Selecting our Large 4WD SUV Comparison entrants was a relatively straightforward exercise. They were all to be derivatives of a utility, have a turbo-diesel engine, and dual-range four-wheel drive. The test was to determine which was best in a setting familiar to adventurous Aussie buyers – the great Outback trek – complete with a challenging route through the rugged Flinders Ranges. Compared here are the Ford Everest ($54,990), Holden Trailblazer ($52,490), Isuzu MU-X ($54,800), Mitsubishi Pajero Sport ($53,000) and Toyota Fortuner ($54,990). Read on to find out which wins, and why…
Leveraging heritage
Mitsubishi’s Pajero Sport transforms the tried and trusted Triton ute into a plush, family-friendly seven-seat wagon that will happily tackle unfamiliar ground. Or so is the idea.
From jam-packed school zones to the rugged Australian Outback, the Pajero Sport’s versatile capability is proof positive that the ute-based SUV is the car that keeps on giving.
And the Pajero Sport’s strong sales history echoes the case in support of Mitsubishi’s large SUV offering. In 2016 the Pajero Sport recorded 6238 sales, close to doubling the efforts of its segment rivals from Holden (3285), Ford (3614) and Toyota (3781). Isuzu’s MU-X, however, trumps all (7018).
When Mitsubishi launched its updated Pajero Sport in July 2016, it levelled the playing field with the addition of a third row of seating (GLS and Exceed only) to match the much sought-after versatility of its rivals.
With the exception of Isuzu’s top-selling but utilitarian MU-X, the Pajero Sport undercuts entry price of its rivals from Holden, Toyota and Ford by nearly $3000. The value equation gains more appeal when you consider the Pajero Sport’s extensive standard technology and safety kit.
Solid foundations
The diesel-only Pajero Sport range consists of three familiar models, GLX, GLS and the as-tested top-spec Exceed model.
A 2.4-litre four-cylinder turbo-diesel engine is common across the range, as is an eight-speed automatic transmission. Delivering 133kW/430Nm, it’s satisfactory where outputs are concerned – line-ball with the Isuzu but underpowered compared to the Toyota (130kW/450Nm), Ford (143kW/470Nm) and Holden (147kW/500Nm).
Riding on 18-inch alloys, the Mitsubishi runs a double wishbone/coil spring suspension arrangement with disc brakes all round. It features dual-range four-wheel drive, as well as locking centre and rear differentials. You’ll also find driver select Sports mode and paddle shifts.
As the lightest (2105kg) and dimensionally smallest SUV here it also offers the best turning circle on test (11.2m). Therefore the Pajero Sport certainly has manoeuvrability on its side, and the best braked towing capacity (3100kg).
It also boasts a five-star safety rating and class-leading CO2 emissions (212g/km).
Average fuel consumption is pitched at 8.0L/100km, placing this large SUV ahead of the pack. As-tested fuel averages tell a different story; the Pajero Sport was our least economical contender using an average of 13.3L/100km (versus Toyota 12.4, Ford 12.5, Holden 11.8, Isuzu 11.3).
The Pajero Sport comes with a solid five-year/100,000km warranty with service intervals pitched every 12 months/15,000km.
The road less travelled
With its avant-garde (read: polarising) exterior styling, the Pajero Sport stood out like white trainers in a sea of steel caps in the rugged Flinders Ranges,
However, it fast became obvious this ute-based SUV should not be underestimated. Aside from one flat tyre (one of three across the field on test), the Pajero Sport emerged from the rubble relatively unscathed. But off the beaten track, there was room for improvement.
The big Mitsubishi’s taut suspension works in its favour for suburban handling, but it hinders wheel articulation and overall off-road performance, leaving it feeling less flexible than its rivals.
The Pajero Sport’s electric steering also drew much criticism. On loose gravel it lacked communication, making the vehicle hard to place. Harsh vibrations could be felt through the wheel and seat base, making the Pajero’s ride comfort well below par.
The overall experience was likened by some to a Vibrabody workout, but on sealed surfaces the switch to two-wheel drive delivered a significantly different and softer feel.
Compounded by its average ground clearance (218mm), the Pajero Sport fell behind the pack when it came to traversing rutted terrain. Approach (30.0 degrees), break-over (23.1) and departure (24.2) angles, however, are in the ballpark of its on test rivals. Wading depth of 700mm is competitive in this company too.
Despite the aforementioned architecture challenges, the Pajero Sport’s sophisticated off-road technology showed strong form. Its downhill assist system demonstrated flawless self-regulation, while the eight-speed transmission (two speeds up on its tested rivals) made for an even spread of power.
Locked in low-range, the Pajero Sport rolled more freely than the more restricted revs of Ford’s Everest for example; something that may prove an issue in really tough going. It was otherwise more than capable of navigating intermediate off-roading.
Devilish details
With pen in hand and checklist at the ready, the Pajero Sport’s value equation is compelling. It ticks many boxes and has extensive safety and technology kit.
The infotainment package runs through a 7.0-inch touch-screen and features Bluetooth connectivity for audio and telephony with hands-free voice control, eight-speaker sound system with digital radio and Apple CarPlay/Android Auto compatibility.
Driver assistance technologies and safety kit is thorough, including hill start assist, front and rear parking sensors. There’s also a 360-degree camera, blind-spot monitoring system, adaptive cruise control and Mitsubishi’s forward collision mitigation system. Electrically-adjustable, heated front seats were a welcome feature on our fresh, three-degree morning starts.
Space and flexibility is good, but not great. Driver, front passenger and second-row occupants are well sorted, with generous space and good comfort. The third row offers plenty of access, but limited head and leg room. The flip and tumble seat mechanism is heavy and clunky to engage. Used every day it would annoy, but as an occasional seven-seater it does the trick.
The Pajero Sport falls short on cargo space, with a fruitless 131 litres to work with when seven seats are in play, growing to 1488 litres at full load capacity – the least on test.
Good enough
If it’s value for money you crave, you’d be hard pressed to look beyond the keenly priced and well-equipped Pajero Sport. Cheaper than its most logical rivals, it ticks the boxes for price, packaging and performance – and a plush cabin.
Let down by feel at the wheel and real-world fuel economy, the Pajero Sport is likely to divide buyers as they consider the head, heart and hip pocket. It’s very good, yes. but by no means a perfect all-rounder.
2017 Mitsubishi Pajero Sport Exceed pricing and specifications:
Price: $53,000 (plus on-road costs)
Engine: 2.4-litre four-cylinder turbo-petrol
Output: 133kW/430Nm
Transmission: Eight-speed automatic
Fuel: 8.0L/100km (ADR Combined)
CO2: 212g/km (ADR Combined)
Safety Rating: Five-star ANCAP