Need a dual cab ute but don’t have the budget to buy a Ford Ranger or a Toyota HiLux? Mitsubishi and GWM have two more affordable options well worth considering.
Overview
Why should the Ford Ranger and Toyota HiLux get all the dual-cab ute attention? Just because they’re good-looking, well-equipped and packed with real-world performance doesn’t make them the best value in town, especially not when compared to these two sharply priced alternatives from Mitsubishi and GWM.
The GWM Ute is a recent arrival on our roads, and is one of the most affordable yet well-equipped offerings in the hotly contested dual-cab market. The Cannon-X we’re testing here is the top of the GWM Ute range, so it’s got every feature in GWM’s bag of tricks and a payload north of one tonne.
The Mitsubishi Triton GLS is not the brand’s flagship, but it is close, and yet it is still less than $50K, which is well short of the $70K plus that top-spec HiLuxes and Rangers demand. That’s because Mitsubishi has positioned the Triton to bridge the gap between these high-priced show ponies and cheaper steeds from Great Wall and LDV.
So, for those looking to get the best bang for their buck in 4×4 utes, is it better to stick with a proven value performer like Mitsubishi, or consider the affordably priced yet well-equipped new kid in town? Let’s find out.
Introduction
GWM Ute
As the range-topper in the GWM Ute range, the 2022 GWM Ute Cannon-X comes with everything you could want.
From ute must-haves like four-wheel drive and a maximum 1050kg payload down to nice-to-have bits that are hard to find in the segment, like a 360-degree camera, 9.0-inch infotainment screen and all-LED exterior lighting. All while keeping the price tag under $45K.
The clincher here, for some, is that the GWM Ute runs a 2.0-litre turbo diesel engine producing 120kW and 400Nm, whereas most utes in the class sit closer to 150kW/450Nm or more. The Ute’s towing capacity also sits behind the pack at 3000kg, not the almost default 3500kg of the class.
On balance, though, the GWM Ute range, which starts from $34,990 for the 4×2 Cannon base model or $37,990 for the 4×4 Cannon, and rises to $43,490 for the Cannon-X seen here (all drive-away), is searing value next to competitors. A basic 4×4 ute in most ranges is about the same price on the road as GWM’s flagship.
For this review, we took a slightly less hardcore route and put the Cannon-X into duty as a lifestyle hauler. These reviews can tell you more about how the Ute range handles a load and how it copes off-road. It’s also worth mentioning the car tested here doesn’t carry suspension tweaks expected later in 2022.
As for the Cannon-X, as the flagship model it boasts some neat touches over the rest of the range. Little details like one-touch up and down windows on all doors, leather seating instead of leather-look, tilt and slide steering wheel adjustment, and a 7.0-inch digital instrument display.
That’s on top of features found across the range including a chrome grille, mirrors and door handles, 18-inch alloy wheels, a slide-away tailgate step, keyless entry and start, and single-zone climate control.
Mitsubishi Triton
There’s probably no need to fret about the Mitsubishi Triton’s future just yet, as it’s still holding third place on the 4×4 ute sales charts.
For the longest time, the Triton kept its head above water with list pricing a decent step below top-sellers like the Toyota HiLux and Ford Ranger.
Competition has been ramping up to give the Triton a hard time. First, the LDV T60, not to mention an updated Nissan Navara that’s just landed, and a new and vastly improved GWM Ute.
All plenty of pressure on the humble Triton.
In the case of the 2022 Mitsubishi Triton GLS 4×4, you’re looking at one step down from the flagship GSR. It occupies the same space as a HiLux SR5 or Ranger XLT, and is dressed up with the kind of chrome trim that speaks to a more traditional buyer base.
Pricing is normally set at $51,190 plus on-road costs for the GLS automatic. Right now, with a drive-away deal, that comes in at $53,990 drive-away.
| Key details | 2022 GWM Ute Cannon-X | 2022 Mitsubishi Triton GLS |
| Price (MSRP) | $43,490 drive-away | $51,190 |
| Colour of test car | Pittsburgh Silver | Red |
| Options | Metallic paint – $595 | None |
| Price as tested | $44,085 drive-away | $51,190 plus on-road costs $53,990 drive-away |
Inside
GWM UteClimb into the cabin and the process is familiar. The GWM Ute is no shrinking violet or scaled-down ute. It’s every bit the size and scope of the utes it competes with. That’s a good start.
Better still is the initial impression of a pretty flash interior. Swing the door open and you’re greeted by diamond-quilted leather trim, and a dash design that’s modern, neat and tidy.
That wouldn’t count for much if there wasn’t room to move, and again the GWM doesn’t disappoint. The front seats have stacks of room, although on longer trips some lumbar adjustment to go with the electric slide and recline would be handy.
In the rear there’s good leg room, plenty of head room, and a backrest that’s angled just enough to save that bolt-upright stance found in some dual-cabs. There are also rear air vents, plus USB and 220-volt household (international plug) power outlets.
In terms of features you’ll find single-zone climate control, a wireless charge pad for your mobile phone, heated front seats, an auto-dimming rear view mirror with dash cam-ready USB power socket, and a pair of lower console USB points.
The fit and finish of parts and panels are pretty good. Some bits, like the big plastic panel on the passenger side of the dash, can look a little chintzy (and you don’t get this finish in the two lower grades) but it’s pretty neat overall.
Speaking of differences, subtle though they may be, the Cannon-X has a slightly different upper dash, different air vents, more brightwork, and a stitched upper dash pad. It does, however, lose the little storage recess found on lower grades.
Because there’s a lot of leather and high-gloss surfaces in the interior, it’s hard to know how everything will stack up over time. There’s a nice solid feel to anything you touch, but not everything looks entirely worksite compatible.
The biggest selling point, though, and firm on the ‘why didn’t they think of it before?’ list for any ute, is the ease of tray access. Drop the damped tailgate, press a button in the gate and out pops a folding step. It’s sturdy and secure, and makes loading anything in or out of the far reaches of the tub a breeze.
Mitsubishi Triton
Because the bones of the Triton aren’t the freshest, and despite a restyle in 2019, the interior will be familiar to past Mitsubishi owners. It’s hard wearing, with no soft-touch plastics, but also a little behind in terms of overall presentation.
What you’re getting with the Triton GLS is a ute that’s well dressed, well kitted, but not at the absolute bleeding edge. That might sound like faint praise, but for plenty of owners it’s exactly what they need.
So, the equipment list is well packed without overflowing. The appearance package is similar to the one-grade-down GLX-R with the same 18-inch alloy wheels and same chrome-accented bumper and grille, but more equipment inside.
GLS trinkets include keyless entry and push-button start, dual-zone climate control, power-folding mirrors, steering wheel paddle shifters, LED headlights, leather-wrapped steering wheel, and premium cloth trim. Perhaps more usefully, there’s a rear diff lock and Super Select 4×4, which allows the use of four-wheel drive on hard surfaces.
While the ute tested here didn’t include the GLS Deluxe pack, if you option that it adds leather seat trim, front seat heating, a powered driver’s seat, and a 360-degree camera in addition to the standard reverse camera.
What’s there does work pretty well, though. The ergonomics are all fine, the steering wheel adjusts for tilt and reach (still not widespread across the ute segment), and there are ‘kinda’ rear air vents with a booster fan in the roof.
Rear seat passengers get USB charging, but seat space isn’t as wide or as long as some of the newer utes in the segment that have pushed out their width and wheelbases over the years.
| 2022 GWM Ute Cannon-X | 2022 Mitsubishi Triton GLS | |
| Seats | Five | Five |
| Length | 5410mm | 5305mm |
| Width | 1934mm | 1815mm |
| Height | 1886mm | 1795mm |
| Wheelbase | 3230mm | 3000mm |
Infotainment and Connectivity
GWM UteWhile the Cannon-X is the only model in the range with a digital instrument cluster, all variants come with a 9.0-inch infotainment touchscreen. It’s one of the biggest in the class, just behind the LDV T60 Max.
Within you’ll find access to Bluetooth, AM/FM radio and wired Apple CarPlay and Android Auto. There’s no inbuilt navigation or digital radio, though. The Cannon-X also packs a unique feature in voice recognition. GWM even gives you the choice of two appearance packages for the infotainment. No major changes, but you can pick an overlay that appeals to you the most.
The system itself isn’t too hard to decipher, although if you venture deep into the settings it can be a bit confronting. Once you’ve got your car set to your liking, though, you’re unlikely to need to delve too far in too often. I do reckon the seat heaters could do with a physical button, though, instead of needing to dive into the settings screen. Small gripe, but come winter this menu is sure to be one of the most used.
Mitsubishi Triton
While Mitsubishi’s ubiquitous 7.0-inch infotainment display lets you plug in a phone with Apple CarPlay and Android Auto, plus Bluetooth and digital radio, it lacks embedded navigation. It also doesn’t have enough backlighting punch for sunny days, leaving the screen dim and difficult to read at times.
Safety and Technology
GWM UteAll GWM Ute models come with autonomous emergency braking including pedestrian and cyclist detection, lane-departure warning and lane-keep assist, lane-centring steering assist, blind-spot monitoring with rear cross-traffic alert, and traffic sign recognition linked to the adaptive cruise control with traffic jam assist.
The base model has a reverse and kerb-view camera; the Cannon-L and Cannon-X add a 360-degree camera with interactive 3D flyover view function. The Cannon-X also adds door-open warning to let occupants know if a vehicle or cyclist is approaching to prevent door strikes.
ANCAP awarded the GWM Ute range a five-star safety rating, with a 2021 time stamp for vehicles built after September 2021. For earlier vehicles, the brand is retrofitting head restraint and steering column parts that bring older (and technically unrated) cars up to the five-star standard.
In testing, ANCAP scored the GWM Ute 86 per cent for adult occupant protection, 87 per cent for child occupant protection, 67 per cent for vulnerable road user (pedestrian and cyclist) protection, and rated safety assist systems at 73 per cent.
Mitsubishi Triton
Safety is rated at five stars by ANCAP, but it’s an old rating (from 2015) and hasn’t been assessed for the effectiveness of its added crash-avoidance features. As ANCAP criteria are made stricter every two years, the five-star result isn’t directly comparable with utes wearing a later test stamp.
There’s some extra safety kit like blind-spot warning with lane-change assist, front park sensors, rear cross-traffic alert, auto high beam, and something called ultrasonic misacceleration mitigation – which helps prevent low-speed parking taps by cutting the accelerator if the car detects you’re too close to an object.
That’s in addition to gear found in other variants, like lane-departure warning and autonomous emergency braking with pedestrian detection, cruise control with speed limiter, auto lights and wipers, a rear step bumper, rear privacy tint, and heated mirror glass.
| At a glance | 2022 GWM Ute Cannon-X | 2022 Mitsubishi Triton GLS |
| ANCAP rating & year tested | Five stars (tested 2021) | Five stars (tested 2015) |
| Safety report | ANCAP report | ANCAP report |
Value for Money
GWM UteOn purchase price alone, the GWM Ute range gives more established players in the segment a hard time, and while still very much a ute, Cannon-X trim starts to feel a little more like a well-equipped family SUV.
Budget players like the SsangYong Musso and Mitsubishi Triton come close, but still outprice the GWM. Fellow Chinese rival, the LDV T60 Max, is a closer price rival, but has a 160kW/500Nm ace up its sleeve for those seeking more power.
Knowing that there may be some lingering perception problems, GWM has paired the Ute range with a seven-year, unlimited-kilometre warranty, five years’ roadside assist and a five-year capped-price service program.
A little unusually, the first service falls at six months or 5000km, from there intervals stretch out to every 12 months and 10,000km. Service pricing is $260 for the first visit and $360 apiece for each of the next four visits.
Official fuel consumption is rated at 9.4 litres per 100km, which appears a little higher than most utes in class, which claim fuel use around the eightish mark. On test, however, the Cannon-X returned 10.6L/100km, and was used for plenty of short trips and suburban journeys, which doesn’t feel too excessive.
Mitsubishi Triton
Mitsubishi’s ownership credentials have changed a few times over the last few years, but right now a current Triton carries 12-month/15,000km service intervals and capped-price servicing. Services are set at $399, $499, $499, $699 and $799 for the first five visits.
Capped pricing runs to 10 years and tops out at $999 for the eighth service, which may be one to budget for. The warranty is a standard five years or 100,000km, but Mitsubishi also offers a complimentary extended warranty up to 10 years or 200,000km on cars serviced on time and within its own authorised dealer network. Terms and conditions are tight on this, though, so it pays to check the finer details.
Fuel consumption is officially rated at 8.6 litres per 100km, but lightly loaded with two up most of the time, and a split of highway and town running, we recorded 10.2L/100km.
| At a glance | 2022 GWM Ute Cannon-X | 2022 Mitsubishi Triton GLS |
| Warranty | Seven years, unlimited km | Ten years, 200,000km (conditional) |
| Service intervals | First at six months/5000km then every 12 months/10,000km |
12 months/15,000km |
| Servicing costs | $980 (3 years), $1700 (5 years) | $1397 (3 years), $2895 (5 years) |
| Fuel cons. (claimed) | 9.4L/100km | 8.6L/100km |
| Fuel cons. (on test) | 10.6L/100km | 10.2L/100km |
| Fuel type | Diesel | Diesel |
| Fuel tank size | 78L | 75L |
Driving
GWM UteWhile the on-paper specs might look a little less substantial than most other utes in the segment, on the road the GWM Ute is well-rounded and decent to drive.
The 2.0-litre four-cylinder turbo diesel engine is one of the smallest in its segment (only Isuzu and Mazda offer smaller at 1.9L). Its power outputs are also on the low side with 120kW at 3600rpm and 400Nm from 1500–2600rpm.
While you might think that makes the package more sluggish overall, in general driving it feels little different to other utes in the segment. Backed by an eight-speed automatic, the Ute is able to keep itself on the boil with astute gear selections, and manages to avoid shuffling through gears or hunting for the right ratio.
There are some tuning quirks. Floor the accelerator and the engine is slow to react, takes time to build boost, and only builds speed after a few moments’ delay. Roll onto the pedal more progressively, though, and the package is much swifter to pile on speed.
The drive mode selector offers a choice of Eco (which locks the system into 4×2 mode), Normal and Sport, which activates the ‘torque on demand’ transfer case to send drive to the front wheels when required. Sport also sharpens up the throttle response and holds gears a touch longer.
Curiously, though, there are no off-road modes, so while the GWM Ute offers the rare capability of sealed-surface all-wheel drive (along with some Triton and Amarok models), as well as selectable low-range four-wheel-drive, picking over rough terrain is largely up to the driver not the electronics.
There’s a bit of delay when you start the car. Whereas most utes pre-glow as you climb into the cabin, it appears the GWM does not, so you thumb the starter button and count to three before the engine fires into life.
No real problem, but if you’ve been spoiled by other modern diesels, you may do as I did and reach for the starter button a second time, cancelling the start before you realise.
There’s a little diesel drone and clatter heard from inside the cabin, but mostly it’s a fairly quiet and smooth engine on the go. Not really keen to be revved too hard, but with peak torque available down low it doesn’t need to be.
I didn’t load it up too much on this occasion, but to see how the Ute handled a heavy load, you can read our launch coverage.
Instead, for this loan, the Cannon-X was used as a holiday hauler. That mean Esky and beach chairs in the tray, air-con maxed out, and two, three or four occupants at a time. Honestly, for work like this it thrived.
It can’t escape its ute underpinnings, and the leaf-spring solid rear axle complications that come with those. We know utes can ride well (the Ford Ranger, in particular, proves this), but the GWM feels like it skipped finishing school.
Although it doesn’t handle poorly, the rear end tends to rattle and reverberate over small road imperfections. Even fairly smooth tarmac starts to feel juddery through the back end of the lightly laden Cannon-X.
In town, the fairly slow steering makes itself known as you frantically spin the wheel to manage small spaces, and with a turning circle just over 13m, you’ll need plenty of space to swing around.
Ultimately, though, there’s no alarming or unsafe behaviour from the suspension, but there’s certainly room for improvement.
While most utes still call on real drum brakes, the GWM Ute uses four-wheel disc brakes, which is good to see, though the pedal does need a bit more of a shove than you might expect to deliver its best work. There’s no snatchyness or grabbing, though, and the pedal has a progressive feel to it.
Mitsubishi Triton
Performance is best described as well-rounded. With a light load on board, the engine works well with the six-speed auto and the Triton can run about town tidily. Add in a bigger payload and it can feel a bit more wrung-out.
Highway passing needs a bit of careful consideration, too. The refinement is fine for cruising and light-throttle acceleration, but dig in and the engine registers a pretty vocal and vibey protest right into the cabin.
That smaller footprint also rears its head when it comes to rough-road comfort. Get out of town where road surfaces deteriorate, and the Triton can seesaw a little instead of riding out bumps.
Far from rude and crude, but there’s always a hint of jittery nervousness from the ride calibration. If you’re using this one as a family bus, it may not provide the ultimate in relaxed touring.
In many ways, the Triton makes sense. It’s a known and fairly reliable mechanical package, but has had its looks and features updated over the years. Its value is much stronger than the best sellers in the segment, but it avoids being simply cheap.
Buyer patterns are intriguing – often when faced with cheap, mid-priced and expensive options, it’s conditioned into us to avoid the cheapest option and be wary of the more expensive one.
If the Triton is the mid-priced option between cheap utes like those from GWM and LDV, and expensive ones from Ford and Toyota, it should speak to the hearts and wallets of conservative buyers looking for strong value.
It may not lead the pack for technology. It may not be the most powerful, or premium, but it does fare well when it comes to safety spec, and its off-road credentials are more than enough for weekend getaways and family camping and fishing trips.
With other mid-pack utes like the Isuzu D-Max starting to look upmarket, Mitsubishi’s hold out behind the head of the pack (for now) could be an ideal fit.
| Key details | 2022 GWM Ute Cannon-X | 2022 Mitsubishi Triton GLS |
| Engine | 2.0-litre four-cylinder turbo diesel | 2.4-litre four-cylinder turbo diesel |
| Power | 120kW @ 3600rpm | 133kW @ 3500rpm |
| Torque | 400Nm @ 1500–2600rpm | 430Nm @ 2500rpm |
| Drive type | Four-wheel drive | Four-wheel drive |
| Transmission | Eight-speed torque converter automatic | Six-speed torque converter automatic |
| Power to weight ratio | 59kW/t | 66kW/t |
| Weight | 2025kg | 2000kg |
| Tow rating | 750kg braked, 3000kg unbraked 1050kg payload |
3100kg braked, 750kg unbraked 900kg payload |
| Turning circle | 13.1m | 11.8m |
Conclusion
If you’re looking at these utes because you want a reliable workhorse that’s cheap to own, then the long warranties on our two contenders will attract your eye.
No other ute matches Mitsubishi’s 10-year warranty, but the GWM’s seven years does come close. It’s also worth noting that the Triton’s second batch of five years requires that you continue servicing on time and at a Mitsubishi dealer or else it reverts to a five-year warranty.
As for servicing costs, the GWM Ute looks the cheaper of the two on the surface. But the GWM’s service intervals are shorter, which means you’ll pay for servicing more often. This actually makes the Mitsubishi more affordable during the first 50,000km and beyond, despite higher per-service costs.
As for regular running costs like fuel and insurance, the GWM will consume 60L more diesel each year based on our on-test fuel averages and costs $260 per year more to comprehensively insure ($1616 v $1347). That’s around $400 a year more in your pocket on top of cheaper annual servicing costs.
But the GWM’s $10K cheaper price means it will be 25 years before that extra $400 per annum actually has you at a deficit to the Mitsubishi.
Even though it is considerably cheaper, the GWM packs more safety features – although Mitsubishi has done a lot to keep the Triton competitive, even though this current generation traces its genes back to 2015. Incidentally, that’s when the Triton earned its five-star ANCAP rating, whereas the GWM Ute earned its five against the considerably more rigorous testing protocols of 2021.
The GWM is the only one of our two with active lane-keeping assist, occupant exit assist, traffic sign recognition linked to active cruise control, tyre pressure monitoring and 360-degree parking cameras.
But in terms of other equipment, only the Triton offers digital radio – albeit on a smaller infotainment screen – plus dual-zone climate control. The GWM hits back with heated seats and a wireless phone-charging mat, which we’d argue are more useful than the passenger being able to set their own temperature.
The GWM is a bigger yet less powerful vehicle, so it’s larger inside and slightly heavier, which means it’s slower on the road despite packing an eight-speed transmission compared to the Triton’s six-speed. But neither of these vehicles are sports cars, as we stated above (see Driving), so the difference is not a game-changer. The GWM’s larger turning circle means it is less manoeuvrable, which can become tiresome.
The GWM also has a slightly smaller towing capacity, but if you’re taking either of these vehicles close to their limits regularly, we’d suggest buying something with a 3.5-tonne tow rating like the Isuzu D-Max or Toyota HiLux.
The GMW does have a larger payload and the convenience of a damped tailgate with integrated folding step that makes getting up into the tub easier.
If anything, this comparison cements GWM’s credentials as a sharply priced contender, and it also clearly positions Mitsubishi as an easy step up for those looking for something more, yet are unwilling to pay top dollar for Ford Rangers and Toyota HiLuxes.
Both the GWM Ute and the Mitsubishi Triton are attractive and affordable alternatives, and both have their strengths and weaknesses.
Ultimately, the newer, safer, cheaper and better equipped GWM Ute is the better choice, but it does mean making small sacrifices in on-road performance and manoeuvrability. And once the actual cost of buying the vehicle has faded from memory, you will pay more each year to keep your GWM on the road.
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