Buying a used Mitsubishi Pajero (1987-2010)

Although there have been four Pajero body changes since the box-shaped machines of the late 1980s there are still plenty of the old ones running around.

In 1987, the popular box-shaped ND Pajero scored larger front seats, an automatic transmission option and a slightly larger, 2477cc turbo-diesel engine.

For 1988, the NE model came with the Aussie-built 2.6-litre petrol donk from the Magna sedan.

Model year 1989 NF and 1990 NG Pajeros saw the last revamp of the box-body vehicle, before a slightly more rounded body shape was introduced in 1991. The NF had a 2972cc fuel-injected V6 power option, in addition to the four-cylinder petrol and diesel engines.

The V6 sported a new three-link rear suspension, with coils replacing the leaf springs. The NG diesel sprouted an intercooler.

The model range was topped by EXE luxury versions in both two- and four-door bodies, while at the commercial end of the range, a five-seat two-door wagon was introduced.

In addition to a much more stylish and comfortable body, the NH featured Super Select transmissions on the GLX and GLS versions, giving the driver a choice of part-time or full-time 4WD operation.

The V6 engine had slightly higher power – 109kW compared with 105kW – but its peak torque of 234Nm was way up at 4000rpm, compared with the previous model's much more useful 228Nm at 2500rpm.

The V6-powered NG wagon was a better performing vehicle than the new-shape NH model which followed it in 1991.

The 1991 3.0-litre was revamped to produce more power and torque, but the newer engine had to rev much harder to achieve its maxima. Where the NG's V6 would slog along quite happily below 3000rpm, the NH powerplant needed a bootfull to achieve its best.

Off road, the older model outperformed the new one.

The 1991 NH lineup started at GL level with drum rear brakes and leaf-spring suspension in two-door and four-door variants, powered by either a carburettor 4G54 2.6-litre petrol engine or a 4D56 2.5-litre turbo diesel, with a five-speed manual transmission and part-time 4WD, using manual free-wheeling front hubs and steel split-rim wheels.

The GL's performance was no improvement over its predecessor.

GLX models with four-wheel discs and coil-spring rear suspension came in four-door guise only, powered by either the 6G72 V6 or the 4D56, with a five-speed manual or optional four-speed automatic transmission on the V6 model.

The Super Select transmission allowed full-time or part-time 4WD operation, so dirt and wet road handling was very good.

GLS models were available in two-door and four-door models, with petrol or diesel power and sported fat, cast aluminium wheels and integrated door trims, bumpers and wheel arch flares.

The new 4M40 diesel was naturally aspirated in the GL models, for outputs of 71kW at 4000rpm and 198Nm at 2000rpm, and turbo-intercooled in the GLX and GLS models for outputs of 92kW at 4000rpm and 292Nm at 2000rpm.

The Exceed's 6G74 four-cam V6 was good for 153kW at 5000rpm and 300Nm at 3000rpm.

Other mechanical changes were revised manual and automatic transmissions, plus improved ground clearance and roll stability at the front end.

The Exceed went like hell on road, but was very 'cammy' and needed to be fed a great deal on the throttle. It also needed premium unleaded.

The next Pajero upgrade came in September 1995, when the 3.5-litre engine was made standard in the GLS models and optional in the GLX. Apart from minor trim changes, the bodywork remained the same until the NM model release in late 1997.

There was a choice of 3.5-litre petrol V6 or 2.8-litre turbo diesel four engines. The 140kW and 303Nm petrol engine was by far the most popular choice, accounting for around 90 per cent of 2000-2002 Pajero sales.

The diesel was a carry-over from the previous model and its 92kW and 292Nm didn’t appeal to many diesel wagon buyers.

The other carry-over componentry was the Super Select 4WD system that offered two-wheel-drive or full-time-4WD in high range. The lockable centre differential was fitted with a viscous coupling that apportioned drive in a 33:67 front-rear ratio in 4H. GL models made do with a part-time 4WD system.

The automatic ’box available on all but the GL featured electronic logic control and a tiptronic-style manual shift mode.

Equipment levels were quite high, with a single-CD player standard across the range and a six-stacker in the Exceed and optional in the GLS.

The seven-seat GLX, GLS and Exceed models featured a foldaway third-row seat that dropped into a well in the cargo floor when not in use.

Mitsubishi emphatically fixed the Pajero’s inadequate diesel situation in mid-2002, with the introduction of a new 3.2-litre, twin-cam, direct, high-pressure injection diesel, with turbocharging and intercooling.

The new 4M41 diesel put out 121kW and 373Nm, which was enough grunt to put it ahead of all other wagon diesels except the turbo-diesel LandCruiser 100 Series.

The only downside of the new diesel was the high in-cab noise level. Later models had improved sound deadening that could be retro-fitted, but the diesel noise still permeated the cabin and still does, even on the current model.

Internally, the changes included a lap/sash seat belt for the middle position in the second row, as well as a 60:40 split seat layout, height-adjustable driver’s seat on GLX models, side airbags in the Exceed, plus a power-adjustable front passenger seat.

However, the big news in the NP range was the introduction of Active Traction Control on all variants, with Active Stability Control on the diesel versions. ASC wasn’t available on the petrol versions until the introduction of the electronic-accelerator V6 engines in late 2003.

The traction control package was part of an ABS option that added $2300-$2800 to the retail price.

The next upgrade was the 2004 model, with ABS, stability control and traction control standard on all variants.

In 2007 Mitsubishi restyled the Pajero’s controversial bodywork, eradicating the front mudguard moulding and reintroducing three-door variants as part of the NS range. Climate control air conditioning was standard on all variants.

Euro 4 compliant petrol and diesel engines were available. The LPG compatible, 3.8-litre, 24-valve V6 produced 184kW at 6000rpm (up 23 per cent on the previous engine) with peak torque of 329Nm at 2750 rpm.

The new diesel was a common-rail version of the ML Triton’s 3.2-litre, with 125kW at 3800rpm and 358Nm at 2000rpm.

In December 2008 the diesel was given a performance boost, to 147kW and 441Nm, with a corresponding lift in towing capacity to 3000kg, up from 2500kg.

Both engines could be mated to a five-speed manual or automatic transmission.

In November 2010 Mitsubishi added side and curtain airbags to every Pajero variant.

All monocoque-body Pajeros can have their touring range extended by a ‘limpet’ 60-litre auxiliary tank.

Mitsubishi engines were very reliable, but there were servicing tricks, such as the need to adjust the balance shaft drive chain on four-cylinder donks.

Beware of any pre-1998 Pajero with an LPG kit, because the Mitsubishi four-cylinder and V6 engines of the time weren’t designed to operate on gaseous fuels. Valve seat recession and/or valve failure are certain.

Underneath, box-shaped Pajeros have front suspension and steering wear spots, including the idler arm bushes and the anti-sway bar bushes. The lower control arm bolts can loosen, producing a groaning noise. At the back, the coil spring suspension can suffer from loose trailing arm bolts and bushes.

NH and NJ Pajeros were reliable machines with no serious problems, provided they were serviced regularly. Ground clearance has always been a problem, so bash plate damage at the front and dented fuel tanks at the rear are quite common. Tank dents can lead to cracks.

The torsion bar front suspension couldn't accommodate large-capacity shock absorbers, so the little units wore out fairly quickly; around 40,000km was average for on-off-road vehicles.

Live-axle Pajeros driven off-road often suffered from worn trailing arm bushes at the back end and early NHs given severe service have been known to pull out the axle tubes from their diff cases. Later production NHs and NJs had stronger rear axles.

There were problems with the NJ's 2.8-litre intercooled diesel; it sucked sump oil into the inlet manifold, draining the oil supply and frying the engine.

Monocoque NM-onwards Pajeros have proved to be solid on- and off-road performers that have few in-service problems. Any doubts about the strength of monocoque bodywork have been dispelled and there are suspension kits in the marketplace to beef up the independent back end for load carrying and towing.

Frontal bodywork isn’t strong enough to support a heavy auxiliary battery in the case of vehicles that are driven off-road, so a fridge battery is better placed in the cargo area.