Pros
- Tends to avoid the competitor’s sometimes exorbitant used car prices
- Arguably better on road dynamics when compared to many of the alternatives
- Genuine off-road capabilities
- Proving to be tough and reliable
Cons
- Engines while reliable, are ageing
- Independent suspension arguably not as dominant on the toughest terrain
- Cabin can be noisey on rough surfaces
- Rust can impact early models
Verdict
We wouldn't...
We'd be cautious
We would...
The Pajero both when new and used, offers such a great balance of a vehicle.
Yes there are 4×4 wagons that will tackle tougher terrain, yes there are 4×4 wagons that are more comfortable and luxurious, but there are very few, if any 4×4 wagons that can match the Pajero’s...
Publish: October 22, 2021
Pajero. It’s at the top of your short list if you’re after a big go-most-places wagon, want to tow a white elephant around Oz, need or want seven seats, and you’re not into Patrol and after a viable alternative to the ever-popular, me-too LandCruisers.
Sadly, the nameplate that lasted all of its four generations was put to presumably permanent pasture earlier this year (2021), victim of Mitsubishi and global buyer tastes changing focus in the years since Pajero first lobbed locally in 1983 as a boxy little three-door.
Our subject here, though, is generation four. It debuted in 2006 and hung about in Oz for fourteen years, twice as long in lifecycle as its three proceeding generations. What launched as NS series was updated thrice, by the NT (late 2008), the NW (2012) and NX (2015), which held station until production ceased in March 2021.
Why a Pajero? Its drawcard is its blend of comfort-laden on-road manners, large seven-pew accommodation – at least in long-wheelbase form – and with enough of hard-core off-roading goodness in key areas: switchable drive, proper low-range, a manual option, good ground clearance, impressive (700mm) wading depth.
Fundamentally, gen-four was Pajero comprehensively remodeled inside and out, albeit essentially a reskin of the third-generation monocoque ‘chassis’ dated back to 1999. This uni-body construction was a paradigm shift from the ladder-frame construction of the first two generations and is currently adopted by the smaller, technical unrelated ute-based Pajero Sport.
No surprises, then, that much of gen four’s oily
Pajero. It’s at the top of your short list if you’re after a big go-most-places wagon, want to tow a white elephant around Oz, need or want seven seats, and you’re not into Patrol and after a viable alternative to the ever-popular, me-too LandCruisers.
Sadly, the nameplate that lasted all of its four generations was put to presumably permanent pasture earlier this year (2021), victim of Mitsubishi and global buyer tastes changing focus in the years since Pajero first lobbed locally in 1983 as a boxy little three-door.
Our subject here, though, is generation four. It debuted in 2006 and hung about in Oz for fourteen years, twice as long in lifecycle as its three proceeding generations. What launched as NS series was updated thrice, by the NT (late 2008), the NW (2012) and NX (2015), which held station until production ceased in March 2021.
Why a Pajero? Its drawcard is its blend of comfort-laden on-road manners, large seven-pew accommodation – at least in long-wheelbase form – and with enough of hard-core off-roading goodness in key areas: switchable drive, proper low-range, a manual option, good ground clearance, impressive (700mm) wading depth.
Fundamentally, gen-four was Pajero comprehensively remodeled inside and out, albeit essentially a reskin of the third-generation monocoque ‘chassis’ dated back to 1999. This uni-body construction was a paradigm shift from the ladder-frame construction of the first two generations and is currently adopted by the smaller, technical unrelated ute-based Pajero Sport.
No surprises, then, that much of gen four’s oily gear underneath was essentially carried over from its predecessor in mildly enhanced form, such as independent suspension front and rear, the torque variable Super-Select 4WD II drive system and rack and pinion steering.
Tip: if the main drawcard is big plus-sized utility on a small budget, don’t overlook the older gen three stuff…
New for gen four, though, was more sophisticated electronic governance, more comprehensive passenger-car like safety, larger brakes, and key upgrades under the bonnet.
The ‘6G75’ 3.8-litre petrol V6 was given MIVEC upgrade, bringing a big lift in power to 184kW (from 150kW) as well as 329Nm.
The ‘4M41’ 3.2-litre turbodiesel option, a newly refined common-rail injection design, arrived locally in NS with 118kW/381Nm paired with a five-speed manual transmission or 125kW/358Nm in five-speed auto trim.
Then 2009’s NT upped oiler outputs to a markedly healthier 147kW/441Nm. It around this point in the lifecycle that braked towing, in both engine types, rose from 2500kg to 3000kg, and the oiler gained a rear locking differential to complement its centre unit.
Early on, the gen-four Pajero range was vibrant and varied, offered in short three-door and long five-door forms and both five-speed manual and five-speed auto paired with both engine types. And in a choice of as many as 33 different body colours.
The NW series, for MY12, brought some suspension and monocoque changes for the five-door, but the shorty three-door version bowed out.
The longer the lifecycle grew, the more conservative its range became as the lion’s share of buyers were drawn to the diesel auto five-door wagon guise. The third row can be stowed, too, for big-booted wagon flexibility, though only some grades of latter-day examples offer curtain airbag coverage through all three rows of seating.
While Pajero kept reasonable step with electronic driving smarts, anything like modern tech is slim on the ground in even newer used examples. That said, by the time this year’s aptly named Final Edition arrived – in GX, GXL and Exceed tiers – the big Mitsubishi offered mod cons such as Apple CarPlay/Android Auto smartphone mirroring.
The fourth generation was also victim to the whole Takata airbag fiasco, so that’s definitely something to ponder on the essential checklist when tyre-kicking. The diesels, too, were prone to various gremlins. And the petrol, at 13.5L/100km claimed, remains a thirsty unit by any measure on a good day.
Oh, and infamously, ‘Pajero’ is a rather uncomplimentary slang word in Spanish. It WILL eventually crop up in conversation during ownership, sooner or later…
Pajero. It’s at the top of your short list if you’re after a big go-most-places wagon, want to tow a white elephant around Oz, need or want seven seats, and you’re not into Patrol and after a viable alternative to the ever-popular, me-too LandCruisers.
Sadly, the nameplate that lasted all of its four generations was put to presumably permanent pasture earlier this year (2021), victim of Mitsubishi and global buyer tastes changing focus in the years since Pajero first lobbed locally in 1983 as a boxy little three-door.
Our subject here, though, is generation four. It debuted in 2006 and hung about in Oz for fourteen years, twice as long in lifecycle as its three proceeding generations. What launched as NS series was updated thrice, by the NT (late 2008), the NW (2012) and NX (2015), which held station until production ceased in March 2021.
Why a Pajero? Its drawcard is its blend of comfort-laden on-road manners, large seven-pew accommodation – at least in long-wheelbase form – and with enough of hard-core off-roading goodness in key areas: switchable drive, proper low-range, a manual option, good ground clearance, impressive (700mm) wading depth.
Fundamentally, gen-four was Pajero comprehensively remodeled inside and out, albeit essentially a reskin of the third-generation monocoque ‘chassis’ dated back to 1999. This uni-body construction was a paradigm shift from the ladder-frame construction of the first two generations and is currently adopted by the smaller, technical unrelated ute-based Pajero Sport.
No surprises, then, that much of gen four’s oily gear underneath was essentially carried over from its predecessor in mildly enhanced form, such as independent suspension front and rear, the torque variable Super-Select 4WD II drive system and rack and pinion steering.
Tip: if the main drawcard is big plus-sized utility on a small budget, don’t overlook the older gen three stuff…
New for gen four, though, was more sophisticated electronic governance, more comprehensive passenger-car like safety, larger brakes, and key upgrades under the bonnet.
The ‘6G75’ 3.8-litre petrol V6 was given MIVEC upgrade, bringing a big lift in power to 184kW (from 150kW) as well as 329Nm.
The ‘4M41’ 3.2-litre turbodiesel option, a newly refined common-rail injection design, arrived locally in NS with 118kW/381Nm paired with a five-speed manual transmission or 125kW/358Nm in five-speed auto trim.
Then 2009’s NT upped oiler outputs to a markedly healthier 147kW/441Nm. It around this point in the lifecycle that braked towing, in both engine types, rose from 2500kg to 3000kg, and the oiler gained a rear locking differential to complement its centre unit.
Early on, the gen-four Pajero range was vibrant and varied, offered in short three-door and long five-door forms and both five-speed manual and five-speed auto paired with both engine types. And in a choice of as many as 33 different body colours.
The NW series, for MY12, brought some suspension and monocoque changes for the five-door, but the shorty three-door version bowed out.
The longer the lifecycle grew, the more conservative its range became as the lion’s share of buyers were drawn to the diesel auto five-door wagon guise. The third row can be stowed, too, for big-booted wagon flexibility, though only some grades of latter-day examples offer curtain airbag coverage through all three rows of seating.
While Pajero kept reasonable step with electronic driving smarts, anything like modern tech is slim on the ground in even newer used examples. That said, by the time this year’s aptly named Final Edition arrived – in GX, GXL and Exceed tiers – the big Mitsubishi offered mod cons such as Apple CarPlay/Android Auto smartphone mirroring.
The fourth generation was also victim to the whole Takata airbag fiasco, so that’s definitely something to ponder on the essential checklist when tyre-kicking. The diesels, too, were prone to various gremlins. And the petrol, at 13.5L/100km claimed, remains a thirsty unit by any measure on a good day.
Oh, and infamously, ‘Pajero’ is a rather uncomplimentary slang word in Spanish. It WILL eventually crop up in conversation during ownership, sooner or later…
- Look for signs of rust. It’s critical to check under all the rubbers and around the the doors. Inspect the roof and sunroof (if fitted) and around the rear wheel arches.
- If you’re in an area with salted roads, check underneath for rust and inspect the fuel tank as there are reports of rust corroding the tank area.
- Like any 4×4, check to see if any accessories are of the highest quality, have been fitted professionally and actually work.
- There are reports of the air conditioning failing and to fix or replace the components sometimes requires the dash to be removed. This can take many hours and therefore potentially cost a small fortune to repair.
- There are reports of the drivers side seat bolster ripping and collapsing, especially on leather trimmed models.
- Speaking of leather, if the leather hasn’t been cared for or treated correctly, it can corrode past the point of repair.
- Petrol-engined Pajeros are proving to be extremely reliable, however it is very important to have the timing belt changed at 100-110,000km. (If a car you’re considering is close to that mark and the belt hasn’t been changed, allow for it in the price).
- Diesels have a top timing chain guide that is known to wear through quite rapidly. An upgraded part is available from Mitsubishi and the actual repair work required is quite simple.
- Diesels with 100,000km+ will more than likely have a clogged intake with baked-on oil vapours, unless the previous owner has run a catch can and EGR delete cable. This will be obvious as the Pajero will run poorly and feel like it is lacking in power. It should be noted, this is not a Pajero specific issue and this can affect all modern diesels. To remedy this issue, the manifold will require cleaning and we recommend budgeting for components to stop it happening again.
- Transmissions were upgraded to stronger units from the NT generation and upward (2009+), although there are few reports of previous generation NS transmissions causing issues or problems.
- All Gen-4 Pajeros use Mitsubishi blue HOAT coolant. When inspecting, make sure to take the radiator cap off and check that it’s blue. If it’s orange or green, you may have cooling issues in the future as those coolants will accelerate corrosion and bludging if mixed with blue.
- Look for signs of rust. It’s critical to check under all the rubbers and around the the doors. Inspect the roof and sunroof (if fitted) and around the rear wheel arches.
- If you’re in an area with salted roads, check underneath for rust and inspect the fuel tank as there are reports of rust corroding the tank area.
- Like any 4×4, check to see if any accessories are of the highest quality, have been fitted professionally and actually work.
- There are reports of the air conditioning failing and to fix or replace the components sometimes requires the dash to be removed. This can take many hours and therefore potentially cost a small fortune to repair.
- There are reports of the drivers side seat bolster ripping and collapsing, especially on leather trimmed models.
- Speaking of leather, if the leather hasn’t been cared for or treated correctly, it can corrode past the point of repair.
- Petrol-engined Pajeros are proving to be extremely reliable, however it is very important to have the timing belt changed at 100-110,000km. (If a car you’re considering is close to that mark and the belt hasn’t been changed, allow for it in the price).
- Diesels have a top timing chain guide that is known to wear through quite rapidly. An upgraded part is available from Mitsubishi and the actual repair work required is quite simple.
- Diesels with 100,000km+ will more than likely have a clogged intake with baked-on oil vapours, unless the previous owner has run a catch can and EGR delete cable. This will be obvious as the Pajero will run poorly and feel like it is lacking in power. It should be noted, this is not a Pajero specific issue and this can affect all modern diesels. To remedy this issue, the manifold will require cleaning and we recommend budgeting for components to stop it happening again.
- Transmissions were upgraded to stronger units from the NT generation and upward (2009+), although there are few reports of previous generation NS transmissions causing issues or problems.
- All Gen-4 Pajeros use Mitsubishi blue HOAT coolant. When inspecting, make sure to take the radiator cap off and check that it’s blue. If it’s orange or green, you may have cooling issues in the future as those coolants will accelerate corrosion and bludging if mixed with blue.
- Look for signs of rust. It’s critical to check under all the rubbers and around the the doors. Inspect the roof and sunroof (if fitted) and around the rear wheel arches.
- If you’re in an area with salted roads, check underneath for rust and inspect the fuel tank as there are reports of rust corroding the tank area.
- Like any 4×4, check to see if any accessories are of the highest quality, have been fitted professionally and actually work.
- There are reports of the air conditioning failing and to fix or replace the components sometimes requires the dash to be removed. This can take many hours and therefore potentially cost a small fortune to repair.
- There are reports of the drivers side seat bolster ripping and collapsing, especially on leather trimmed models.
- Speaking of leather, if the leather hasn’t been cared for or treated correctly, it can corrode past the point of repair.
- Petrol-engined Pajeros are proving to be extremely reliable, however it is very important to have the timing belt changed at 100-110,000km. (If a car you’re considering is close to that mark and the belt hasn’t been changed, allow for it in the price).
- Diesels have a top timing chain guide that is known to wear through quite rapidly. An upgraded part is available from Mitsubishi and the actual repair work required is quite simple.
- Diesels with 100,000km+ will more than likely have a clogged intake with baked-on oil vapours, unless the previous owner has run a catch can and EGR delete cable. This will be obvious as the Pajero will run poorly and feel like it is lacking in power. It should be noted, this is not a Pajero specific issue and this can affect all modern diesels. To remedy this issue, the manifold will require cleaning and we recommend budgeting for components to stop it happening again.
- Transmissions were upgraded to stronger units from the NT generation and upward (2009+), although there are few reports of previous generation NS transmissions causing issues or problems.
- All Gen-4 Pajeros use Mitsubishi blue HOAT coolant. When inspecting, make sure to take the radiator cap off and check that it’s blue. If it’s orange or green, you may have cooling issues in the future as those coolants will accelerate corrosion and bludging if mixed with blue.
Body style:
- 3-door SUV (discontinued in 2009)
- 5-door SUV
Engine & outputs:
- 3.8-litre V6 petrol
- 3.2-litre four-cylinder turbo diesel
Power:
- 184kW (3.8-litre V6 petrol) – R, X, GL, GLX, 25th Anniversary, GLX-R, Platinum Edition, ACTiV, RX, GLS, VRX, Exceed
- 118kW (3.2-litre four-cylinder turbo diesel) – R, X, GLX, 25th Anniversary, Platinum Edition, GLS, VRX, Exceed
- 141kW (3.2-litre four-cylinder turbo diesel) – From 2009 – R, X, GL, GLX, GLX-R, Platinum Edition, ACTiV, 30th Anniversary, RX, GLX Final Edition, GLS, GLS Final Edition, VRX, Exceed, Exceed Final Edition
Torque:
- 329Nm (3.8-litre V6 petrol) – R, X, GLX, 25th Anniversary, GLX-R, Platinum Edition, ACTiV, RX, GLS, VRX, Exceed
- 378Nm (3.2-litre four-cylinder turbo diesel) – R, X, GLX, 25th Anniversary, Platinum Edition, GLS, VRX, Exceed
- 441Nm (3.2-litre four-cylinder turbo diesel) – From 2009 – R, X, GL, GLX, GLX-R, Platinum Edition, ACTiV, 30th Anniversary, RX, GLX Final Edition, GLS, GLS Final Edition, VRX, Exceed, Exceed Final Edition
Transmissions:
- 5-speed manual, 4×4
- 5-speed automatic, 4×4
Fuel use:
- 9.2L – 13.7L/100km (combined and depending on variant)
Height:
- 1880mm (3-door)
- 1900mm (5-door)
Length:
- 4385mm (3-door)
- 4900mm (5-door)
Width:
- 1875mm
Kerb Weight:
- 2123kg – 2375kg (depending on variant)
Body style:
- 3-door SUV (discontinued in 2009)
- 5-door SUV
Engine & outputs:
- 3.8-litre V6 petrol
- 3.2-litre four-cylinder turbo diesel
Power:
- 184kW (3.8-litre V6 petrol) – R, X, GL, GLX, 25th Anniversary, GLX-R, Platinum Edition, ACTiV, RX, GLS, VRX, Exceed
- 118kW (3.2-litre four-cylinder turbo diesel) – R, X, GLX, 25th Anniversary, Platinum Edition, GLS, VRX, Exceed
- 141kW (3.2-litre four-cylinder turbo diesel) – From 2009 – R, X, GL, GLX, GLX-R, Platinum Edition, ACTiV, 30th Anniversary, RX, GLX Final Edition, GLS, GLS Final Edition, VRX, Exceed, Exceed Final Edition
Torque:
- 329Nm (3.8-litre V6 petrol) – R, X, GLX, 25th Anniversary, GLX-R, Platinum Edition, ACTiV, RX, GLS, VRX, Exceed
- 378Nm (3.2-litre four-cylinder turbo diesel) – R, X, GLX, 25th Anniversary, Platinum Edition, GLS, VRX, Exceed
- 441Nm (3.2-litre four-cylinder turbo diesel) – From 2009 – R, X, GL, GLX, GLX-R, Platinum Edition, ACTiV, 30th Anniversary, RX, GLX Final Edition, GLS, GLS Final Edition, VRX, Exceed, Exceed Final Edition
Transmissions:
- 5-speed manual, 4×4
- 5-speed automatic, 4×4
Fuel use:
- 9.2L – 13.7L/100km (combined and depending on variant)
Height:
- 1880mm (3-door)
- 1900mm (5-door)
Length:
- 4385mm (3-door)
- 4900mm (5-door)
Width:
- 1875mm
Kerb Weight:
- 2123kg – 2375kg (depending on variant)
Body style:
- 3-door SUV (discontinued in 2009)
- 5-door SUV
Engine & outputs:
- 3.8-litre V6 petrol
- 3.2-litre four-cylinder turbo diesel
Power:
- 184kW (3.8-litre V6 petrol) – R, X, GL, GLX, 25th Anniversary, GLX-R, Platinum Edition, ACTiV, RX, GLS, VRX, Exceed
- 118kW (3.2-litre four-cylinder turbo diesel) – R, X, GLX, 25th Anniversary, Platinum Edition, GLS, VRX, Exceed
- 141kW (3.2-litre four-cylinder turbo diesel) – From 2009 – R, X, GL, GLX, GLX-R, Platinum Edition, ACTiV, 30th Anniversary, RX, GLX Final Edition, GLS, GLS Final Edition, VRX, Exceed, Exceed Final Edition
Torque:
- 329Nm (3.8-litre V6 petrol) – R, X, GLX, 25th Anniversary, GLX-R, Platinum Edition, ACTiV, RX, GLS, VRX, Exceed
- 378Nm (3.2-litre four-cylinder turbo diesel) – R, X, GLX, 25th Anniversary, Platinum Edition, GLS, VRX, Exceed
- 441Nm (3.2-litre four-cylinder turbo diesel) – From 2009 – R, X, GL, GLX, GLX-R, Platinum Edition, ACTiV, 30th Anniversary, RX, GLX Final Edition, GLS, GLS Final Edition, VRX, Exceed, Exceed Final Edition
Transmissions:
- 5-speed manual, 4×4
- 5-speed automatic, 4×4
Fuel use:
- 9.2L – 13.7L/100km (combined and depending on variant)
Height:
- 1880mm (3-door)
- 1900mm (5-door)
Length:
- 4385mm (3-door)
- 4900mm (5-door)
Width:
- 1875mm
Kerb Weight:
- 2123kg – 2375kg (depending on variant)
Warranty:
5 year/130,000 kilometre warranty
5 year/100,000 kilometre warranty (From 2014 onwards)
Servicing:
12 months/15,000km
Model range, pricing & features
The Pajero both when new and used, offers such a great balance of a vehicle.
Yes there are 4×4 wagons that will tackle tougher terrain, yes there are 4×4 wagons that are more comfortable and luxurious, but there are very few, if any 4×4 wagons that can match the Pajero’s wide ranging, “jack of all trades” abilities, while offering the same excellent value for money and the same mechanical reliability and longevity.
Obviously, there are abused and just worn out Pajeros available that should be avoided at all costs, and while it ticks many boxes, it’s not perfect. But for what the Pajero offers and are capable of for what they cost, we highly recommend them.
We feel the sweet spot of the range is a 2015 to 2017 NX in the GLS trim spec as it will give you everything you need with none of the pesky potential DPF issues.
If you are in the market, just make sure it checks out mechanically, do not buy an abused one, throw in some quality aftermarket suspension and you’ll have a cracking good thing.
Yes, you should buy one.
The Pajero both when new and used, offers such a great balance of a vehicle.
Yes there are 4×4 wagons that will tackle tougher terrain, yes there are 4×4 wagons that are more comfortable and luxurious, but there are very few, if any 4×4 wagons that can match the Pajero’s wide ranging, “jack of all trades” abilities, while offering the same excellent value for money and the same mechanical reliability and longevity.
Obviously, there are abused and just worn out Pajeros available that should be avoided at all costs, and while it ticks many boxes, it’s not perfect. But for what the Pajero offers and are capable of for what they cost, we highly recommend them.
We feel the sweet spot of the range is a 2015 to 2017 NX in the GLS trim spec as it will give you everything you need with none of the pesky potential DPF issues.
If you are in the market, just make sure it checks out mechanically, do not buy an abused one, throw in some quality aftermarket suspension and you’ll have a cracking good thing.
Yes, you should buy one.
The Pajero both when new and used, offers such a great balance of a vehicle.
Yes there are 4×4 wagons that will tackle tougher terrain, yes there are 4×4 wagons that are more comfortable and luxurious, but there are very few, if any 4×4 wagons that can match the Pajero’s wide ranging, “jack of all trades” abilities, while offering the same excellent value for money and the same mechanical reliability and longevity.
Obviously, there are abused and just worn out Pajeros available that should be avoided at all costs, and while it ticks many boxes, it’s not perfect. But for what the Pajero offers and are capable of for what they cost, we highly recommend them.
We feel the sweet spot of the range is a 2015 to 2017 NX in the GLS trim spec as it will give you everything you need with none of the pesky potential DPF issues.
If you are in the market, just make sure it checks out mechanically, do not buy an abused one, throw in some quality aftermarket suspension and you’ll have a cracking good thing.
Yes, you should buy one.
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Disclaimer
Information correct as of October 22, 2021.
The advice provided on this website is general advice only. It has been prepared without taking into account your objectives, financial situation or needs. Before acting on this advice, you should consider the appropriateness of the advice, having regard to your own objectives, financial situation and needs.
Read our full terms and conditions here.
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We wouldn't...
We'd be cautious
We would...