Tow Test: Mitsubishi Pajero 2014

I last drove a Mitsubishi Pajero in 2011 on a three day trip through the Flinders Ranges, where it proved both a capable off-roader as well as comfortable and stable high-speed tourer on sealed and unsealed roads.??

Almost three years later I’m once again perched up high in the driver’s seat of the tough Japanese four-wheel drive to see how it shapes up as a tow vehicle, and it all looks very familiar… ??

That’s because very little has changed in recent years for the ageing Pajero, which was last significantly updated in 2009 and is probably not due to be replaced for at least two years.

The most recent improvements for 2014 include minor safety tweaks that give the Pajero an all-important five-star ANCAP rating, while the V6 petrol has been dropped to create a diesel-only line-up for the first time.??

All of which is either good or bad news, depending on what you intend doing with this all-terrain, medium-sized family wagon. ??It’s certainly bad news if you’re seeking the latest design and features.

While the Pajero continues to comfortably seat up to five adults plus two littlies in the third row, and boast a relatively smart look inside and out, some aspects of the cabin are looking decidedly dated in relation to rivals.??

Things like the dot matrix-style graphics for the trip computer display; the two digital clocks in the dash that in our case displayed different times; the aftermarket style MMCS infotainment touch screen that frustratingly didn’t allow sat nav adjustments on the move, or the fact the Pajero doesn’t offer keyless starting or multi- adjustable steering… both now common on much cheaper cars.

Latches and mechanisms for the fold-out third row seats and second row tumble seats are also a bit clunky compared to similar set-ups in other vehicles.??

However, the good news is that you do get just about everything else you’d expect in a $60,000 vehicle in the VRX-grade Pajero tested here, including 18-inch alloy wheels, exterior door mirrors with turn signals and puddle lamps, automatic headlights with washers, rain-sensing wipers, partial leather seat trim, heated/powered front seats, Bluetooth, a reverse camera and rear parking sensors.??

As important, the Pajero with its independent rear suspension remains an impressive bush basher straight off the showroom floor, with the part-time four-wheel drive system easily put into play via a four-stage lever alongside the gearshift. ??Almost identical in weight and size to the top-selling Prado, the Pajero also offers 700mm fording depth, 36 degree approach and 25 degree departure angles, 225mm ground clearance and plenty of underbody protection.

There’s also a switch on the dash to lock the rear diffs if you really get stuck, although more modern electronic off-road technology like hill descent control is still missing.

However, while less impressive now than when Mitsubishi first switched from separate chassis to monocoque construction a decade ago, the Pajero remains one of the more civilised ‘true’ four-wheel drives on the bitumen. While it’s hard to hide the 2365kg bulk it corners remarkably flat while the steering remains low-geared for off-road crawling but responds nicely at speed.

In regards to overall refinement and ride quality, it lies somewhere between the Prado (good) and the Isuzu MU-X (not so good). But while the plusher and pricier Prado is generally quieter inside and has a more compliant ride, the Pajero isn’t too far off the pace.

So what about towing? The Pajero’s towing capacity was upgraded to three tonnes a few years ago now so it’s no surprise to see quite a few being put to good use around caravan parks and boat ramps. ??

However, in practice the maximum figure is a bit misleading, as three tonnes is only possible when the towball download is restricted to 180kg, though this can rise to 250kg if the trailer weighs 2500kg or less. With most caravans putting around 10 per cent of their weight on the ball,  there would be few cases where the Pajero could legally tow anywhere close to three tonnes.

As it was we hitched up an 1800kg caravan with 240kg towball download, which posed few issues for the Pajero. The Mitsubishi’s 147kW/441Nm 3.2-litre four-cylinder turbo-diesel engine delivers strong, relaxed performance under most conditions and towing was no exception, with acceleration from standstill particularly impressive. The five-speed auto only really forced to drop a cog or two on steeper inclines or when overtaking.

Cruising ‘solo’ the Pajero ticked along at 2000rpm at 100km/h, but the extra load made the engine work harder around 2500 revs, adding to engine noise and fuel use. ??As a result, fuel economy when towing was disappointing.

According to the vehicle’s trip computer, it more than doubled from 8.0L/100km solo to 16.5L/100km when towing on a mostly flat highway, and despite towing only 60 percent of the maximum.??

However, it did provide a solid, stable towing platform with little pitching or swaying evident, although the rear suspension did noticeably sag.  To rectify this Mitsubishi recommends fitting a weight distribution hitch which, while a good idea, could prevent the side-hinged rear door from opening, as there was little clearance over the drawbar without a load leveller fitted.??

Despite being long in the tooth, it’s not hard to see why the Pajero remains popular, with Australians still snapping up around 350 each month.  It's reputation as a solid, dependable workhorse – barely a squeak or rattle was hard during our extended test – is backed by a five-year/130,000km warranty and five-year roadside assist. ??

Also keeping sales ticking along are some sharp deals, with the VRX Pajero currently offered for $60,000 driveaway

However, its limited appeal as a three tonne tow tug combined with a healthy thirst while towing, mean there are better heavy-duty towing options for the money such as Jeep's Grand Cherokee or even the Isuzu MU-X.

MITSUBISHI PAJERO VRX 2014

??Engine: 3.2-litre four-cylinder turbo-diesel ?
Max. power: 147kW at 3800rpm?
Max. torque: 441Nm at 2000rpm?
Transmission: five-speed automatic?
Suspension: all-coil independent ?
Length: 4900mm?
Width: 1875mm?
Height: 1870mm?
Wheelbase: 2780mm?
Ground clearance: 225mm?
Kerb mass: 2325kg?
Gross Vehicle Mass: 3030kg?
Towing cap. unbraked/braked: 750kg/3000kg?
Tow ball mass maximum: 180-250kg?
Fuel economy (claimed): 9.0L/100km?
Price: $63,990 (MRRP)?