![]() On the inside, the fourth-gen Pajero looks every bit its age. While the Pajero legacy (in more recent times, at least) is forged on its simplicity and dependability, those same provisions cost it points on presentation. That helps give it a more settled and stable feel over smaller blemishes in the road surface, more in line with 4x4s like the Jeep Grand Cherokee and Land Rover Discovery. Unlike most recreational 4x4s such as the Toyota Prado, Isuzu MU-X and even the slightly smaller Pajero Sport, the Pajero runs on fully independent suspension. It pays to keep in mind, however, that up to 2500kg the Pajero carries a 250kg ball limit, at 3000kg the ball limit drops to 180kg – limiting flexibility somewhat. On the subject of towing, which is a primary purchaser consideration, the Pajero claims a maximum 3000kg tow rating. Adaptive logic and the ability to ‘learn’ driver patterns mean Mitsubishi’s five-speed auto responds favourably to driver inputs without hunting for the right gear or swapping cogs unnecessarily.įor drivers who would rather mete gear changes themselves, a floor-mounted manual mode allows gears to be held as required, which is handy in some off-road situations or when towing. The IVECS II (Innovative Vehicle Electronic Control System) transmission smarts aren’t at the cutting edge of control technology compared to the era in which the system debuted. There are also hints of diesel soundtrack depending on engine load and conditions, but overall the 3.2-litre engine is muted and smooth for its age. ![]() Underpinning the Pajero is an ‘integral frame’ monocoque chassis – not typical of most hardcore 4x4s that use a separate ladder frame, but able to blur the lines somewhat between passenger car comfort and off-road ruggedness. The result is a sizeable four-wheel drive that, even given its age, is thoroughly pleasant to drive.Īcceleration is leisurely, but for a car with the Pajero’s capabilities that’s fine. During its stay at the Drive garage, the Pajero sipped fuel at 10.8L/100km – if you’re doing more open-road touring, expect a lower figure. Official figures suggest mixed-cycle fuel consumption of 9.1 litres per 100km. Only one transmission is available, a five-speed automatic, sending power to Mitsubishi’s Super Select II four-wheel-drive system. The powertrain is unchanged, meaning the long-running 3.2-litre four-cylinder turbo diesel engine continues with 141kW at 3800rpm and 441Nm at 2000rpm. Most significantly, the previous range-topping Exceed variant has been dropped, leaving a two-model range that starts with the Pajero GLX from $49,990 drive-away, and tops out with the GLS seen here at $56,990 drive-away. It’s no spring chicken, then, but the best off-road legends tend to have long unbroken runs – think first-gen Mercedes Benz G-Class (40 years and counting) and Land Rover Defender (at 33 years).įor the 2020 model year, Mitsubishi has made a few changes. In fact, the current generation alone is something of an icon in itself, arriving in 2006 and given its current styling revisions in 2014. With a lineage that stretches back to the first-generation Pajero, revealed at the 1981 Tokyo motor show and sold in Aus’ from 1983, and four generations over the years that followed, the Pajero has earned icon status. The request process started in August 2018, and after almost 12 months of pestering, Mitsubishi Australia finally granted us access. Model years may tick over, but as global markets like the UK, Western Europe and Japan all say ‘no thank you’ to the Pajero, the chance of seeing significant changes dwindles in line with global sales projections.īelieve it or not, getting this car to review was tough work. There are no assurances the 2020 Mitsubishi Pajero GLS is the very last one we’ll see, but further updates for Mitsubishi’s long-runner are off the cards. ![]() Incredible, really, when you consider how SUVs continue to grow in popularity, yet in the Pajero’s case time has stood still. ![]() The Mitsubishi Pajero, once a fixture of rural towns across Australia, is running out of time.
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