Mitsubishi Pajero VRX Diesel
Between the credit crunch and petrol prices, four-wheel-drives haven't exactly been the flavour of 2009. Sales of large off-roaders slid 45 per cent last month compared with January last year and luxury off-roaders also had a painful sales downturn.
But that hasn't slowed the model activity. Mitsubishi is the latest maker to respond with a mild update to its venerable Pajero, one of the determined stalwarts of the "proper" 4WD brigade.
Some small styling tweaks, additional model variants and new equipment aim to freshen an ageing but proven design.
What do you get?
The Pajero is still available as a three- or five-door wagon, with the latter accounting for most buyer interest. A suite of models - GL, GLX, GLS, VRX and Exceed - encompasses a price range starting at $43,990 and winding up at $74,790. All models come with climate control air-conditioning, a neat trip computer, dual airbags, anti-lock brakes and a stability control system. On the more healthily equipped VRX we tested, an automatic transmission is standard, as are alloy wheels, seven seats, a rear air-conditioning system, rear parking sensors, a powered driver's seat and leather seats with front seat heaters.
Then again, the $63,990 list price is creeping into luxury territory and that's before you add the $2500 satellite navigation system, which incorporates a reversing camera. The colour screen has plenty of features but it's not what you'd call user-friendly.
How safe?
The Pajero comes with dual front airbags, anti-lock brakes and stability control. Some models, including the VRX, get front, side and curtain airbags, which can offer life-saving head protection in a side impact. It scores a respectable four out of five stars for occupant protection in NCAP testing.
What's inside?
The basic design of the current Pajero has been around for nine years, so it's no surprise its age is beginning to show. Grey plastics dominate the dash and there's the occasional mismatch between various finishes.
Functionally, though, it works well. There are a couple of cupholders between the front seats, doubling as handy storage for odds and ends. The covered centre console is also commodious.
Wheel arches form part of the rear-door openings but it's easy to dodge them when clambering inside. The floor is flat and quite high, so adults may feel their knees sit higher than is natural, but head room is generous.
Vents feed air to all three rows (the Pajero seats seven)and the VRX comes with separate controls for the rear outlets. Getting to the third row requires flipping the seats and squeezing through a small aperture, which suggests the rear-most pews are best left to little ones.
Disappointingly, there's only a single child-restraint hook fitted as standard and the swinging rear door can be heavy if the car is parked on a hill or angle.
Under the bonnet
The 3.8-litre V6 is unchanged with the latest Pajero, producing 184kW. It's a different story with the 3.2-litre diesel, which gets a power boost of 18 per cent (for 147kW in total) along with an impressive 13 per cent reduction in fuel consumption, to a claimed average use of 9.2L/100km.
Selling for $2000 more than the V6 (or $2500 for VRX and Exceed models) the diesel is mated to a 5-speed auto transmission that is otherwise a $3000 option on more affordable variants.
There may be increased sound-deadening on this revised model but that hasn't muted the rattly engine. There's a noticeable chugging, especially when it's cold, and under way you're constantly reminded there's a diesel beneath.
If you can ignore that, though, there's muscular torque (441Nm from just 2000rpm) that makes light work of hills and loads.
In two-wheel-drive the Pajero can wake the traction control system; on one occasion it took a second or two to find its feet before restoring respectable acceleration.
On (and off) the road
The Pajero has a bet each way with its core construction. It sits on a car-like monocoque frame and has independent suspension all around, a combination that only a decade ago was sneered at by serious off-road drivers.
But it also boasts a healthy degree of off-road ability, bringing rugged underbody protection and decent wheel articulation for rocks and other obstacles.
One sore point is the noise transmitted into the cabin through the suspension. Over heavily corrugated roads it can be boomy and raucous. But the suspension design also provides assurance on dirt roads at higher speeds, helping control the 2.3-tonne body while ably absorbing imperfections.
On bitumen - where, let's face it, most Pajeros will spend the majority of their time - you're reminded of the bulk beneath. The tyres let out a yelp on smooth hotmix surfaces and the steering doesn't have the agility of smaller off-roaders. The ride, too, while composed at higher speeds, feels less sympathetic around town.
Verdict
Rating the Pajero in many ways depends on how you intend to use it. If you're not planning to go off-road, you'll be wasting decent off-road ability. What it lacks in modernity it makes up for with solid engineering and ability, albeit at the expense of refinement, both in the suspension and revised diesel engine.
It's not a city-friendly 4WD by modern standards but it can at least hold its own in both outback and bush settings, straddling both duties with aplomb.