth-generation form at the start of 2022 – though prices have increased by $5500 for all carryover variants.

The LX line-up now starts at $157,061 before on-road costs for the entry-level LX500d seven-seat and rises to $219,061 plus on-roads for the LX600 Ultra Luxury four-seater.

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JUMP AHEAD

• 2024 Lexus LX pricing
• 2024 Lexus LX features
• 2024 Lexus LX options
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing
• Availability

2024 Lexus LX pricing

Back to the top.

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2024 Lexus LX features

2024 Lexus LX Sports Luxury features

2024 Lexus LX F Sport features

2024 Lexus LX Ultra Luxury features

Back to the top.

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2024 Lexus LX options

Enhancement Pack (entry model) – $5500

Back to the top.

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Engine, drivetrain, and fuel economy

Under the bonnet of the LX500d is the 3.3-litre twin-turbo V6 diesel from the LandCruiser 300 Series, producing an identical 227kW and 700Nm to its Toyota cousin.

For the LX600, it scores a 3.5-litre, twin-turbo V6 petrol, developing more power than the diesel at 305kW, but with a dip in torque to 650Nm.

Both engines send power to the road via a full-time four-wheel-drive system and a 10-speed torque-converter automatic gearbox, equipped with a low-range transfer case.

With a 110-litre fuel capacity, the LX500d has a potential maximum driving range of 1447 kilometres.

All variants score a trailer wiring harness and towing hitch, allowing the LX to tow up to 3500 kilograms braked.

Back to the top.

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Safety

The Lexus LX is not covered by an ANCAP safety rating.

However, the related Toyota LandCruiser 300 Series scored five stars in testing conducted in 2022 – except the ‘unrated’ GR Sport variant.

The Lexus LX has 10 airbags (dual front, front side, rear side, curtain, and front knee).

Back to the top.

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Dimensions

The Lexus LX measures 5090-5100mm long, 1990mm wide and 1895mm tall, with a 2850mm wheelbase.

2024 Lexus LX boot space

Seven-seat LX variants have a 174-litre luggage capacity with all seats in place, rising to 1871L with the second and third-row seats down. Five-seat models have between 1109 and 1960 litres of space, while the four-seat Ultra Luxury is listed at 767L.

Back to the top.

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Warranty and servicing

The Lexus LX is covered by a five-year/unlimited-kilometre warranty.

It has three years of capped-price servicing, costing $595 for each of the first six scheduled services with service intervals of six months/10,000km, whichever occurs first.

Also included is a three-year membership to the Lexus Encore Platinum owner benefits program, which includes Lexus on Demand that allows members to borrow another Lexus to suit their needs or when travelling interstate or to New Zealand on four occasions, for up to eight days.

Members also get eight valet parking passes to use at select Westfield shopping centres around Australia and Chadstone Shopping Centre in Melbourne.

Back to the top.

Availability

The updated 2024 Lexus LX line-up is due in Australia mid-year.

Back to the top.

I headed from my hometown, Mareeba to Karumba in June to pay my last respects to old mate, Wally Brummell.

We enjoyed many adventures in the past and elder readers may remember some of them back in the early 1970s when we pioneered 4×4 adventures across the tropics before they became trendy.

Long drives on sealed roads are boring for dirt-road junkies like me, but there are always side tracks that terminate on natural attractions and the Savannah Way has many – the Mount Surprise Lava Tubes of the Undara Volcanic NP, Cobbold Gorge, Cumberland Mine, Leichhardt Lagoon, and mining ruins about Forsyth, Georgetown and Croydon. These were once roaring boomtowns during the gold rushes in the late 1880s.

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They have period restored buildings, museums and historic sites. The historical precinct of Georgetown is amazing and well worth a walk about it. There are others with the highway well signposted to point the way.

Several years have passed since I last took this route, and I noted that many campsites have sprung up along the highway. Local councils and land holders have given up and reluctantly accepted that travellers will need somewhere for a break. Some streams now have bush campsites that are maintained by councils who have recognised the value of travellers. No facilities are available, but that is what bush camping is about…

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History

For me it was a 750km drive across the Savannah Way and to break up the journey I took a few side tracks, including Talaroo Hot Springs, a natural, rare and unique attraction east from Georgetown that had been closed for years.

Talaroo Station was purchased by the National Reserve System and handed over to the Ewamian people in 2013, followed by some serious expenditure to improve access to the springs by the public. The once-thriving cattle station has been de-stocked to return the country to its former natural splendour, devoid of stock and feral animals.

Talaroo Station is part of the Ewamian people’s country, which covers a huge area of the northwest Gulf country, extending from the Mitchell River to the north, and the upper Gilbert and Einasleigh Rivers, including Georgetown, Forsyth, Einasleigh and Mount Surprise.

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The Ewamian country is rich in cultural attractions including rock art sites, artifacts, bora and home grounds, stone grooving and other sites of significance. Most of the art sites are in rugged sandstone ranges, including the nearby scenic Newcastle Range and the permanent water sources in the rivers.

Talaroo Station covers some 31,500ha on the Einasleigh River, a large sandy stream. To its owners it’s a living cultural landscape, alive with dreaming stories that centre about the springs that showcase the Ewamian people’s hospitality where they share their culture and stories with visitors.

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Getting there

Talaroo Springs are located east from Georgetown on the Savannah Way. It is well signposted, with a 10-minute drive on a maintained dirt road taking you directly to the old cattle station.

Turn to the right and follow the ring road out to the Information Office, which also has a booking venue and café. Ranging out from it is a neat campground and caravan park with both powered and unpowered sites, and if you want some luxury for the night, comfortable eco tents.

There are campground bathroom facilities, shared by all, camp kitchen, barbecues, benched seating, and vehicle parking. There are currently no generator campsite areas, while pets must be restrained.

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Things to Do

I was guided about the springs by the general manager, Sharon Prior, who hails from Chillagoe and is Tom Prior’s daughter, the bloke who has the BP depot and an amazing collection of Ford vehicles there.

Sharon proved to be a wealth of information and is very enthusiastic about what has been achieved here so far and the plans to open more attractions in the future. While there are plans of extended tours about the station, guests are currently restricted to a 7km self-guided bike/walk trail that starts at the campgrounds and loops about cultural sites that feature scar trees. It’s suitable for all ages, but mountainbikes do make the track easier to negotiate.

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Take a 300m walk to the Einasleigh River, catch a barramundi or sooty grunter and swim in the shallow pools, or just enjoy the bush tranquillity from a shady place under ancient melaleuca trees. 

Freshwater crocodiles are present, but estuarine crocodiles are taking back their former territories and it will only be a matter of time before the once-safe swimming holes will no longer be so in the Queensland tropics, and the huge perennial pools of the Einasleigh River are no exception.

There is a 90-minute informative, easy, three-times daily walking tour available that is operated by Ewamian rangers, part of the Savannah Guides group. The tour takes you into the heart of the Talaroo Nature Reserve and the springs.

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It gives an insight on their history and the connection to country of the Ewamian people.

Take a plunge in the healing waters of the springs, possible even in the cool climes of the inland dry season. There are also four private soak spas and a communal bath pool available, which are included in day tours.

There is a lot on offer for birdwatchers with more than 90 species having been recorded here, with more seasonal sightings to come. Agile wallabies, red kangaroos, dingoes and reptiles are common, as one would assume in a wilderness area like this.

As can be expected in such a unique place, aquatic animals and plants have evolved here that don’t occur anywhere else, though over the years feral pigs and wandering stock, even unthinking people, have damaged the spring site, but it’s recovering with fencing protecting this valuable natural asset.

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The Springs

Sharon told me that admittance to the springs is strictly controlled and there is no public access to either the main springs nor the bathing pools due to some damage done in previous years when unrestricted access was allowed.

To protect the fragile rocks and its ecosystem the only access is with a guided tour or by arrangement. A boardwalk stretches across the main springs, which are classified as ‘mound’ springs due to the build-up of calcareous terraces that have formed into cone-shaped mounds.

The Talaroo mounds range up to 10m high and cover an area of some 2400m². There are four vents where water and bubbles flow out. Luna vent is the highest while Wallaby vent is the lowest. Spirit and Fossil vents are farther away from the others and not accessed from the boardwalk.

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The water is clear, though it appears muddy in the flow off, but the coloration is from a yellow-orange biofilm of calcium carbonate deposits from sulphur cyanobacteria and mineral dissolves that build the travertine mounds, which is similar to coral reef structure formations.

Blue green algae are also present. As with other springs the flows vary considerably with full moon phases and the wet season having the highest. The flows are driven by heat and pressure deep within the earth’s subsurface.

Mound Springs are unique in Australia. Unlike others, Talaroo is one of only two mound springs in the country that are not fed by waters from the Great Australian Artesian Basin, but from a source within the earth.

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Scientists believe that the water comes from heavy rains that have permeated deep into the earth, where they are heated, and take an incredible 20,000 years to return to the surface…

The water from the main springs is 68°C, almost hot enough to make coffee. The only other hot water like this is from an artesian bore on Augustus Station on the Leichhardt River and the well-known Burketown bore. Other springs have an average temperature of about 30/33°C or less.

Once on the surface the water cools rapidly and the spa and main pool downstream have a comfortable warm temperature that heals the body and calms the mind. The wonderful relaxing bathing in geothermal mineral waters have long been prized for their healing power the world over.

Beside the Indigenous history, the white settlers who established Talaroo Station used the hot springs for bathing and cooking.

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Legend has it that large lumps of corn beef and vegetables were placed in hessian sacks and hung into the boiling mound pots. It was said that the food cooked in them was the tastiest. At least one treatise noted that the ‘local natives have adopted our cooking methods.’

It’s great to see this amazing attraction is again available to the public. For many travellers, especially the wandering sun-seeking grey nomads, it’s a respite and welcome break from the busy boring highway. Talaroo Springs campground was well patronised on my all-too brief visit. The rates are very comparable to towns but unlike them you get to experience a bush escape like few others.

Make sure you drop in here, have cup of Mareeba coffee and some homemade scones before taking a tour with a switched-on Ewamian savannah guide. You will be mesmerised.

Has the LC70 overtaken GQ/GU Patrols as Australia’s most modified fourby? We reckon it must be getting close.

Not only is the LC70 designed to do the tough jobs with a minimum of fuss, it is also arguably the last of the old school 4X4s – simple, powerful, and over-engineered in all the right ways.

The 70 is easy to mod into something special too, like following a recipe from a Michelin Star chef where the second step is “chuck it in the microwave for two minutes.” And there’s no step three.

That inherent robustness coupled with the two-minute-noodles ease of modification is what led Mark to build up this delicious Sandy Taupe LC79.

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With a career in industrial filtration, Mark needed a work truck that could tow heavy machinery to sites, cart a metric buttload of tools between locations, and be loaded up and taken over to Moreton Island for a few nights of R&R without a hiccup.

Having owned a 76 Wagon before this dual-cab, he already had a fair idea of what he wanted out of his updated rig… and he’s not the type of bloke to do things by halves, which would be like paying Gordon Ramsay to whip up a bowl of Nutri-Grain for you.

This inclination to do it right, coupled with a near pathological attention to detail, has helped Mark achieve a masterpiece of a build. The closer you look the more you appreciate the ingredients that have been expertly mixed and brought together.

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The mods you can see

The front bar is a modified Offroad Creative alloy bar that has had the hoops removed and has been powder-coated to match the canopy.

Stedi LEDs have also been integrated to lend a hand should the stock headlights not be up to the task. There’s also a pair of Runva 11XP winches mounted at either end of the chassis should Mark need to recover any mates and not feel like making a U-turn.

Clearview Compact mirrors allow towing of larger trailers for work (Mark’s currently working on an industrial vacuum that’ll outdo the moon’s gravitational pull) while communication duties are catered for by the aerials mounted to the Rhino-Rack Pioneer platform above the cab.

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Speaking of the cab, you will have noticed the body stripes running down the side of the Cruiser, but what you probably didn’t see is the entire cab being covered in paint protection film.

In fact, Mark is somewhat fanatical about his vehicle’s looks to the point that he uses a calcium filter on his garden hose when washing his rig.

So, before the canopy went on he dropped the Cruiser off to the guys at Protect Wraps who covered the rear and roof of the cabin with glass coating, fully rust-protected the frame, covered the entire cabin in PPF, then glass coated over the top before adding the stripes and rear window blackout vinyl, making this arguably the most rust-proofed LandCruiser in the country.

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The mods you can’t see

In case you were wondering if your eyes were playing tricks, nope, this VDJ79 is definitely a little longer than you’re used to.

A 300mm chassis stretch has been performed, making the 4-inch lift and 35-inch Baja Boss rubber seem incredibly proportional, almost as if Mark planned it that way. In fact, the vehicle’s entire frame is remarkably different than when it rolled off Toyoda-San’s assembly line.

Before it had even been registered Mark had it delivered to JMACX Engineering where a 4495 Super Chassis kit was fitted, which bumps GVM up to the maximum (on a standard driver’s licence) 4495kg and lengthens the frame.

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The rear differential housing is also whipped out and replaced with a custom fabricated housing which not only corrects the rear track width discrepancy, but also increases the axle load rating as well.

Oh, and the upgraded diff also features mounts for the five-link suspension arrangement, doing away with the factory leaf springs and swapping in a set of progressively rated, 4-inch taller coils with Airbag Man bags to help the ride remain level no matter what’s being carried or hauled.

JMACX’s own Alpha remote reservoir electronically adjustable shocks are used at all four corners to control the bounce, and the front has been treated to a JMACX brake upgrade too. How do six-pot callipers and larger slotted rotors sound? Like increased safety and supercar-spec stopping performance, we’d say.

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Under the bonnet

While the 4.5L V8 turbo-diesel is a known quantity and capable of big numbers, Mark was not looking to break any dynos.

Instead, he wanted a usable boost in torque and power without rolling coal or taking a bat to the vehicle’s reliability.

After a not-so-good start with a tuner who didn’t know what he was doing, seeing the fuel usage skyrocket without much of a power increase, Mark was put onto G&L Performance who re-did the tune to a much more satisfactory 250-ish ponies… and more than 660Nm. Just the ticket for pulling heavy machinery along.

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The air is sucked in via a schmick-looking AMVE airbox and is mixed with diesel from the 185L Brown Davis fuel tank, before the spent gasses are pumped rearwards via a 3.5-inch exhaust courtesy of Torqit, which also gives the V8 a healthy bark when the loud pedal is leaned on.

Keeping the five-speed spinning is a 1300Nm NPC Performance clutch, which is more than up to the task of soaking up the torque loads.

Rounding out the under-bonnet mods is a Process West catch can, which was installed to stop the oil-heavy crankcase vented gasses from being pumped back into the intake.

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Behind the wheel

Now, it should be mentioned that Mark has built a couple of competitive stereo systems back when he used to get around in high-performance tarmac-tearers, and as good as Toyota’s single-din CD player with a pair of 4-inch splits was from the factory, Mark was always going to want a little more.

Northfield Car Sound in Nundah started by stripping the interior right down and installing sound deadening everywhere that wasn’t a window.

Then the Alpine catalogue was thrown really hard at the dash and nek minute an i905 head unit with 9-inch touchscreen interface, a pair of R2 6x9s, a couple of tweeters, a six-channel amp and a pair of subwoofers had magically fallen into place.

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So yeah, if you’re wondering what the NVH levels are like in this Cruiser, the answer is ‘not too shabby’.

Further interior appointments include the suite of GME comms gear, a couple of Recaro butt-huggers, a NESA 7.3-inch touchscreen rear-view mirror replacement that’s hooked up on a constant feed to the HD camera on the back of the canopy, and a pair of Department of the Interior floor and roof consoles.

Essentially, imagine a stock LC79 interior and picture all of the ways you’d improve it – that’s what Mark has done.

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The back end

When you’ve stretched the frame, gone to town on the body, completely re-designed the entire suspension system and thrown a brazillion custom touches at your rig, you wouldn’t settle for an off-the-shelf canopy set-up, would you? Mark had AMVE build him a custom rear-end to his specs. The icing on the cake as it were.

The canopy bolts directly to the frame and has been powder-coated externally in Black Textrue finish, while the inside has been coated white to keep internal temps down. A pair of toolboxes sit on either side of the wheels while the rear roller drawer is completely sealed away from the elements.

The doors are lifted by dual-struts and the whale tail locks are all wired in with the central locking system. A Bush Company Maxx awning is mounted over on the passenger side and the rear wall sees a mount for the spare 35 and a ladder to access the inbuilt roof rack system, as well as a pair of jerry can holders.

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All in all, it looks a lot like an average canopy at first glance, but it’s when you add up all of the little details that you begin to appreciate the extent of the build.

Most canopies have a lip where the door seals, for example, but not this one. The floor is flush with the opening, making retrieving gear and opening internal drawers a snap.

The framework has been recessed for the Renogy 3000W inverter, the Joolca hot water system is fitted on its own slide-out, and there’s a custom bench slide-out for the microwave, air-fryer, Nespresso machine and twin induction stove (which is frankly better decked out than my kitchen at home).

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A 130L Bushman upright fridge and Oztrail drawer freezer take care of keeping the food fresh, and there’s also a custom 100L water tank for showers and cooking. In other words, if you can’t find what you need in this canopy, you’re not looking hard enough.

It goes without saying that having this much electrical gear onboard necessitated a hell of a battery system, and there are three DCS Compact Lithium batteries that output 180Ah each (if you can’t power your campsite with 540Ah you may need to step away from the PS5, champ).

These are controlled by a Renogy 300A smart shunt (that was specially ordered as they’re yet to be released in Australia) and a Renogy One Core management screen.

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Up on the roof a 295W 48V solar panel keeps the system topped up when the engine is off, and some redundancy has been built in with four separate four-way fuse blocks for both negative and positive power distribution.

There’s also a 240V power inlet for keeping things at max charge when parked up at home.

And yep, there’s still plenty of storage inside the canopy too. Just goes to show that the perfect 4X4 is not unachievable – the devil is in the detail.

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The anatomy of a built chassis

It’s no secret that the LC70 has a few compromises in the chassis department.

The skinny rear diff, the ultra-stiff leaf springs, the wheelbase (particularly in the dual-cabs) that doesn’t seem to be quite enough, the GVM that’s really not that amazing…

Don’t get us wrong, the 70 Series Cruiser is still the go-to for Aussie workhorses, but like Mark, there are a few things you can do to make them tick all the boxes.

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1. Diff correction

There are a few options for widening the rear LC70 rear axle, and most of them increase the diff housing’s load bearing limits too.

Some use spacers (which are illegal), and some use more negatively offset rims (which can flog out your bearings pretty quick), but to do the job properly a full replacement housing and axles are the way to go.

It costs a chunk of change, but again, aftermarket housings are usually exceptionally high quality and offer higher load limits, so it’s money well-spent.

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2. Coil conversion

You may not think that swapping the leaves out for coils would do you any favours when it comes to load carrying, but you’d be wrong.

Coils offer a heap of advantages both on and off-road and with the correct spring rate (or with the addition of airbags) you can easily tailor them to suit the weights you’re working with.

Leaves are great at load carrying but can be a severe compromise for anything else. Coils take a little more work to dial in but can be made to work incredibly well for just about any purpose.

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3. Frame stretching

There are a lot of advantages to stretching the chassis from an engineering standpoint. The first is it moves more weight in between your axles, improving the mass distribution.

It also increases ride comfort (there’s a reason limos are so long), especially over corrugations, plus adds stability on hill climbs. You do lose out on rampover angle, but for a tourer, who really cares? The gains far outweigh any lost belly clearance.

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4. GVM upgrade

Gross vehicle mass is a buzzword in modern vehicles, mainly because it’s shockingly easy to exceed the factory GVM ratings (in some cases) with nothing more than full tanks, a few passengers, some bar work, a couple mods and a camper in tow.

Once again, the aftermarket has come to the rescue with specially designed suspension, and occasionally chassis reinforcement, kits that allow you to legally bump up your rig’s load-carting ability.

A must-do if you’re towing heavy or like to bring your entire household along for your weekend away. We ain’t judging.

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5. Engineering

All of the above will require signing off by an approved signatory for your state’s motoring authority; aka it’ll need to be engineered.

Because Australia has design rules and state-by-state legislation for the modifications for motor vehicles that may as well have been written by a dyslexic chimp slapping arbitrarily at a typewriter, how each individual engineer chooses to interpret these laws will vary wildly.

Best bet is to do it through a company, like AMVE, who will have its own contacts and know exactly what needs to happen to make everything legal, saving you time and money in the long run.

Boab has launched a new website that offers customers an expanded product range, simple navigation, informative blog articles and the ability to purchase Boab products directly online.

Boab was established in 2007 and is a trusted name in the adventure industry for its tough and innovative diesel fuel and water storage solutions, and it’s now part of the Brown and Watson International (BWI) family, which is well-known for brands including Narva and Projecta.

I’ve been using a Boab footwell water tank for years, so it is great to see that, more recently, Boab now offers a diverse range of products that also include high-quality rooftop tents and awnings, roller drawer storage systems, cargo slides, camping accessories, as well as ‘in and out’ cargo-securing solutions.

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A feature of the latest Boab range is its rooftop tents which are available in both soft-shell cover and hard cover variants, providing comfortable sleeping quarters for up to two people. Offering quick one-person set-up, premium 280gsm ripstop polycotton waterproof canvas and quality aluminium and stainless-steel fittings and hardware, Boab rooftop tents are durable and draw inspiration from the enduring Boab tree which is known for its resilience in the Kimberley.

As well as being manufactured to easily handle tough conditions, Boab rooftop tents are comfortable and convenient to use thanks to their high-density foam mattresses, generous ventilation, superfine insect mesh and LED strip lighting. Boab also offers an annexe extension for the softcover tent variant, as well as a shower cube and several vehicle awnings including 270-degree and straight vehicle awnings to complete the overall camping experience.

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Boab Brand Manager, Michelle Cochrane, said she was excited by Boab’s expanding range, along with the greater accessibility the new site provided for both first-time and existing Boab customers.

“Whether it’s a short weekend away, an extended time on the road or any adventure in between, chances are that Boab will have a product to help make the experience more enjoyable and convenient,” Cochrane said.

“And now with the extended capabilities of the new website including e-commerce functionality, more Australians will be able to purchase and enjoy the benefits of the Boab range and receive free shipping straight to their door.”

Product-dependent, the Boab range is backed by warranties of up to three years.

Mitsubishi has been working on the sixth-gen Triton since 2017 – just two years after the fifth-gen launched – and without wanting to spoil the rest of the review, that lengthy gestation period has been well worth it.

A lot of the final development of the new electric power steering system and chassis was done in Australia by embedded Japanese engineers, too, so like the class-leading Ford Ranger, the new Triton should be bloody well-suited to our tough environment.

Mitsubishi claims the engine is all new but on paper, this is a little tricky to believe as it remains part of the ‘4N1’ family and shares its 2442cc displacement with the old Triton.

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We’re told the casting is subtly different and almost every internal part is new; this includes longer conrods, the 250MPa injectors, 15 per cent lighter pistons, and the fairly obvious second turbo.

There’s also an all-new frame (the first truly clean-sheet Triton chassis since 2006) built with stronger steel, an extra cross member and bigger box sections (up from 80x140mm to 145x170mm) resulting in bending and torsional rigidity ratings up 60 per cent and 40 per cent respectively.

It has a bigger footprint, with 50mm extra track width (mirrored in body size) and a 130 mm longer wheelbase than before.

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The body is also made exclusively from high-strength steel, helping to keep the overall weight down. That said, the larger new Triton has still put on a few kilos (171kg), now weighing 2170kg (kerb).

A little awkward in pictures, the Triton’s sheetmetal is handsome in real life, with bluff vertical surfaces and confident lines.

The GSR builds on the visual impact with black wheelarch extensions and a body-coloured grille. Our favourite detail is the debossed ‘Mitsubishi’ script above the grille with a CNC-machined texture that will look awesome once it’s picked up some dust on a long drive.

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The paint finish is distinctly better; the GSR’s Yamabuki Orange metallic paintwork sparkles in the South Australian sun in a way the old car could never hope to. There’s no overspray or dull paint in the door jambs or engine bay.

It’s also built from the ground up with electrification in mind, however, exactly what configuration (pure battery electric, petrol-based plug-in hybrid or a diesel plug-in hybrid) is still up for debate.

For its use case in Australia, a diesel plug-in hybrid with great towing ability and long driving range would be our pick.

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JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space, and storage
• What is it like to drive?
• How much fuel does it use?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

Now to the elephant in the room: price. The new ute’s ask may cause alarm among existing owners; $6900 more for the $63,840 (before on-road costs) flagship GSR dual cab? That’s a lot of money.

Even at the low end (where the range is currently thin), the ‘traffic controller’ GLX 4×4 dual cab costs $50,490 (before on-road costs).

But here’s the rub: the boggo Triton ships packed with standard equipment. Practical vinyl flooring and scratch-resistant plastics are allied with a 9.0-inch touchscreen, 7.0-inch digital driver’s display, tyre pressure monitoring and driver’s seat lumbar adjustment.

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Features like these will drop risk levels and fatigue behind the wheel for fleet operators – not to mention minimise back-related worker’s comp claims!

The GLX+ offers a little more equipment from $50,340 (excluding on-road costs) as a club cab.

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Moving up the range, the GLS is more private-buyer-focused and commands $59,090 before on-road costs as a dual-cab automatic. For another $1500 it can be upgraded with. leather upholstery, heated front seats and power adjustment for the driver’s seat.

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Finally, the GSR sits atop the range with exclusive Yamabuki Orange paint available.

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How do rivals compare on value?

The sixth-gen Triton’s pricing aligns it with popular rivals. In the GSR 4×4 dual-cab’s case, that means the Ford Ranger Sport bi-turbo ($65,690 before on-road costs) and HiLux SR5 V-Active ($63,260 before on-road costs).

The Ford includes everything you need to tow from the factory where you’ll have to get accessories for the Triton, but that’s where the Blue Oval’s advantage ends.

On top of the Sport and SR5, the Triton gets tyre pressure monitoring, front seat heating, more off-road drive modes, a 360-degree camera, and tinted rear windows – and you have to pay extra for leather in the HiLux.

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Availability of lower-spec tritons is a little lacking right now as Mitsubishi sees the most opportunity in GLS (the previous best-seller) and GSR trims. Manual and cab chassis variants will arrive later.

The Japanese brand expects a richer grade mix at launch with greater demand for GSR and is studying future flagship variants which could include a Ralliart off-road halo or luxurious Ranger Platinum rival.

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Interior comfort, space and storage

Whether you opt for the GLS (ideally with the $1500 leather pack) or flagship GSR, the cabin will not disappoint.

A lot of Outlander DNA is evident here, with a broad horizontal design emphasising the cab’s extra 50mm of width. Soft-touch materials are far more common than in the old Triton, and the steering wheel is appointed in quality dimpled leather.

Technology takes a massive step with a 9.0-inch touchscreen (from the Outlander) and 7.0-inch digital readout flanked by legible analogue dials. Mercifully, main HVAC controls remain outside the touchscreen with quality knurled chrome switches for fan speed, direction, and temperature.

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Apple CarPlay and Android Auto phone mirroring are both wireless, there’s built-in navigation, DAB+ digital radio, and the six-speaker sound system is excellent for a ute.

One of the biggest improvements current Triton owners will notice is the seats. Instead of flat, unsupportive pews that lack adjustment, the new chairs hug you in all the right places with power lumbar support that massively eases fatigue on long drives.

The cloth upholstery (GLX, GLS) is agreeable, but the leather (GLS leather, GSR) is easier to clean and genuinely classy.

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But the single cleverest feature? The pop-out cup holders in the dash trim.

Though the minimal centre console appears more architectural than practical, the Triton packs secret stowage with twin gloveboxes, space for four 600ml bottles in the covered centre bin, big cup holders, door pockets that’ll hold 1.5-litre bottles and an A4 binder, USB-A and USB-C charge points, and a wireless charging pad.

But the single cleverest feature? The pop-out cup holders in the dash trim. Press these in and a perfect takeaway coffee holder appears, but they’re dual-purpose.

Taking on Australian feedback, the cup insert slides away to reveal a square space that is the perfect size for a 600ml carton of South Australia’s finest Farmers Union iced coffee. Yes, other utes have a similar design but the jury’s out on their iced coffee compatibility.

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Another pair of USB chargers is accessible from the back seat. It’s still not quite on par with an Outlander for space and comfort, but the new Triton’s second row is a far better place than before.

Squarer door profiles aid ingress and, because the front seats sit 20mm lower, the view out is improved. There’s also a fold-out armrest and the same ceiling-mounted ventilation system as before.

As well as catching up to the field with a 3500kg braked towing capacity, the new Triton also has some solid workhorse credentials. The GSR offers a 1030kg payload in the back and all pick-ups have space for a single 1200x800mm Euro pallet.

Spray-in bed liners, four tie-down points and sports bars are essentially the limit of practicalities. It’s not in the Ranger’s league when it comes to clever touches; rear steps would make it easy to adjust loads in the bed without opening the (undamped) tailgate.

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What is it like to drive?

Starting the drive, we left Adelaide airport and headed for the hills in a GSR.

The enhanced refinement was immediately noticeable, the 4N16 remaining hushed and impressively smooth around town as the six-speed auto (chosen for reliability and cost over the Pajero Sport’s eight-speed) shifts slickly.

It’s brisk enough with 150kW (up 17kW) and 470Nm (up 40Nm). That torque figure is a little low next to the Ranger’s 500Nm, but Mitsubishi’s twin-turbo magic means it feels beefier: the Triton produces peak torque from 1500rpm right up to 2750rpm, compared with the Ranger’s narrow 1750-2000rpm band.

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Mitsubishi has implemented an idle-stop system in the new Triton which kicks in once the engine is warm.

It may help save a few litres of fuel (officially 0.1L/100km in ADR testing) but could do with some refinement – the system is lumpy and intrusive when switching off and slow to fire back to life when you need to get away from an intersection.

The ride quality on 265/60 R18 Maxxis Bravo A/T tyres was pretty good for an unladen ute and they provided decent roadholding on Adelaide’s twisty mountain roads that would typically be tiring in a dual cab.

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Thanks in part to some Australian development, the Triton’s 3.3-turn lock-to-lock electric power steering is about perfect.

It’s light enough at low speeds yet weights up naturally as velocity climbs. Crucially, its on-centre response is calm and accurate, making it easy to correct for crosswinds and cambers on long straight roads. Equally natural was the brake pedal, even though the Triton retains rear drum brakes.

We descended the open and flowing Angas Valley road and turned off at Sanderston to reach Eagle View 4×4 track. The track we encountered was easily dispatched by the Triton with its refined traction control system meaning we didn’t need to engage the rear diff lock on a set of offset moguls.

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We tried the diff lock on the training course and were delighted by how simply and quickly the Triton’s various off-road settings engage.

GLS and GSR trims both get Mitsubishi’s Super Select II 4WD system which includes a centre differential enabling permanent four-wheel-drive running if you need it – handy for roads that regularly transition between sealed and unsealed surfaces or patches of wet and dry bitumen – and is very easy to use.

More modes are now available, including Normal, Eco, Gravel, Snow, Mud, Sand, and Rock which tweak throttle and traction control characteristics to suit the respective terrains.

Of course, in GSR trim the Triton isn’t a total off-road monster and we did catch the side steps and low-hanging differential on some rocks. A factory-modded Ralliart version ought to sort that out. That said, what is impressive is the compliance and control afforded by the new chassis setup.

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For the new ute, Mitsubishi upped the damper diameter from 32mm (front) and 28mm (rear) to 36mm all round.

The GSR and GLS also move from five to three leaf springs at the back, while front stroke has been increased by 22mm. There’s even a bespoke tune for Australian and New Zealand vehicles to suit the different use styles here compared to South East Asia.

Unusually, Mitsubishi had a few fifth-gen Tritons hanging around and we were encouraged to directly compare and contrast the new vehicle after our technical challenge.

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Getting into the previous car, the seats are flat and the infotainment screen tiny, but it’s the drive that sells you.

The same corrugated dirt road that posed almost no challenge for the new Triton made the old ute’s rear end shimmy and buck. The extra mid-range punch from the twin-turbo mill was obvious yet the new ute is also quieter – in the old Triton, I had to raise my voice at 100km/h to hold a conversation.

Plus, with its longer wheelbase (but only 15mm of additional overall length) the new version is immensely more stable and planted. You could almost be fooled into thinking it was an SUV.

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• What is a Powertrain or Drivetrain?
• Power vs torque
• Car suspension explained
• Automatic transmissions (‘gearboxes’) explained
• Chassis control systems explained
• Car vs Ute vs SUV: How the vehicle you buy should guide the way you drive
• What is the WLTP emissions and range test?

Mitsubishi has engineered the Triton with five-star safety in mind. That means different cross members and construction with areas designed to soak up impact forces in a crash.

But it also means technology, including a driver monitoring system that may end up being one of the new Triton’s biggest flaws.

The gloss black growth poking out the top of the steering wheel watches the driver’s eyes for inattention and drowsiness. A great idea in theory, especially for those long monotonous drives.

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It works if you’re a typical body shape and drive with hands at 10-2 or 9-3 but if you like the wrist on top of the tiller look, the system freaks out, assumes you’re not there and beeps like mad.

You can disable the function but thanks to European regulations, it defaults to on every time you fire up the Triton.

For some, this could be a total dealbreaker. That’s a shame because the rest of the safety assists are far preferable to those in the Isuzu D-Max and Mazda BT-50; about on par with the Ranger.

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How much fuel does it use?

The new Mitsubishi Triton is rated at 7.4L/100km for a 4×2 auto and 7.7L/100km in 4×4 automatic guise on the ADR 81/02 combined cycle.

It means the 4×4 model is marginally better than its predecessor (7.8L/100km) despite delivering more grunt.

On the launch drive, the trip computer showed 8.2L/100km after a two-hour drive over hilly terrain. All Tritons come with a 75L fuel tank.

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Warranty and running costs

Mitsubishi continues with its Diamond Advantage five-year/100,000km basic warranty that extends to 10 years and 200,000km if every service is carried out at a Mitsubishi dealer.

These are due every 12 months or 15,000km and, thanks to no more 48-month/60,000km valve clearance adjustments, the new ute is a hint cheaper to service over five years at $2445 on the capped-price schedule.

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VERDICT

It’ll only take five minutes of driving to realise just how far the new Triton has come.

A few small faults such as the slow idle-stop system don’t spoil the experience, but depending on your driving position and threshold for annoying beeps, the driver monitoring system may be too much to bear.

That said, the new Triton is so much more refined, better finished, quieter, more capable, bigger, and full of the latest technology. All this easily makes up for the price increases and, to be frank, the new ute makes its predecessor feel more like a $30,000 used car than last year’s model.

Is this Triton good enough to vanquish the Ford Ranger and Toyota HiLux though? You’ll have to wait for our upcoming comparison for that verdict.

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The March 2024 issue of 4X4 Australia is on shelves and arriving in subscriber’s letterboxes around the country.

And a pair of killer custom builds steal the limelight of this jam-packed magazine, with both modified vehicles dripping with quality kit and immaculate in both their preparation and presentation.

The first is a fierce V8-powered HiLux fettled by the experts at Marks 4WD in Melbourne. This example – a test mule for the Melbourne company’s LS into KUN26 HiLux conversion kit – is an SR5 double-cab 4×4 originally powered by a 3.0-litre diesel engine. That powertrain was replaced with a L98 6.0-litre engine from a VE Holden Commodore!

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Sticking with Toyota, the second mind-blowing custom in this issue is a chopped LandCruiser 300 Series modified by the owner of Offroad & Outback in Victoria. The folks at ASG 4X4 were tasked with converting the LC300 into a ute, and that deluxe canopy on the back is a Trig Point unit. There’s plenty more intricate details of both builds, but you’ll have to pick up a copy of the mag to read all about it!

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The spanners have kept spinning at 4X4 HQ, with our Tradie Triton getting a new set of Narva LED lights. Plus, following the completion of our next-gen Ranger – our biggest project EVER – we’ve already started work on our new build for 2024: a Ford Everest Ambiente. We got the ball rolling with the installation of a Yakima LockNLoad platform and a bunch of associated accessories.

A 12-day Simpson Desert adventure from Alice Springs to Birdsville and back again – with four fully loaded G-Wagens in convoy – was interrupted by heavy rain, closing tracks and forcing the leaders of the trip to think on their feet. But in the desert, sometimes you must find a way through regardless of the conditions.

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Also on the travel front we venture to Wyndham and Kununurra in WA; embark on a top end adventure to Litchfield National Park; traverse the gold-mining trails around the wider Castlemaine district of Victoria; and list five of the best things do in and around the town of Normanton in Queensland, the entrance to the Gulf of Carpentaria.

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What else is there?

• Moonie’s Cruiser gets a Terrain Tamer electric secondary park brake
• Ron also takes a look a new UltraGauge unit
• Off the grid with a BLUETTI AC200L power station
• Maxxis RAZR tyres put to the test on 50,000km trip through WA
• Plus new products, the latest news and much more!

The March 2024 issue of 4X4 Australia is out now.