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WHEN IT COMES to proper off-roaders, there are just a handful of cars that those in the know will swear by on the account of their heritage and ability.
These include the Land Rover Defender, Jeep Wrangler, Toyota Land Cruiser and the car you see here, the Mitsubishi Pajero. As with its contemporaries, the Pajero has been continuously improved on since 1982.
Today, the Pajero, which has recently undergone yet another facelift, and is distinguished by a redesigned front end. Its new styling may polarise opinion but at least the larger headlamps promise better visibility at night.
These include the Land Rover Defender, Jeep Wrangler, Toyota Land Cruiser and the car you see here, the Mitsubishi Pajero. As with its contemporaries, the Pajero has been continuously improved on since 1982.
Today, the Pajero, which has recently undergone yet another facelift, and is distinguished by a redesigned front end. Its new styling may polarise opinion but at least the larger headlamps promise better visibility at night.
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DRIVING IT
On paved roads, the previous Pajero might as well have been a different car altogether. Then powered by a 3.5-litre GDI engine, it was noisy and actually felt better to drive off-road rather that on it.
Enter the 2007 Pajero. The new car is an altogether different animal. For starters, it is now fitted with a larger, 3.8-litre MIVEC V6 powerplant that produces 248bhp.
The immediate difference the Pajero's occupants will experience is not so much the engine's output, but the way in which it goes about its business. On tarmac, the Pajero is almost as comfortable as a large MPV or family sedan, seemingly smothering bumps and other road imperfections with its two-tonne kerb weight.
The Pajero's steering has also been weighted up, imparting a better sense of solidity and reducing some of the vagueness that typifies many large SUVs like this. Piloting the Pajero through a set of curves now feels a lot less boat-like with its more precise steering. Take the Pajero off-road and it soon becomes clear that Mitsubishi hasn't forgotten how to build a proper off-roader.
A second, smaller gear lever next to the main automatic gate allows the driver to select between two and four-wheel drive modes. For better fuel economy when driving on normal roads, '2H' or two-wheel drive mode should be the default setting for most drivers. When the going gets rough or more traction is needed, select '4H' and power will be sent to the front wheels as well.
Next comes the '4HLc' mode that locks the centre differential to send an equal amount of torque to the front and rear wheels. At this point, the rear differential can also be locked which is useful for driving on sand, snow or very loose gravel.
If you need the Pajero to crawl over a rock or descend a steep and slippery slope, there is yet another mode, '4LLc' which activates the low transfer case which should be used in applications that don't require you to drive at anything much faster than walking speed.
Make the most of the Pajero's four-wheel drive system and there isn't much that it can't be driven through.
On paved roads, the previous Pajero might as well have been a different car altogether. Then powered by a 3.5-litre GDI engine, it was noisy and actually felt better to drive off-road rather that on it.
Enter the 2007 Pajero. The new car is an altogether different animal. For starters, it is now fitted with a larger, 3.8-litre MIVEC V6 powerplant that produces 248bhp.
The immediate difference the Pajero's occupants will experience is not so much the engine's output, but the way in which it goes about its business. On tarmac, the Pajero is almost as comfortable as a large MPV or family sedan, seemingly smothering bumps and other road imperfections with its two-tonne kerb weight.
The Pajero's steering has also been weighted up, imparting a better sense of solidity and reducing some of the vagueness that typifies many large SUVs like this. Piloting the Pajero through a set of curves now feels a lot less boat-like with its more precise steering. Take the Pajero off-road and it soon becomes clear that Mitsubishi hasn't forgotten how to build a proper off-roader.
A second, smaller gear lever next to the main automatic gate allows the driver to select between two and four-wheel drive modes. For better fuel economy when driving on normal roads, '2H' or two-wheel drive mode should be the default setting for most drivers. When the going gets rough or more traction is needed, select '4H' and power will be sent to the front wheels as well.
Next comes the '4HLc' mode that locks the centre differential to send an equal amount of torque to the front and rear wheels. At this point, the rear differential can also be locked which is useful for driving on sand, snow or very loose gravel.
If you need the Pajero to crawl over a rock or descend a steep and slippery slope, there is yet another mode, '4LLc' which activates the low transfer case which should be used in applications that don't require you to drive at anything much faster than walking speed.
Make the most of the Pajero's four-wheel drive system and there isn't much that it can't be driven through.
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INSIDE IT
As with the previous model, the five-door Pajero offers seating for seven though the third row of seats is best left for emergency applications.
Unlike most other seven-seat cars where the third row of seats can be made to disappear into the floor, you'll have to leave the last bench at home if you want to utilise all of its available luggage space.
Up front, the Pajero ergonomic improvements are much more convincing. The main instrument cluster gets a high-tech treatment that visually aligns it with the interior of its newer, smaller sibling, the Outlander.
At the centre of the dashboard, a digital multi-function display gives you altitude and barometric read-outs in addition to the usual fuel consumption information. This display doesn't only give you instantaneous information, the readings for the last four hours are also shown in graph form.
As a five-seater, the Pajero offers lots of space and comfort for all aboard. Another feature that everyone can appreciate is the factory-fitted Rockford Fosgate premium sound system that will impress even cynical audiophiles.
As with the previous model, the five-door Pajero offers seating for seven though the third row of seats is best left for emergency applications.
Unlike most other seven-seat cars where the third row of seats can be made to disappear into the floor, you'll have to leave the last bench at home if you want to utilise all of its available luggage space.
Up front, the Pajero ergonomic improvements are much more convincing. The main instrument cluster gets a high-tech treatment that visually aligns it with the interior of its newer, smaller sibling, the Outlander.
At the centre of the dashboard, a digital multi-function display gives you altitude and barometric read-outs in addition to the usual fuel consumption information. This display doesn't only give you instantaneous information, the readings for the last four hours are also shown in graph form.
As a five-seater, the Pajero offers lots of space and comfort for all aboard. Another feature that everyone can appreciate is the factory-fitted Rockford Fosgate premium sound system that will impress even cynical audiophiles.
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DOLLARS AND SENSE
For some, the best feature of the Pajero might not be its new-found on-road talent nor its off-roading prowess but from the balance sheet that shows its $135,988 with COE asking price.
Get the outrageous three-door variant and the it becomes even more attractive with $5,000 less. Either way, that's a lot of car for the money when you consider how generously equipped it is. Besides all that off-roading hardware, the Pajero also comes with xenon headlamps, electrically-adjustable front seats and that incredible sound system just to name a few.
CONCLUSION
When you consider that the Pajero is cheaper than many less capable SUVs with far less pedigree, it really comes across as a good deal. Its fuel consumption and road tax however may not be to everyone's taste, but those in the know will happily put it down to the price of progress for one of the most accomplished SUVs around.
Jeep Grand Cherokee Overland 4.7 (A)
$201,000 with COE
Just about any Jeep in the range has the off-roading credentials to match the Pajero. The Grand Cherokee is similar in size and is also refined on paved roads. Cabin fit and finish could be better, though.
Suzuki Grand Vitara 2.7 (A) $87,000 with COE
A less expensive alternative to serious off-roading can be found in the shape of the Suzuki Grand Vitara. It too has various four-wheel drive modes for when the going gets rough and, in 2.7-litre guise, all the grunt you'll need
For some, the best feature of the Pajero might not be its new-found on-road talent nor its off-roading prowess but from the balance sheet that shows its $135,988 with COE asking price.
Get the outrageous three-door variant and the it becomes even more attractive with $5,000 less. Either way, that's a lot of car for the money when you consider how generously equipped it is. Besides all that off-roading hardware, the Pajero also comes with xenon headlamps, electrically-adjustable front seats and that incredible sound system just to name a few.
CONCLUSION
When you consider that the Pajero is cheaper than many less capable SUVs with far less pedigree, it really comes across as a good deal. Its fuel consumption and road tax however may not be to everyone's taste, but those in the know will happily put it down to the price of progress for one of the most accomplished SUVs around.
Jeep Grand Cherokee Overland 4.7 (A)
$201,000 with COE
Just about any Jeep in the range has the off-roading credentials to match the Pajero. The Grand Cherokee is similar in size and is also refined on paved roads. Cabin fit and finish could be better, though.
Suzuki Grand Vitara 2.7 (A) $87,000 with COE
A less expensive alternative to serious off-roading can be found in the shape of the Suzuki Grand Vitara. It too has various four-wheel drive modes for when the going gets rough and, in 2.7-litre guise, all the grunt you'll need
Mitsubishi Pajero 3.8 (A):
ENGINE TYPE 3,828cc, 24-valve V6
MAX POWER 250bhp at 6,000rpm
MAX TORQUE 329Nm at 2,750rpm
GEARBOX 5-speed automatic
TOP SPEED 200km/h
0-100 KM/H 10.8 seconds
PRICE $135,988 with COE
WARRANTY 3 years/ 100,000km
CONTACT Cycle & Carriage Automotive
TELEPHONE 6473-9722
PLUSES More refined on road where it'll spend most of its time
MINUSES Fuel consumption still isn't great but you'd expect that from a two-tonne, 3.8-litre off-roader this size
VERDICT One of the most capable off-roaders is now one of the most comfortable too
ENGINE TYPE 3,828cc, 24-valve V6
MAX POWER 250bhp at 6,000rpm
MAX TORQUE 329Nm at 2,750rpm
GEARBOX 5-speed automatic
TOP SPEED 200km/h
0-100 KM/H 10.8 seconds
PRICE $135,988 with COE
WARRANTY 3 years/ 100,000km
CONTACT Cycle & Carriage Automotive
TELEPHONE 6473-9722
PLUSES More refined on road where it'll spend most of its time
MINUSES Fuel consumption still isn't great but you'd expect that from a two-tonne, 3.8-litre off-roader this size
VERDICT One of the most capable off-roaders is now one of the most comfortable too
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