2020 Mitsubishi Pajero Sport GLS review

What’s under the bonnet?

The same 2.4-litre turbo-diesel engine as the Triton, good for 133kW of power at 3500rpm and 430Nm of torque at 2500rpm.

It’s mated as standard to an eight-speed automatic transmission with enormous Lancer Evo-style paddle shifters affixed to the steering column, and the proprietary Super-Select II 4×4 system. We’ll discuss that in the next bit.

Mitsubishi cites excellent combined-cycle fuel consumption of 8.0 litres per 100km which, given the modest 68L tank, promises 800km-plus of range with careful driving. Urban commuting, heavy throttling, off-roading, or towing will blow that figure out.

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How does the Mitsubishi Pajero Sport drive?

To put the 133kW/430Nm outputs into context, the (soon-to-be-updated) 2.8-litre Fortuner and Prado have 130kW/450Nm for now, the Isuzu MU-X’s 3.0-litre makes 130kW/430Nm, and the 2.0-litre twin-turbo Everest has 157kW/500Nm.

But at 2.1 tonnes at the kerb, the Mitsu is the lightest the bunch, albeit only just lighter than the Fortuner and MU-X. It’s more than 200kg lither than the bigger and pricier Prado and Everest though.

All this is to illustrate that for most purposes there’s plenty of grunt to overtake easily or lug you up hills, and the eight forward ratios means the engine is rarely stressed or raucous. In fact, for a ute-based diesel 4×4 the Pajero Sport is fairly quiet and free of harsh vibrations (comparatively speaking). That’s good for urban buyers.

Mitsubishi cites a maximum braked-trailer tow rating of 3.1 tonnes, but we’d err on the side of caution with that figure. For a caravan, boat, or 2.2-tonne horse float it’ll do the trick. I’ve towed the latter before, and the drivetrain is fine, though the 45mm narrower body and shorter wheelbase meant it didn’t feel quite as stable as the Isuzu. Grey nomads take note.

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There’s a trailer stability assist function built into the stability control, which does a good job stabilising you in crosswinds or over uneven surfaces. You’re be doing well to get turned inside-out or jackknife. Grab a brake controller and tow kit and you’re set for the family getaways.

The hydraulic-assisted steering is well-weighted, neither too heavy and cumbersome nor too video-game-like, with consistent feel through the turn. And the 11.2m turning circle is small.

Other mechanicals include ventilated disc brakes at both ends, double wishbone front suspension with coils and a stabiliser bar, and a coil-sprung rear axle with three linkages at each wheel (not five as per the norm) and stabiliser bar to keep body wallowing in check on the straight-ahead.

It’s not the last word in suppleness, and an Aussie-engineered Everest blasts over corrugated gravel tracks and pockmarked B-roads more effortlessly, but the Mitsubishi Pajero Sport feels light and agile for the class (again, it’s all relative), tight in the body, and not too jarring over low speed nasties.

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Perhaps the most notable feature of the Pajero Sport is the Super-Select II 4×4 system, detailed more extensively in the video review posted at the top of this review.

The default 2H is rear-wheel drive, and there’s the usual 4-High mode with locked centre diff to fix front-to-rear torque flow, and 4-Low that activates the transfer case. But there’s also a 4H permanent AWD setting with open diff that can be used on normal roads, particularly when wet, snowy or gravelly, without you having to fret over transmission wind-up like older-school part-time setups.

There’s an additional rear diff lock to apportion rear-axle torque effectively to stave-off free-wheeling when the surfaces are super uneven, and various surface-specific switchable modes that adjust the throttle take-up and stability control lassitude. Fording depth is 700mm max, and clearance 218mm.

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How much does the Mitsubishi Pajero Sport cost to run?

The standard Mitsubishi Motors Australia factory warranty across most models is five years or 100,000km (whichever comes first). But at the time of writing at least, MMC was offering a seven-year/150,000km warranty plus four years roadside assist so long as you use dealer servicing.

The MY2020 capped-price servicing plan caps each of the first three services at $299 per visit, at intervals of 12 months and 15,000km.

So you should expect to pay $897 over the first three years or 45,000km, plus potentially extra for some consumables if they ‘go’, like brake pads, wiper blades, or wheel alignment. It’s the same story with most brands.

For what it’s worth, I know a few close friends and family with new Mitsubishis who’ve had good experiences with their local dealers. So if you’re not getting it too, then find the next-closest Mitsubishi retail site and try that.

CarExpert’s take on the Mitsubishi Pajero Sport GLS

The Mitsubishi Pajero Sport is not quite the relative bargain it once was, because its price crept up by $1000 (list) when the MY20 update lobbed, while its competitors went the other way: the Isuzu MU-X because it’s getting long in the tooth, and the Toyota Fortuner because it wasn’t selling.

But it’s far more refined and modern inside than the Isuzu, and its off-road system is cleverer, though I’d rather do long-haul towing in the MU-X. The Fortuner is due for a major overhaul soon, detailed here, but in the meantime the Mitsi wins that battle.

As ever, it’s not as capacious or as good at cushioning you from Aussie country road as the Ford Everest or Toyota Prado, but it’s significantly more affordable and has earned its position as a genuine competitor to this lauded pair.

I’d be hunting a deal on the Exceed personally, but if you’re looking for a family 4×4 that can tow and take you along some muddy trails, without scrimping on the modernity, I’d happily recommend you go kick the tyres.