Why I’ll probably buy the new Mitsubishi Pajero

The next-gen Mitsubishi Pajero is a big deal right now, and it will continue to be a big deal for at least the next six to eight months as its local release approaches and the first examples start appearing on driveways. 

One driveway in particular the reborn 4x4 icon could eventually end up on is mine, and not just for a week as a routine press loan, but as a permanent fixture – provided it delivers. 

The new Paj has been copping a lot of heat online for not being a ‘true Pajero’ seeing as it sits on a Triton-derived ladder-frame as opposed to a monocoque platform like its predecessor.

It is ultimately a next-generation Pajero Sport, but at the same time it’s more than that; the Pajero Sport came out as a downsized, cut-price 4x4 wagon to sit beneath the full-sized Pajero and rival the Toyota Fortuner and Isuzu MU-X while the flagship went after the Nissan Patrol, Toyota LandCruiser and Prado.

The game has changed since then: the Fortuner’s gone, the latest Ford Everest exists as a ute-based Prado-killer and, crucially, Mitsubishi is without a full-sized wagon.

But that’s not why I’ll probably buy one, that’ll be because it SHOULD be a damn good all-terrain family bus.

I’m a huge fan of the retiring Pajero Sport and campaigned hard a few years back for my wife to buy one, but she had her heart set on a ute, so we compromised and got a ute (a Mazda BT-50 for those wondering).

Make no mistake, I love our BT – or ‘Bart’ as it’s affectionally known – and having a ute has come in immensely handy, but the time is coming for us to start considering our options for when kids come along (ideally not too far away at all).

The obvious choice would be an Isuzu MU-X since it’s just a wagon version of the BT-50, but the Muxy is starting to show its age and is nowhere near as good value as it once was.

The Toyota Prado is too expensive, the Ford Everest has a reputation for checkered reliability, the GWM Tank 500’s a bit dear, the KGM Rexton not capable enough, old Pajero Sport not big enough (and headed out the door) and the LDV D90 simply isn’t up to standard. 

That ultimately leaves the GWM Tank 300 Hi4-T (once it has its AT-1 tune) or the new Pajero.

The 300 is probably on the small side in terms of cargo space for a growing family prone to road trips and adventure, but the idea of 300kW/750Nm, emission-free commuting and huge off-road capability certainly appeals for less than $60K – the diesel’s fine, but the powertrain needs more finessing to live with indefinitely.

And so we’re left with the Pajero… provided Mitsubishi does a good job and prices it competitively.

The Pajero Sport did a lot of things right, as does the latest Triton, so it would be reasonable to expect the Pajero to follow the same trend and offer a savvy blend of refinement, reliability, capability and practicality, all backed by a tasty 10-year/200,000km warranty.

We know the Paj will be significantly bigger and more powerful than the dated Sport, is all but guaranteed to inherit the awesome SuperSelect II 4x4 system and supposedly nab a new, uprated eight-speed transmission.

Unconfirmed but hopefully essential local suspension tuning should deliver better dynamics than the Pajero Sport or Triton, which in turn just leaves the asking price.

To make an immediate impact, the new Paj will have to start from less than $58,000 plus on-road costs – the Pajero Sport GLX opened from $51,540 – even if it’s aimed squarely at the Prado and Everest.

If it can be had from $60K-ish drive-away and deliver on its potential… I’ll have some phone calls to make.

But if it ends up being rubbish, Mitsubishi will know about it.

Silver renders credit: Kolesa

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