Download Game Offroad Pajero Sport 4x4

Welcome to the world of the legendary SUV and off-road offroad 4x4: Oasis of the sand! Here is one of the most realistic simulator off-road driving the game. LOW KM DEMO WITH TOWBARThe Pajero Sport GLS has it all, size, comfort, luxury, great fuel economy, amazing off road ability and stunning looks This Pitch.

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Download Game Offroad Pajero Sport 4x4 2017
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Download Game Offroad Pajero Sport 4x4 2017

Four wheel drivers of Australia, we have good news. There’s another serious touring 4X4 on the market.

Mitsubishi has had a long and storied history in the off-road scene. The Pajero was one of the first vehicles to marry serious off-road capability with family-friendly dynamics at an affordable price, and today there are many owners who are on their fourth, fifth or even sixth Pajero. They’re rugged, they handle well, and while not ‘up there’ with the very best for off-road performance – the famous ‘Pajero salute’ is well known – they’re more than good enough for everyone bar the hardcore. Oh, and there’s all those Dakar wins, too.

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But the Pajero isn’t the only 4X4 in the Mitsubishi stable. There’s also the Challenger: One of several ute-based wagons. Basic, capable and cheap is what these wagon-utes are all about, and the Challenger was no exception. Didn’t matter, as us touring off-roaders don’t care much for luxury (particularly if it gets in the way of capability), so the Challenger found many a home with those looking for no-frills 4X4 fun.

But now the Challenger is no more. In its place, all hail the Pajero Sport. The name is similar to the bigger brother – but it’s a different vehicle. There are coils all round, independent suspension at the front; but the rear is a beam axle much beloved of traditionalists. It’s a slightly smaller vehicle (115mm shorter, but the Pajero has a rear-mount spare), 60mm narrower and 100mm lower in height. Some overseas variants are seven-seat, but it looks likely we’ll get five seats only as Outlander and Pajero both offer seven. And because none of you lot apparently care about petrol or manual transmissions, our sole option will be turbo-diesel auto. Mitsubishi says less than 5% of Pajero customers opt for manuals, so why bother?

Towing capacity is 3,100kg, same as the Triton; whereas the Pajero is 3,000kg (but really 2,500kg once you read the towball mass small print). The engine is a 2.4L diesel good for 133kW and 403Nm, and the gearbox is a smart eight-speed unit so you really will get the benefit of all those horses and Newton metres. The Sport payload is a ‘not bad’ 710kg or so. The exact Australian specs and pricing haven’t yet been announced, so this may change.

I got the chance to drive a Pajero Sport that was ‘close to Aussie spec’ ahead of its local launch, on a recent trip to Japan and the Toyko Motor Show. As usual with these things, the course was a pre-set affair you pretty much could have driven a Commodore around for the most part … but nevertheless a few things became apparent. The gearbox is very good, always in the right cog, and there’s plenty to choose from. The electronic hill descent system is also excellent, it works down to 2km/h and is light years ahead of the older systems. The handling, as far as I could tell around the course, is also above average; and in particular I was impressed with control at speed over large bumps. The car was entirely unloaded mind, but even so it’s a good base to start from.

Perhaps the most impressive part was the traction control, which I tested at low speeds over mounds that got the vehicle cross-axled up a slight incline. The electronics kicked in pretty much at idle, and braked the wheels in the air immediately – allowing very slow and controlled progress, helped by the rather good throttle calibration. Impressive stuff. There’s also a cross-axle rear differential lock, which is welcome; but the traction control is so good you won’t need it very often. And you won’t like the fact that you need to be nearly stopped to engage it either – ‘safety reasons’ apparently, but nobody could explain any further. Mitsubishi says that the traction control works on the front axle when the rear locker is engaged, but the terrain didn’t allow us to verify this. Let’s hope so.

The transmission is the usual Super Select which has a pointless 2WD system, all wheel drive, 4WD with centre diff lock, and low range with centre diff lock. The selector is a dial, not a lever; and we aren’t likely to see levers ever again, so kiss them goodbye. There’s a terrain selection system similar to Land Rover’s Terrain Response but it doesn’t seem to be as effective – something we’ll need to look at when we get an extended test on Aussie soil. Gears can be changed by the gearshift lever; or by paddle shifts which don’t rotate with the steering wheel (as should be the case on off-roaders, good work Mitsubishi). There are recovery points front and rear, too.

Cargo space is not a major plus point, so those looking for giant interiors will need to still consider the likes of the bigger LC200 or Discovery. About the only irritation was the release point for the full-sized alloy spare located too centrally in the cargo bay – try getting to that with a full load! I hope the aftermarket comes out with a wheel carrier, and that will solve the another problem I noticed which is that the 68L fuel tank is going to be too small (even with a light car at less than two tonnes with a modern engine and gearbox). So with the spare out the way, there will be room for a second fuel tank; and you’re set.

The interior is a standard five-seat setup, with a 40/60 rear split and tumble-forward seats. Nothing special, but one drawback is the second row centre seatbelt point is roof-mounted which will get in the way of cargo barriers and the like. The tailgate is one-piece lift-up. The handbrake is electronic, but there is a manual release if needed – via a tool stored next to the jack.

The Pajero Sport will be ahead of some of its direct competitors such as the Fortuner and MU-X because it has a lot of active safety such as autonomous emergency braking and forward collision mitigation … in case you get the brake and accelerator confused. The Everest has some of that too, but I am tipping the Sport will be much less expensive.

Overall, I was impressed with the general air of robustness on the Sport, its handling and its off-road creds. It’s great to see that Australia now has another wagon on the market which is a true off-road tourer.

Mitsubishi Pajero Sport Specifications:

The Australian pricing, trim levels and exact specifications will be confirmed in December when the vehicle is launched.

Engine	2.4L 4-cylinder diesel
Power	133kW @ 3,500rpm
Torque	430Nm @ 2,500rpm
Transmission	8-speed auto
Torque split	40/60 f/r
4WD system	Super Select II
Suspension	IFS, rear beam,
4 coils	2 x 95L and 1x 62L tanks
Park brake	Electronic
Fuel consumption (combined)	8
Fuel capacity (L)	68
Estimated range (km)	658
Length/width/height (mm)	4,785/1,815/1,800
Ground clearance (mm)	218
Turning circle (m)	11.2
Wading depth (mm)	700
Kerb weight (kg, approx)	2,000
GVM (kg)	2,710
Payload (kg)	710
Towing (braked)	3,100kg
App/ramp/dep	30/23/24
Power/weight (kg per kW)	15.0
Rear diff lock	Standard across the range
Terrain management	Yes
Seats	5
Safety	TBA (expect 5*)
Active safety	BWS, UMS, AEB
Camera system (some models)	Surround

Words and photography by Robert Pepper

By Fraser Stronach | Photos Mark Bean, 19 Sep 2016Road Tests

If and when Mitsubishi retires its Pajero, the Pajero Sport will be left to look after Mitsubishi’s fortunes in the 4x4 wagon market. Is it up to the job?

With the inclusion of a third-row seat to its relatively new Pajero Sport, Mitsubishi now has two off-road capable, dual range, three-row 4x4 wagons in its showroom, and they are both Pajeros.

It begs the question, why is the ‘old’ Mitsubishi Pajero – so long in the tooth – still around? And can the Triton-derived Pajero Sport step up to take its place? We’ve driven them side-by-side to find out.

When the revolutionary NM Pajero debuted in 1999 it was well ahead of its time. Indeed, even the Range Rover of the day, generally acknowledged as the innovator of the 4x4 world, still relied on traditional separate-chassis construction and live axles at both ends – it wouldn’t ‘catch up’ with the NM’s ground-breaking monocoque construction and fully independent suspension until 2002.

The NM was a complete departure from all previous Pajeros dating back to the NA of 1982, all of which had a separate chassis with a live axle at the rear, initially on leaf springs and then on coils. So what bought about the revolutionary change with the NM? In a word: Dakar.

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Mitsubishi first entered what was then called the Paris-Alger-Dakar in 1983 with its then brand-new Pajero winning both the Production and Marathon (production modified) classes with a near stock-standard vehicle. Two years later a modified production Pajero won outright, but by that time the writing was on the wall for production-based machines with the emergence of the purpose-built (so fast they had to eventually be banned) Group B rally cars, such as the Porsche 959.

To combat this Mitsubishi debuted its first built-for-racing Dakar prototype in 1987, the successors of which went on to win Dakar outright in 1992 and 1993. Wins in 1997 and 1998 were followed with a modified Pajero Evolution, effectively a limited-production homologation special loosely based on the earlier prototype cars and designed to circumvent new race regulations.

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Thinking what was good enough to win this most gruelling of all long-distance rallies should be tough enough for everyday use, Mitsubishi then set about building a new Pajero inspired and validated by its Dakar winners. Most significantly, the NM’s double wishbone front suspension and multi-link rear suspension were developed using the experience gained with Dakar-winning cars. For the suspension to work effectively, Mitsubishi turned to an all-steel monocoque construction as per the Pajero Evolution.

The NM’s monocoque was claimed to have an astonishing three-times the torsional rigidity of the previous Pajero’s body-on-chassis arrangement, while the fully independent suspension offered more wheel travel than the outgoing rear live-axle chassis.

The fact that 17 years later (see ‘Timeline’ sidebar p35) the NM’s basic platform still underpins the Pajero of today is proof of the soundness of the design and of the enduring value of motorsport as an automotive development tool.

As good as the Pajero’s chassis is there are hurdles ahead for its aging 3.2-litre diesel, due to ever-tightening exhaust emissions regulations. The now imminent Euro 5 regulation will be cleared by fitting a diesel particulate filter before year’s end, while Euro 6’s tougher NOx limits will require SCR (AdBlue) or similar technology on all diesel engines, especially an older design like the 3.2, by mid-2018.

Will that be the end of the Pajero as we know it? Officially the word is: “Mitsubishi Motors will continue to sell and make improvements to the current model for the foreseeable future”.

This may be true, but there’s much speculation that the Pajero won’t exist beyond Euro 6 and that Mitsubishi’s fortunes in the 4x4 wagon market will be left to the new Pajero Sport. Can the Pajero Sport fill the Pajero’s very big boots?

POWERTRAINS AND PERFORMANCE
THE Pajero Sport’s 2.4-litre diesel – a brand-new design and mated to an eight-speed automatic gearbox – is a world apart from the Pajero’s 3.2-litre diesel and five-speed automatic.

In very much a sign of the times the Sport’s small diesel comes close to matching the maximum torque of the one-third-bigger Pajero diesel by claiming 430Nm against the bigger engine’s 441Nm, even if it takes another 500rpm (2500 v 2000rpm) to achieve that maximum figure.

The 2.4-litre engine generates 133kW versus 147kW for the 3.2-litre, but tellingly the bigger engine has to rev harder to get to that peak power figure. Another way to look at the disparate technology on offer here is that a 3.2-litre diesel in the same state of tune as the Sport’s 2.4 would make 175kW and 570Nm. Sounds tasty, doesn’t it?

What’s crucial here is that the Pajero is a substantial 230kg heavier the Sport, and it lacks the advantage of the Sport’s additional and closer gearbox ratios. Pedal to the metal from low speeds there’s not much between the two, but once the Sport gets into its stride it’s noticeably quicker. The Sport’s smaller frontal area would also work to its advantage once you get to speeds (generally above 70km/h) where aerodynamics play an increasingly significant part in overall performance.

The Sport’s 2.4 is also quieter and smoother than the Pajero’s 3.2. In-line four-cylinder engines have an inherent dynamic balance problem – the bigger they are the more they vibrate, and there’s only so much balance shafts can do.

The Pajero’s general refinement also suffers against the Sport due to its now-old five-speed auto, which can’t match the fast, smooth and more ‘intelligent’ shifts of the Sport’s much newer eight-speed. With less weight to carry around and less air to push out of the way, it’s no surprise the Sport is also more economical.

RIDE AND HANDLING
THE Pajero Sport may be ‘new’ compared to the Pajero, but it relies on an ‘old-school’ separate chassis, which is not a surprise given it’s derived from a commercial vehicle, namely the Triton ute.

The Sport impresses with a ride that’s generally smoother and quieter than the Pajero. One of the benefits of body-on-chassis construction is that road noise and harshness is easier to isolate than with a monocoque, and you can certainly hear and feel that difference with these two.

In comparison, the Pajero has a firmer, sharper ride, but it’s tighter and crisper in its general road feel. It’s also more stable on rough roads, especially at higher speeds. Back-to-back with the Sport you can feel the Pajero’s Dakar breeding. Ironically, the Pajero feels sportier than the Sport.

OFF-ROAD
NEITHER the Pajero nor Pajero Sport are absolute leading edge when it comes to off-road performance, but both are still more than capable off-road and are certainly up to the demands of any keen recreational 4x4 enthusiast.

Despite being different at the very core of their respective designs the overall result of what they can do off-road is very similar, and they also get there in a similar way.

Both have Mitsubishi’s unique Super Select 4WD system, which is effectively a full-time system with the option of 2WD. The centre diff is a simple mechanical affair (no self-proportioning or self-locking) but the driver can easily lock or unlock the centre diff with a turn of the Super Select dial. For someone who knows what they are doing, Super Select is a great system.

Both the Pajero and the Pajero Sport also have a driver-switch++ed rear locker, but when the locker is engaged the traction control is cancelled across both axles, not just the rear. This means the locker isn’t always a benefit – sometimes it helps, sometimes it hinders.

The Pajero, with its fully independent suspension, is more dramatic off-road in terms of lifting wheels than the live-axle Sport, but it counters with significantly less front overhang, a little more clearance and better vision for the driver. The Sport comes back with a much deeper crawl ratio thanks to its eight-speed gearbox. Interestingly the two share a near identical wheelbase – the Sport’s 2800mm is just 20mm longer than the Pajero.

CABIN, ACCOMMODATION AND SAFETY
BEFORE you even climb aboard you can notice the generational difference. The Sport has a proximity key, so you only need it on your person for the car to unlock; with the Pajero you have to press a button on the key fob.

Once inside, the Sport has push-button start where the Pajero requires you to insert the key in an ignition switch. There’s no reach adjustment for the Pajero’s steering wheel, either.

But that’s where the Sport’s advantages, if indeed these things are advantages, end. The Pajero’s cabin is far more airy and spacious, and the driver’s space isn’t compromised by ridiculously wide centre console, which tall drivers will find annoying in the Sport as it impinges on leg space.

The Pajero’s second-row seat is also considerably bigger than the Sport’s, while the difference with the third-row is even more apparent. Where the Pajero’s third row will take adults, even if it’s a squeeze, a normal-size adult simply can’t fit in the Sport’s third row. In fact, the Sport’s third row is only really suitable for young children, and with the third-row folded away the Pajero has far more luggage space than the Sport.

The Sport comes with five seats in its base-spec model, whereas all three Pajero grades have seven seats, which helps to redress the balance if you don’t need seven seats.

All Pajero and the Pajero Sport models have five-star ANCAP safety, despite the top-spec Sport being fitted with high-end safety equipment like autonomous braking – another sign of the inadequacy of the current ANCAP system.

PRACTICALITIES
BOTH have similar tow ratings (3100kg for the Sport; 3000kg for the Pajero), a practical and identical wheel and tyre spec (265/60R18), and a full-size spare. While a 20-litre bigger fuel tank (88L v 68L) is a bonus for the Pajero and more than compensates for its extra thirst.

Both have practical engine bays, though there’s more space for an extra battery under the bonnet of the Pajero than the Sport. The Sport counters by drawing its intake air from the inner guard, whereas the Pajero’s air intake is under the bonnet lip – although the engine is protected by a water drain between the intake and the air filter.

SUM UP
YOU only have to look at the current pricing to see the most expensive Sport, even with its far more extensive equipment list, is cheaper than the base-spec Pajero.