Should I buy a 2024 Mitsubishi Triton GSR or an Isuzu D-Max X-Terrain?

Dual-cabs – and their importance in the Australian new car market – need no deep explanation here. The growth of the segment shows no signs of slowing down, and perhaps most importantly, the segment has shifted, matured, and improved to meet the demands of the Aussie buyer.

Not much more than a decade ago, dual-cabs were still very much a compromised work vehicle, rather than a comfortable, well-equipped, useful four-wheel-drive that could execute family duties as easily as head off-road or tow a trailer. 

The segment is interesting because the life cycle of a dual-cab is a little different – in that it can be longer – than passenger cars. It means that dual-cabs get to burn bright for a short period of time, before a new competitor enters the market and steals the limelight.

Isuzu knows all about that. Its excellent D-Max entered the fray and shot straight to the top of the segment. Basking in that segment-leading glow didn’t last long, though, before an all-new Ford Ranger – then the Amarok based upon it – came to market. 

On that subject, look no further than Ford when it comes to the textbook way in which to ensure your vehicle stays at the head of the segment over the course of its decade-long life span. Constant tweaks, upgrades, specification changes and improvements ensured the previous Ranger remained competitive even after it was what many people would consider an ‘old’ vehicle.

In some respects, Isuzu is currently on the same path and the newest challenger is the Mitsubishi Triton. 

The most interesting aspect of this test is that with the all-new Triton comes all-new pricing. And, that shifts the way we can give advice to buyers when it comes to buying a new dual-cab. Formerly, the Triton was unequivocally the smart way to spend your money in this segment.

Even compared to the most affordable challenger manufacturers like GWM, LDV and SsangYong. Now, though, by the nature of its revised pricing, Triton goes head-to-head with the premium offerings in the segment. 

If you’re in the market for a Triton, then you’ve got six variants so far of the new generation to choose from, all dual-cab at this stage with single- and extra-cab models launching later in a staggered introduction. The entry-level GLX 4x2 dual-cab starts at $43,690, while the GLX 4x4 starts at $50,940, both before on-road costs.

The spec up from that is the GLX+, which starts at $50,340. Then the second-from-top GLS starts at $59,090. This model has increased by $7600 compared to the previous generation, which is the highest price increase for any variant.

That aside, this model has much the same safety, technology and creature comforts as the highest-spec GSR, including Super Select II four-wheel drive with four-wheel-drive capability on sealed surfaces, bigger wheels than the lower-spec models, and a tub liner. Plus, there are leather-appointed seats, which are also heated and power-adjustable in the front, a gloss black front grille, dual-zone auto climate control, keyless entry, push-button start, LED headlights, tail-lights, indicators and front fog lights.

So for an extra $4000, what do you get in the $63,840 GSR that you don't get in the GLS? The answer to that is black 18-inch alloy wheels, a body-coloured front grille, black wheel-arch flares, sailplane sports bar, roof rails, powered seat adjustment in the driver’s seat, and then a range of different interior features like leather seats with orange stitching, GSR floor mats with Triton lettering, two dash-mounted cupholders and soft interior padding to name but a few.

As an extra sweetener, the Triton GSR is on offer with $65,990 drive-away pricing plus three years free servicing and a $2000 loyalty bonus for eligible purchasers.

Given engine size and power outputs are the same across all variants, the extra you’re paying for the GSR over the GLS is purely cosmetic. Worth the extra spend? I’m not sure I’m convinced at this stage, but I'll hold my thoughts until the end. 

On that note, all variants of the 2024 Mitsubishi Triton pick-up come with a 2.4-litre twin-turbo diesel engine.

The three utes that currently dominate the market are the Triton's most obvious competitors: the Ford Ranger, Toyota HiLux and Isuzu D-Max. The Ford Ranger was Australia’s top-selling ute in 2023, and has consistently been Drive’s highest-rated ute over the years. Notably the Ford Ranger has won Drive’s Dual Cab Ute of the Year two years in the row in both 2023 and 2024.

A similarly specced Ranger Sport Bi-Turbo, starting from $66,140 before options and on-road costs, is the most comparable with the GSR. Though it comes with a smaller 2.0-litre engine, it does have a marginally higher power and torque output at 154kW/500Nm respectively. Ford then steps the range up through Wildtrak and Platinum grades if your pockets are deep enough. 

The Toyota HiLux was the second best-selling ute in Australia in 2023, and prior to that was the best-seller for seven years previously. Like the Ranger, the price of the top-spec HiLux GR Sport is well beyond the price of the top-spec Triton GSR, so instead I would consider the mid-spec SR5, which starts at $63,260 in auto, to be the GSR's closest competitor.

This model has a bigger engine than the Triton GSR at 2.8 litres, and while power output is the same at 150kW, torque is slightly improved in the HiLux at 500Nm versus the GSR's 470Nm. But one serious shortfall of the HiLux SR5 is its payload of just 240kg, when its 5850kg GCM rating is considered towing its maximum 3500kg. This is less than half that of the GSR.

Finally on the competitor list is the Isuzu D-Max. The range-topping X-Terrain starts at $67,990 drive-away, meaning there's not much between the top-spec Triton and the top-spec D-Max. Alternatively, the second-from-top LS-U+ starts at $65,500, which is more directly comparable with the Triton GSR. Both specs of the D-Max come with a 3.0-litre turbo diesel engine, though the D-Max's power and torque outputs (140kW, 450Nm) are noticeably smaller than the Ranger, HiLux and Triton.

Meanwhile, if value is more the priority for you, then the GWM Ute and Ssangyong Musso are worth considering. While neither can boast the power output that the 2024 Triton can, the highest-spec GWM Ute, the Cannon XSR, is just $52,990 drive-away and is packed with a heck of a lot of equipment. The same can be said for the Ssangyong Musso Adventure, which is even more affordable at $42,500 drive-away. 

Let's get back to the Triton GSR, though. Unlike the other variants, the GSR comes in just four colours. My test model comes in Black Mica, which comes at no extra cost in the top spec, but will set you back $740 in the lower-spec variants. You can also opt for Yamabuki Orange or Graphite Grey, or White Diamond which will cost you $200. 

This iteration of Triton is also larger than ever before, standing at 15mm longer, 50mm wider and sitting on a 50mm broader wheel track. The wheelbase has also increased by 130mm to 3130mm, and is now on par with competitors in the segment. As a result of this size increase, the vehicle takes on a bulkier, boxier stance than before which looks powerful, especially in the black paint job my model comes with. The GSR also comes with the addition of roof rails and flares. 

It might be an obvious comment to make, but if your budget permits, the D-Max X-Terrain mounts a compelling case for dual-cab ownership. With all the creature comforts, features and amenity that Isuzu can conjure, there’s little to dislike about the dual-cab that was the segment leader when it was first released. 

At the time of testing, the X-Terrain was being offered at $67,990 drive-away, with regular pricing that starts from $70,500 before on-road costs and it is, as expected, equipped extensively. Let’s first, though, take a look at three competitors and where they sit. The Toyota HiLux SR5 now starts from $63,260 before on-road costs. Ford's Ranger Wildtrak with the V6 starts from $74,840 before on-road costs. And the new kid on the block, Mitsubishi Triton GSR, starts from $63,840 before on-road costs. 

The dual-cab segment is murkier than ever in terms of model range, and which grade from one manufacturer competes directly with which grade from another. There are, of course, more expensive variants of the HiLux and Ranger, for example, but the above pricing is a guide for those of you looking across the segment. 

Keep in mind, too, that at different times of the year, manufacturers offer sharper drive-away pricing, incentives, and added bonuses too. So, in addition to checking Drive Marketplace cars for sale, you should also be looking at the individual manufacturer’s websites for updated deals. 

A slight price rise accompanied the recent model refresh, as reported in our pricing and specification guide, and according to Isuzu the focus was on new technology, revised styling and added safety inclusions. There are no changes to the driveline under the skin for the model we’re testing. 

The X-Terrain’s standard feature list is a decent one. Highlights include dark grey front grille apron, model-specific guard cladding, model-specific 18-inch matte grey wheels, front parking sensors, leather-accented seats with red stitching, remote engine start, and a rolling tray cover.

Plus, there's an off-road-focused ‘Rough Terrain’ mode, tyre pressure monitoring, adaptive cruise control with stop-and-go, revised rear cross-traffic alert, side steps, eight-way adjustable driver’s seat, four-way adjustable passenger seat, heated front seats and piano black, silver and chrome interior trim. 

It might well be inside this car that you’ll notice the greatest difference between the generations. While the outgoing version felt dated both in terms of design and tech, this sixth-generation model feels well and truly on par with its competitors. Take this from someone who spends several car journeys a week in a 2012 Mitsubishi Triton. 

Immediately stepping in the car, the first thing I notice is the addition of space thanks to the extended size. As well as making the cabin feel lighter and airier, it does offer more practicality – leg room and head room are both improved compared to the previous generation. 

Don’t get me wrong, there are still some elements of the interior that feel very traditionally Triton; the panel of (physical) buttons to control the dual-zone temperature for example. But this is complemented by various mod-cons. You have 12V, USB-C and USB-A power ports available in the front and a wireless charging pad in both this spec and the GLS. 

Storage comes in the form of a fairly deep central console, door pockets, a nook under the air-conditioning controls and cupholders. The GSR also comes with pop-out cupholders on the dashboard. A luxury feature albeit an unnecessary one that you won’t get in any other spec.

This spec and the lower-spec GLS are upholstered with leather and powered driver seats, which are comfortable and supportive on longer journeys. Mitsubishi has also raised the hip point of the driver’s seat by 20mm to ensure a more upright posture. Other driver-centric thoughtful features include door handles and the 4WD selector designed to be the ‘perfect fit’ for fingers, while the steering wheel rim is designed to offer a secure grip for fingers. 

As for the overall feel of the cabin, it’s a combination of soft-touch, cushioned plastics and piano black, which looks good though may not fare well in general wear and tear over the car’s lifetime.

The second row of the car also reaps the benefits of the extended size, with a little more leg and head room that is now on par with the Isuzu D-Max. Even so, I did find my son’s child seat was a bit of a squeeze. I know, I know: dual-cab utes were never built with 18-month-olds in mind, but the reality is these utes are fast becoming either the primary or secondary cars for many families, and it would be remiss of these brands to overlook how well their models accommodate back-seat passengers. 

Talking of child seats, all specs of the Triton come fitted with two top-tether points and two sets of ISOFIX points. 

Amenities in the back include another set of 12V, USB-A and USB-C power ports. Rather than console-mounted air vents, Mitsubishi has stuck with a roof-mounted vent that draws cool or heated air from the front of the cabin and pushes that air second-hand into the back. This is certainly one of the more archaic features that Mitsubishi has decided to retain. 

The tub varies from spec to spec, but the GSR could be accused of being a little lacking given it’s the top spec. There are tie-down points but no power outlets, and the roller cover is operated manually rather than automatically. The same goes for the tailgate, which also requires manual locking. 

If you’ve owned or driven a previous-model D-Max, the X-Terrain we’re testing here will be immediately familiar. The small, key tweaks to equipment we’ve noted above, but the drive experience is significantly enhanced by something as small as adding a physical volume dial. As before, HVAC controls are set below the touchscreen. 

Isuzu's seats have been excellent for some time and that remains the case. There’s something about the design of the backrest that not only makes it comfortable, but seems to work for drivers of all heights. Side bolstering is also excellent, and electric adjustment for both front seats means you can get comfortable really easily. 

A key area for cabin amenity if you’re going to use a vehicle every day is storage, and the D-Max continues to deliver usefully on that front. A genuinely useful centre console bin, two cupholders and a clever shelf under the dash for a smartphone make the most of the real estate around the shifter. The double-decker glovebox ahead of the passenger is also useful. 

We’re not off-roading for this test, but controls for the 4WD side of things are nearly arranged around the shifter, exactly where you would go looking for them. Switching into low-range or activating hill-descent control is a cinch. 

The second row also ensures the D-Max is useful for four adults on a road trip. Even our resident giant, Tom Fraser, noted that he had plenty of head and knee room in the second row. Shoulder room is also solid in the second row, and while five big blokes might be a stretch, for example, four-up the D-Max remains comfortable. Second-row occupants get air vents, and two USB-C ports for keeping devices charged up on the move. The fold-down centre armrest features two cupholders. 

Taking a leaf from the US pick-up book, the D-Max has a second-row seat base that can be folded up to open the floor space right up for carrying larger items you want to keep out of the tray. We’ve used that space multiple times for suitcases when picking someone up from the airport. It’s a relatively simple addition, but one that leaves us asking why every manufacturer isn’t doing it. 

At the tray, Isuzu has cleverly fitted gas struts for the tailgate. It might not seem like a huge inclusion, but the tailgates are getting heavier all the time, and if you’re trying to wrangle it down or up with one hand, gas damping makes a big difference.

The roller-cover you see here is standard X-Terrain equipment. It's still manually slid away (where some brands have moved to powered operation) and it robs a bit of storage space at the front of the tray – but it fits the lifestyle ute positioning of the high-spec D-Max and serious users can still remove and customise the tray if they need to.

The 9.0-inch infotainment screen supports Apple CarPlay wirelessly and Android Auto via a wired connection. You will get the same-size screen in an Isuzu D-Max, while the Toyota HiLux is 8.0 inches. Meanwhile in the Ford Ranger, you’re looking at a 10.1-inch screen in the mid-spec Sport; this goes up to 12 inches in the top-spec Platinum and Raptor, so if you’re set on having the latest and greatest tech in your ute, then take this into consideration.

I flicked between wired and wireless connectivity and had no trouble with either, and there is a wireless phone charger too if you need it. 

The car comes with digital radio, AM, FM and navigation. The graphics in the Triton are, if I'm going to be pedantic, a little bit dated compared to those in competitors, but everything worked without a hitch.  

The 7.0-inch digital instrument cluster is clear and offers a variety of different displays depending on your preference, though this screen is interrupted by the frustratingly frequent distracted driver alert – more on that to come.

At the top end of the model tree, the familiar 9.0-inch infotainment touchscreen remains, and while the Ranger’s broad 10.1- and 12-inch screens remain the standard setters, the Isuzu’s screen doesn’t feel small by any means. There’s a lot to learn with the Isuzu system, and time will be your friend, ideally stationary at home in the driveway. Don’t head out into traffic thinking you’re going to be able to master the system on the move. 

Isuzu’s proprietary satellite navigation is solid, and it works well, but most of you will default to the mapping on your smartphone once it’s hooked up. On test, wireless Apple CarPlay and Bluetooth both worked faultlessly. The new software that controls the system is immediately evident, with a revised home screen design, and there’s also new functionality for off-road driving information. As mentioned above, you can also tweak some of the adaptive safety systems using the infotainment screen. 

Drivers get a new 7.0-inch digital display and you can set the display the way you like to personalise the experience. The X-Terrain’s system is familiar, but also new enough that it feels different if you’re upgrading from an older model.

Isuzu's infotainment system isn't connected via a SIM, so functions like remote access, vehicle tracking, and SOS call (as found in Ford and Toyota utes) aren't yet available on the D-Max range. There's no Isuzu app, and no ability to check in on your car remotely.

The Mitsubishi Triton received an ANCAP rating of five stars as recently as February 2024. This applies to all dual-cab variants. The vehicle was rated 86 per cent for adult occupant protection, 89 per cent for child occupant protection, 74 per cent for vulnerable road user protection and 70 per cent for safety assist. 

It has dual frontal, side chest-protecting and side head-protecting airbags and a driver's knee airbag. A centre airbag for front seat passengers is also included. 

Given the 2024 D-Max update is a relatively minor one, the revised model is able to carry over the ANCAP crash-test results of the earlier version, which came in for reassessment in 2022 and received a five-star result.

The results were an adult occupant protection score of 86 per cent, a child occupant protection score of 89 per cent, a vulnerable road user protection score of 69 per cent, and 84 per cent for safety assist systems.

From July 2022, the D-Max was updated with a revised driver's knee airbag and instrument panel to improve safety performance. The 2022 test validates those changes (though earlier vehicles have the same section scores) and extends the testing validity date to December 2028.

Mitsubishi has taken great strides in improving the safety technology in this new-generation Triton, and the brand has installed a range of interlinked safety systems (under the MiTec, or Mitsubishi Intelligent Technology, banner) in all four variants, meaning you can access the same catalogue of technology regardless of spec. 

This includes, but is not limited to, many of the usual functions you find in modern cars: autonomous emergency braking (AEB) with cyclist and pedestrian detection, and junction assist, rear autonomous emergency braking, lane-departure prevention and warning, blind-spot monitoring, rear cross-traffic alert and optional front cross-traffic alert – installed in the vehicle, but requiring activation by a Mitsubishi dealer at no additional cost. 

Then there are the safety features that are more unique to utes and 4x4 vehicles: trailer stability assist, hill start assist and hill descent control, active stability control and active traction control. 

A multi-angled monitor, rear-view camera and front and rear parking sensors were helpful in negotiating the car into tight parking spots, particularly as I’m not used to driving a ute. 

The vehicle also comes with a driver monitoring system and driver attention alert, which were the only two systems that I found to be intrusive at best, activating incorrectly at worst. The system doesn’t recognise sunglasses, so you will hear pinging and dinging until you hit the ‘OK’ button. And I got an awful lot of ‘Driver drowsiness detected’ notifications, which I wasn’t, but I'll be sure to make extra effort to cover up the bags under my eyes next time in a Triton. 

Roll back to 2020, when we first tested the all-new D-Max and Isuzu made waves for including a swathe of active safety equipment on the D-Max that hadn't previously been standard equipment. Fast-forward four years, and that has been updated even further with revised technology.

These updates include a new-generation stereo camera system with a 200 per cent wider field of view increased to 120 degrees compared to the pre-update D-Max. Further, the traffic sign recognition system now pairs with the intelligent adaptive cruise control to quickly and easily change the cruise control's speed when posted limits change.

The rear cross-traffic alert system is now paired with an automatic braking function that can apply the brakes if the car detects passing traffic, pedestrians or cyclists while reversing. On test, the systems all worked without silly intrusions or any jarring. It's worth noting that being able to turn some of them off, on some roads an in certain conditions, is a bonus.

If you are willing to commit exclusively to dealership servicing, then Mitsubishi is able to offer a 10-year warranty and 10-year capped-price servicing to match. Servicing intervals are every 12 months or 15,000km – whichever comes first – and a decade of servicing will set you back $6690.

While a 10-year capped-price servicing offer is compelling, the yearly cost is quite high compared to rivals who offer shorter warranties, though visibility this far in advance does allow owners to budget for these costs – a comfort to some during this current economic climate. 

If you miss one of the scheduled services according to Mitsubishi's guidelines, the warranty reverts to five years or 100,000km. This is pretty much on par with its competitors: Ford and Toyota both offer five-year/unlimited-kilometre warranties, although Ford irons out as the cheaper brand to service over a longer period. Isuzu, meanwhile, offers a six-year warranty and seven years of capped-price servicing, and GWM offers a seven-year/unlimited-kilometre warranty. 

One leading insurer quoted $1754 to insure the Triton annually. This is based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

This was a little more expensive than insuring a Ford Ranger Sport ($1683) or Toyota HiLux SR5 ($1679). Meanwhile, the top-spec Isuzu D-Max would cost $1815 to insure annually. 

For reference, the mid-spec GLS is $1578 to insure – more affordable than the two mid-spec Ranger and HiLux.

The Isuzu range is covered by a six-year/150,000km warranty. Rivals offer five years (HiLux, Navara, Ranger, Amarok), seven years (T60 Max, Musso, GWM Ute) and even up to 10 years (Triton), if you service and maintain the vehicle at a Mitsubishi dealer. D-Max buyers also get up to seven years of roadside assistance, renewed annually at each genuine service.

Services are required every 12 months or 15,000km, whichever comes first, but Isuzu now has a flat-price structure for the first five years. Each service now costs $449, meaning over the first five years you will spend a very reasonable $2245. This is less expensive than the Mazda BT-50, which uses the same 3.0-litre engine ($2443) and even Mitsubishi Triton ($2445).

The Isuzu D-Max X-Terrain will cost $2243 to insure per year based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

After a week in the Triton, I returned a fuel reading of 9.1 litres per 100 kilometres. Including a jaunt from South Sydney up to the Central Coast, this was predominantly highway and suburban driving. My real-world testing is a little higher than Mitsubishi’s claimed fuel consumption of 7.7L/100km, though I did manage to deliver a fuel reading of 9.1L/100km when driving entirely around the city, when the claimed consumption for city driving is 9.6L/100km. 

Like its competitors, the Triton is a diesel vehicle, which naturally will increase ownership costs, but it is still one of the more efficient utes in the market when it comes to fuel consumption. Better still, this new-generation model has noticeably more efficient fuel economy than its predecessor.

Isuzu’s claim is an efficient 8.0 litres per 100 kilometres on the combined cycle for the long-serving 3.0-litre turbo diesel four-cylinder, 9.8L/100km in traffic specifically and 6.9L/100km on the highway. On test, we saw mid-sevens on a lengthy highway run and mid-nines around town, which is an impressive return in the real world. 

After a week and more than 500km of testing, our combined average use was an efficient 8.8L/100km. A rough guide to our testing would have been 40 per cent heavy city traffic, and 60 per cent open-road running, without stop/start annoyances. That bodes well for those of you thinking about long-haul touring with your 4WD at some point. 

First things first: the Triton GSR features a 2.4-litre twin-turbo four-cylinder diesel engine producing 150kW of power and 470Nm of torque, which is matched with a six-speed automatic transmission. Compare this to the outgoing top-spec Triton that produced 133kW and 430Nm.

The increased size of the car certainly makes a difference once you're behind the wheel, as I find the driver's seat more comfortable and supported before even turning the engine on. The ride quality is certainly smoother, which I'm putting down to the longer wheelbase and the weight, though the car remains quite firm over bumps.

Cabin noise is kept to a relative minimum, although you do hear that turbo diesel engine slugging away, which feels par for the course in a ute. Too much peace and serenity would feel quite incongruous in a car capable of off-roading.

The four-cylinder twin-turbo diesel engine aids performance but also refinement as well, and progresses with ease through the rev range. On that note, it's not a high-revving vehicle but it feels consistent and strong. The six-speed automatic gearbox also shifts smoothly.

In the GSR and GLS, the Super Select II combines a gear-based Torsen centre differential that means all four wheels can be locked for four-wheel driving but can also be driven on-road, which makes them arguably more suited to being the primary family car than the other variants. These two variants also have a less stiff suspension package than the GLX and GLX+, so provide more consistent comfort.

Thanks to the Triton's updated safety and technology, I felt completely comfortable meandering through suburbs and smaller city roads than I would have in the previous-generation model. While the driver monitoring system is an unwelcome regular interruption, the other safety features came in handy. For example, the 360-degree camera when navigating a tight parking spot and the blind-spot monitoring system on busier streets.

Read any of our D-Max reviews, or watch any of the video tests, and you'll see regular use of the words robust, tough, effortless, capable and easy to name a few. There's good reason for that too. While it might not be the most technically advanced, or the most powerful in the class, the 3.0-litre turbo-diesel four-cylinder is one of the most loyal servants in the segment.

It makes 140kW and 450Nm and drives through an Aisin-sourced six-speed automatic, and part-time four-wheel-drive with proper low-range gearing. The engine's peak torque is available from a low 1600rpm, which means you can get up to speed with ease under any conditions. There's a familiar, easy (there it is again) nature to the engine, too, such is the effortless (and there it is again) way it gets to work.

The engine could be more refined than it is, but given this is a 4WD dual-cab, that's probably a minor gripe, and the ride could likewise be even smoother than it is unladen, but that is also par for the dual-cab course. In fact, the refinement factor is really only a feature at idle. Once you're on the move and the revs rise, the cabin experience is quite muted.

Everything about the Isuzu D-Max driving experience, regardless of specification grade, feels sturdy and like it's carved from stone. Thanks to the solid wave of torque, it never feels underpowered either, even when you really need to lean on it.

The transmission is also a loyal servant that demonstrates more isn't always more. Six ratios feels like enough to get any of the daily driving duties done, without feeling like you're missing out by not having 10. In fact, the lack of hunting and shifting is a positive, the way we see it. The fact that the engine is working so lightly most of the time is reflected in the real-world fuel use, which was just 8.8L/100km for us over more than a week of testing.

The steering leans more toward light than meaty, but despite that, you're never too far removed from the realisation you're driving a work-focused dual-cab. It's comfortable at all times, but there's a certain heft you need to account for under braking, and you can feel the body weight shift if you flick it around too enthusiastically.

Countering that, though, is the ease with which you can park the D-Max or work it through tight spaces thanks to that light steering. Isuzu has tuned the suspension geometry for this model too, eliminating any bump steer that had been previously noted during testing.

Like any competent 4WD, you can just plough over the worst of our urban road network without any concern whatsoever for the wheels and tyres. Given how poor a lot of those roads are, it's an enjoyable bonus if you're stepping out of a smaller car. While the ride is firm when it's unladen, Isuzu has struck a neat balance between accommodating for a hefty payload as well as off-road ability, and delivering day-to-day ride comfort and insulation.

On the highway, we found both wind and road noise to be nicely damped, certainly preventing either from entering the cabin and making for an uncomfortable cruise. Switch over to more aggressive off-road tyres if you need to, but keep in mind you'll add to the noise you're generating as well.

The Triton offers up to 3500kg of braked towing capacity – 400kg more than the previous generation that could handle 3100kg. 

This new generation also has a higher gross combination mass (GCM) than the previous generation at 6250kg. 

However, it’s important to note that if you want to tow the maximum amount, the Triton’s payload will reduce to 580kg, which needs to account for all your passengers, accessories, gear and ball weight. So yes you can technically tow up to 3500kg, but if you have 350kg of ball mass then your payload gets reduced to 230kg. This isn’t a problem exclusive to just the Triton, though, and tends to be an issue for utes across the board – apart from the 79 Series LandCruiser, and plus-sized US utes. 

As with most dual-cabs in this class and at the upper end of the segment, the Isuzu D-Max is capable of towing up to 3500kg with a braked trailer or up to 750kg without. In real terms, only the full-size US trucks can pull more weight, while some of the SUV brigade run into gross combined mass issues if they tow right up near the 3500kg maximum.

We didn't tow a trailer on this test, but it's worth noting that the effortless way in which the driveline gets to work has shown us in the past that it's beautifully attuned to the long-haul caravan owner, or anyone with a boat, or horse float they need to move regularly. Across the expansive D-Max model range, the X-Terrain has the lowest payload capacity at 930kg, but is still pretty hefty for the likely requirements of the buyer.

Both these combatants are now comfortable with their dual-use reality, where family-friendliness is almost as important as their ability to carry a load or tow a trailer. It’s why we now place so much emphasis on cabin comfort, especially at the higher end of the pricing tree. Both are well equipped in terms of safety equipment – passive and active – which is crucial now given how buyers use them. 

We suspected that this comparison would be very, very close from the outset, and you only need to take a look at the scoring and summations from our first drives of each to see just how close it was likely to be. Turns out, that is exactly how it played out in the real world too. Crucially, it’s a real-world indication of how buyers use the high-end of the dual-cab segment.

The comparisons of equipment, safety, cabin practicality, drivability, efficiency and driving dynamics all played out very closely, no matter which way we assessed these two. The slight edge to the Isuzu that we saw in our initial testing remains the case here, and slight is the word. There is very little in it. 

The Mitsubishi Triton is two things – a significant step forward from the old model and an excellent dual-cab in every sense. While it is better everywhere than the old model, the most noteworthy example of that is the cabin, where you’d fail to convince most people the old Triton and the new Triton even share the same badge. Comfort, amenity, space, design, and quality are all excellent.

Some of you don’t love the styling of the new Triton, but Drive reckons it looks robust, tough and functional – all factors that influence the dual-cab purchase. Also, the Triton looks good when you see it out on the road among all the other new metal rolling around town. 

The winner, though – by the finest margin – is the revised Isuzu D-Max. The D-Max retains the punchy, effortless 3.0-litre diesel engine that we’ve always liked. Its ride quality is excellent, cabin ergonomics and technology nicely integrated, and comfort is also impressive.

Crucially, Isuzu listened to the feedback from the initial launch of the then new D-Max and tweaked some of the driver assistance technology to make for a more seamless interaction between dual-cab and driver. We know now that Mitsubishi has also listened to similar feedback and some of the annoyances we’ve noted with this test vehicle will be tweaked. 

It’s a close-fought battle this one, but the 2024 Isuzu D-Max X-Terrain just edges the 2024 Mitsubishi Triton GSR for the win. 

With any new car purchase, I would recommend that you head down to your nearest dealer for a test drive, and try a couple of competitors as well. In this instance, I would weigh up whether price or capability is more of a priority to you, and make your shortlist of competitors based on that decision.

If price is more important, then have a go in the Ssangyong Musso and GWM Ute. If it's capability, then try the Ford Ranger, the Toyota HiLux and the Isuzu D-Max. I also think it's worth test-driving a couple of different variants within the Triton line-up: the GLS and GSR are my picks.

You can find your nearest Mitsubishi dealership here to inquire about a test drive and availability of your preferred variant, or use Drive Marketplace to find Mitsubishi Tritons for sale near you.

If you want to stay updated with everything that's happened to the Triton since our review, you'll find all the latest news here.

The next step on the purchase journey is to check the Isuzu Ute website for stock of your preferred D-Max variant. Keep in mind also that at the time of testing, Isuzu had a sharply priced drive-away deal on the top-spec X-Terrain model grade. That's a common offering for the brand in this country, and it's also worth looking at the more affordable LS-U, if your budget is really stretched at X-Terrain pricing. You can also find Isuzus for sale at Drive Marketplace.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ, especially in this deeply contested dual-cab segment. Find your nearest Isuzu dealer via this link. We’d also recommend test-driving the Ford Ranger XLT or Sport, Toyota HiLux SR5 or Rogue, and the Mazda BT-50 Thunder or SP because all those models are popular with consumers and provide a good benchmark for the segment.

If you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.