Mitsubishi Pajero Sport 2015 Review

Mitsubishi Pajero Sport
Local Launch Review
Port Stephens, NSW

The new eye-catching presentation and enhanced safety technology (in the top-spec Exceed at least) arguably trumps its rivals, except perhaps the techno-laden Ford Everest. While the sharp, mid-$40K starting price undercuts most of the ute-based SUV competition (for full pricing and specifications, see our product news story).

The questions remaining were, given our initial off-road-only test, how well the new Triton-based SUV drives on the bitumen. And whether it’s a significant improvement on the truck-like Challenger, and a serious rival to the likes of Everest and Fortuner.

The good news for prospective buyers is surprisingly well, in answer to the first question, and a resounding yes to the second.

Like the impressive Ranger-based Everest, the Pajero Sport hides its commercial origins well, whether gliding down the freeway at 110km/h or tackling the sand dunes and fire trails around Port Stephens, as was the case during an eclectic drive program at the local launch.

As far as big, boofy body-on-frame off-roaders go, it proved a very comfortable, capable and composed vehicle in a range of conditions, with only a few minor shortfalls.

It certainly feels more stable as well as agile in corners than its predecessor, with body lean that’s well controlled and crisper turn-in aided by a faster steering ratio for the otherwise light, power-assisted hydraulic steering.

Only when pushed harder does the rear-end feel less connected and out of sync with the front, betraying the ladder frame chassis underpinnings, but overall Mitsubishi has done a fine job on the revised, all-coil suspension making it feel smaller and less bulky than its almost 2.1 tonne and 5.0m long (in top-spec Exceed grade) bulk would suggest.

Ride quality is also impressive, with only rougher bitumen sections and dirt roads delivering some harshness and feedback through the steering wheel and cabin. While never a major issue, at least for the driver, compliance levels are more top-spec Everest with its less forgiving, low-profile tyres than the softly sprung, bump soaking MU-X – the compromise for decent on-road handling. Though the Pajero Sport’s well-padded seats cushion some of the impact which was most noticeable in low-speed rough terrain.

The tight 11.2m turning circle aids manoeuvrability in car parks as well as narrow bush tracks while big ventilated disc brakes all-round offer decent feel as well as stopping power.

Engine noise from the Pajero Sport’s Euro 5 compliant diesel engine is well suppressed, with only some diesel grumble noticeable when the engine is cold or under hard acceleration. High revs are rarely required though, as there’s plenty of refined, accessible grunt on tap at low engine speeds. With improved aerodynamics, there’s just a hint of wind and tyre noise during highway cruising.

The silky-smooth Aisen eight-speed auto transmission is perfectly suited to the task, ensuring the right gear at the right time to make the most of the 430Nm and 133kW on tap from the 2.4-litre, four-cylinder engine.

While maximum torque is at 2500rpm, a nice spread of gear ratios ensures the engine ticks along between 1500- 2000rpm in most driving conditions. There’s also no issue holding onto higher gears under light throttle, allowing decent acceleration between 80-110km/h without the need to downshift.

The under-stressed performance is good news for those concerned about the Pajero Sport’s relatively small 68-litre fuel tank. A mostly bitumen section including highways and country roads delivered a best consumption of 8.2L/100km, while adding in a 50km-odd off-road route including some low-range crawling boosted fuel use to a still respectable 9.5L/100km. That’s a theoretical range of around 700km in ‘real world’ conditions.

The stylish and spacious new interior also pampers its front occupants with good headroom and elevated seating, and multi-adjustment for the multi-function steering wheel and driver’s seat that allows for relaxed, extended stints behind the wheel.

Plush seats and extra silver finishes take the Triton dash presentation up a notch, as does the large, tablet-like touchscreen and easy-to read digital instrument cluster.

The Mitsubishi’s infotainment system is one of the best in class, with an appealing interface instantly familiar to any Apple or Android smart-phone user. We easily hooked up an iphone to Apple Carplay via USB cord to play music and access various apps. It’s worth noting that unlike conventional satellite navigation the mapping feature essentially requires an internet connection, so there’s the potential to lose the guidance function if out of mobile phone range.

The new electric parking brake is another neat feature though it has to be manually disengaged before driving off.

Our main ergonomic gripe with the striking new dash design is the silver storage ‘spears’ running down both sides of the centre stack that intrude on valuable passenger and driver leg space.

Rear-seat passengers are less pampered compared to rivals, with no air-con vents or USB/12V sockets accessible to rear passengers, even in the top-spec Exceed. However, there are two 12V and a USB/HDMI sockets up front, and a 12V outlet in the rear cargo space.

While the rear seats are nicely contoured with reclining backrests, taller adults could struggle with both head and legroom space depending on who’s sitting up front. There’s even less headroom in the centre rear seat thanks to a bulge in the headlining.

But the upside of not having a third row of seating in the Pajero Sport is the cavernous rear cargo space, only spoiled by a roof-mounted seatbelt restraint for the rear centre seat. But unlike its seven-seat rivals an optional cargo barrier can be fitted to maximise the space. There are ISOFIX child restraint points on the two outboard rear seats, which tumble forward rather than slide. But the Pajero Sport misses out on an automatic opening function for the rear tailgate.

The new Mitsubishi safety tech available only on top-spec Exceed also widens the Challenger’s appeal, especially blind-spot warning and the excellent bird’s eye, 360 degree display. Luckily, we didn’t get to experience the Ultrasonic Mis-acceleration Mitigation System (UMS) which takes action to prevent a collision if the driver mistakenly presses the accelerator when stationary or at low speeds. Unlike the Everest, there’s no active cruise control available though.

The Pajero Sport’s striking new face and dramatic, cascading tail-lights may put off some burly off-road types, but it does set the Pajero Sport apart on the road and should appeal to the non-SUV buyers that Mitsubishi is targeting for the first time.

But any perceived shortcomings of the Pajero Sport must be seen in context of its pricing, which sits below all its main rivals save the 2WD Isuzu MU-X. Adding to the mix is competitive fixed priced servicing and a five year/100,000km warranty.

If you don’t need seven seats and want a big off-roader that’s also liveable around town, the Pajero Sport shapes up as a strong value proposition.

Whether it’s a better choice than some of its rivals, we’ll have to wait for the results of our next ute-based SUV comparison in late-January. It’s shaping up as a closely fought contest.

2015 Mitsubishi Pajero Sport pricing and specifications:


Price: $45,000-$52,750
Engine: 2.4-litre four-cylinder turbo-diesel
Output: 133kW/430Nm
Transmission: Eight-speed automatic
Fuel: 8.0L/100km CO2: 212g/km
Safety rating: Five-star ANCAP

Also consider:
>> Isuzu MU-X (from $40,500 plus ORCs)
>> Holden Colorado 7 (from $47,990 plus ORCs)
>> Toyota Fortuner (from $47,790 plus ORCs)