Mitsubishi Pajero 2014 Tow Test

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 updates 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’re intending to do with this all-terrain, medium-sized family wagon with up to three-tonne towing capacity.

It’s certainly bad news if you’re seeking the latest design, features and materials. While the Pajero continues to comfortably seat five adults plus two littlies in the third row, and boasts a relatively smart look inside and out, some cabin details are looking decidedly dated in relation to rivals.

Things like the dot matrix-style graphics for the trip computer display; two digital clocks located close to each other that in our case displayed different times; the aftermarket style MMCS infotainment touchscreen 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… something now found on even the of cheapest cars.

Latches and mechanisms for the fold-out third-row seats and second-row seatback 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 off-roader 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 telephony, 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 adjustable via a four-stage lever alongside the gearshift. Almost identical in weight and size to the top-selling Prado, it also offers 700mm fording depth, 36-degree approach and 25-degree departure angles, 225mm ground clearance and plenty of underbody protection.

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

However, while less impressive now on-road 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 around town. While it’s hard to hide the 2365kg bulk, it corners remarkably flat, and the steering response is quick enough for rapid changes of direction 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 misleading, as three tonnes is only possible when the towball download, usually restricted to 180kg, is boosted to 250kg. With most caravans having 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 and 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 was really only 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 forced the engine to 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 16.5 when towing on a mostly flat stretch of highway, and despite towing only 60 per cent of the maximum rated weight.

However, the Pajero proved 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 reasonably popular, with around 350 still sold each month in Australia. A well-earned reputation as a solid, dependable performer– barely a squeak or rattle was hard during our extended test – is backed by a five-year/130,000km warranty and five years of roadside assistance. The icing on the cake are the sharp drive-away deals currently being offered, including $60,000 for the VRX Pajero.

However, its limited appeal as a three-tonne tow tug combined with a healthy thirst while towing, mean there are better heavy duty 4x4 towing options for similar money including the Jeep Grand Cherokee and Isuzu MU-X.

Not so much:
>> Thirsty when towing
>> Low ball weight
>> Ageing interior