Presentation of Mitsubishi Pajero


Dear all-terrain vehicles are not the first year popular with very wealthy citizens of Russia. They have become a kind of symbol of prosperity and, if you like, a certain caste affiliation.


As a rule, they are purchased from us in the richest configuration, with an abundance of additional equipment, in order to make it clear who is the owner of such a machine. Pajero is no exception. True, for some time now the market has seen a decline in demand for this model, which is understandable: the latter, and even its insignificant update, was in 1997. And here is the long-awaited "Pajero III" - first at the Tokyo, and then the Detroit and Geneva motor shows.


The car has changed, and thoroughly, as the magazine already wrote about this year (ЗР, 2000, No. 2, p. 50). In particular, that new engines appeared. The head of the range is a 3.5-liter 24-valve V-shaped GDI six (with direct fuel injection into the cylinders) with a capacity of 202 liters. with. Another novelty is the 3.2-liter D1-D turbocharged diesel engine, direct injection and intercooler.

Recall other changes. Pajero III has a new body with an integrated frame. This design allows not only to increase the bending and torsional stiffness, but also to lower the center of mass, which is very important for an all-terrain vehicle. Noteworthy is the new rear suspension - independent, multi-link.

We especially note the changes in the drivetrain: its current version, Super Select 4WD-II, is equipped with an electronically controlled transfer servo. The planetary center differential controls the distribution of torque along the axes: it doses the torque to the front and rear axles in a ratio of 33:67. A viscous coupling allows you to automatically change the distribution of torque between the axles up to 50:50.

The new "Pajero" is equipped with a five-speed automatic transmission INVECS II Sports Mode, which makes it possible to change gears manually, thus combining the advantages of "mechanics" and "automatic". The know-how of the company - a carbon fiber propeller shaft develops in case of serious collisions - this is how the developers protected the fuel tank and rear passengers from damage.

Outwardly, “Pajero” has changed quite noticeably, but at the same time has not lost its individuality. Like a person who has crossed a certain age barrier, he added solidity to his energetic appearance, if you like - solidity: he has grown noticeably, got heavier or something. In short, the Mitsubishi Pajero has matured. Especially when it comes to the five-door car.

The short, three-door version is another matter: here plastic surgery had a different orientation: to make the car more proportional, more energetic, unlike its more capacious brother. And it completely succeeded.

The new body of both versions increased internal volume. A solid supply of space above the head and sides, an exquisite combination of wood, expensive varieties of leather, high-quality plastics - what else is needed to feel like a successful person.

The driver’s seat captivates not only a spacious, comfortable, well-distributing seat. You take for granted the excellent range of adjustments (electrical or mechanical, depending on the configuration). And what is the chubby steering wheel, which itself falls into the hands. I remember that in the previous Pajero, the driver did not feel so at ease. In the middle of the dashboard appeared liquid

a crystalline display screen with indications of a trip computer, data on the stereo system mode, outdoor temperature, etc. To the right of the driver are two levers - a gearbox and a transmission control. Both became shorter, despite the fact that the ranges of their movement, both for mechanical and automatic gearboxes, are optimized.

Want to be a passenger? In the back seat - the same spaciousness, enough space for legs and head. Even in the short version you are completely free. Only one serious “but”: the seat cushion is clearly low - it is inconvenient and does not favor a long journey.

In the trunk of the long-base Pajero, a third row of seats is found. They look like a toy, although two headrests hidden in the back door should hint at full-fledged passenger seats. If you use the trunk for its intended purpose, the seats are easily cleaned, forming a single unit with the floor of the cargo compartment (by the way, very capacious). In the "short" "Pajero" the trunk is much more modest, but still roomier than the previous version.


Most of all I want to try, of course, the most powerful gasoline version of the five-door Pajero

The motor immediately captivates with its excellent “moment” characteristic. Touching - almost at idle. From 1000 rpm it is already smooth, without jerks and jerks, confident acceleration. And so on all gears up to 5000–5500 rpm. The nature of the engine is so balanced that on the highway, and in the city you can manage with V and IV gears - the rest are needed only when starting off and on winding mountain serpentines. With an energetic driving style, the motor may even seem spineless - it does not have bright, sharp grabs revered by unnecessarily temperamental drivers. Still, the new GDI Six is ​​good. Even the long-wheelbase “Pajero” without problems accelerates to 160–180 km / h on the autobahn, and on a three-door car, the speedometer needle “fits” effortlessly onto two hundred

kilometer mark.

High-speed diesel capabilities are clearly more modest. Already at 160 km / h you feel a decrease in the acceleration rate - it becomes obvious that the limit is somewhere close. The character of the diesel engine is partly dictated by turbocharging. Up to 2000 rpm, he reacts lazily to the movements of the accelerator pedal, then suddenly shows remarkable temperament, and again calms down to 4500 rpm. All this makes the car alive, mobile, you just need to change gears more often.

The new Pajero liked the brakes. The pedal has almost no free play, and the deceleration is controlled by changing the effort of pressing the pedal. Everything is so clear that there has never been an error during braking for the entire multi-kilometer route.

Not bad "Pajero III" and comfort. The leader here is a long-wheelbase, with a gasoline engine. On the pavement, its suspension perfectly fulfills all minor irregularities and gentle waves. It feels like it’s almost a car, which, incidentally, can’t be said about the Mitsubishi all-terrain vehicles of previous generations. Compared to the gasoline version, the diesel is clearly tougher. He reacts more energetically to irregularities, taps tires more actively at the seams and joints. This is the price for stiffer diesel springs. There is a special conversation about the “short” “Pajero”. He literally fascinates the riders with the transfer of small irregularities to the steering wheel and the car body, and “waves” are much more noticeable in it. This is a true all-terrain vehicle, in its suspension, it seems, not only the springs are “tightened”, but also the shock absorbers.

The new rear suspension not only improved ride, it radically changed handling. The previous "Pajero" was characterized by large banks, smeared, fuzzy reactions - very characteristic features of many large all-terrain vehicles. Now the car has become different, it captivates with the collectedness and accuracy of responses to the actions of the driver. But there are modes in which the reaction of the machine you perceive even as unnecessarily “passenger”. Especially with this the five-door gasoline version sins. At speeds of 100-120 km / h, the Pajero is too sharp, which makes it very careful to control the steering wheel, which is very inconvenient when changing lanes and in gentle turns. By the way, neither the diesel engine nor the koroboobaznik do not sin by excessive sharpness of reactions.

And one more thing. Surprised by unexpected vibrations, and it was on long-wheelbase cars. As soon as the speedometer needle approaches 100 km / h, an unpleasant transmission hum appears, which develops into a vibration. Just press the clutch pedal and the noise disappears. All this continues to 120 km / h. That this is a mystery, but the short-base version of such puzzles did not throw up. Strange, for the rest, the Pajero turned out to be very comfortable.


I couldn’t try real dirt. Our Pajero worked on Spanish mountain lanes and a special off-road track, demonstrating mainly geometric cross-country ability and maneuverability. Both that and another at the new car "at the level". But something else came to light. Like on the plain, diesel disappointed on mountain streamers. Its “supercharged” character did not allow accurately dosing the torque on the drive wheels, which naturally required the early inclusion of the demultiplier. The gasoline engine, on the contrary, pleased with its excellent high-torque performance, allowing it to "pull on" in the second gear where the diesel engine categorically did not go even in the first one.

The stiffer suspension of the short-wheelbase version on the road to the vibration on the steering wheel added a fair amount of jolting on bumps. So in the field, the five-door Pajero petrol turned out to be the most comfortable again. “Tests” for cross-country revealed another drawback: the lever that controls the capabilities of the transmission does not very accurately inform the driver about the inclusion of a particular mode. In the heat of struggle with rough terrain, problems arose with the clarity of inclusions.

Power schemes of the body. There are no more frames, as such!


Of course, the Mitsubishi Pajero III is superior to its predecessors. It is not only more economical and environmentally friendly, but also better adapted to current requirements. Its assets include comfort, capacity, the possibility of transforming the interior, the best ergonomics and excellent driving qualities.