CHALLENGER MARK III?

LIKE THE TRITON, THE PAJERO SPORT TRIUMPHS THE ‘GOOD THINGS COME IN SMALL PACKAGES’ CAUSE.

MITSUBISHI has being building a wagon based on the Triton ute since 1996, and in some parts of the world it was called a Pajero Sport right from the get-go. In Australia, however, it was called the Challenger through the first two generations, with the Pajero Sport name only adopted here for this latest model that arrived in late 2015 off the back of the then newgeneration Triton.

Despite its name the Pajero Sport has little to do with the current Pajero and, in fact, any Pajero for nearly 20 years, as the Pajero is a monocoque with fully independent suspension whereas the Sport has an old-school separate chassis and live rear axle.

When it arrived in 2015 the Pajero Sport was only available as a five-seater, but third-row seats were introduced on mid- and top-spec models in mid-2016. The Pajero Sport’s latest update has seen automatic emergency braking and radar cruise control, features previously exclusive to the top-spec Exceed model, become standard across the range.

POWERTRAIN AND PERFORMANCE

THE PAJERO Sport shares the same 2.4-litre four-cylinder diesel as the Triton, an all-new engine in 2015. It boasts Euro 5 compliance and claims more power and torque than the older 2.5-litre diesel used in the Challenger and the previous generation Triton.

The 2.4 is a modern all-aluminium design with variable valve timing, a relatively low compression ratio (for refinement and lower NOX), high-pressure common rail injection and a low inertia variable geometry turbocharger. Surprisingly for a relatively small capacity four it also employs counter-rotating balance shafts for improved smoothness.

On the road the engine delivers on this promise of modernity and is quiet, smooth and refined. Despite its smaller capacity it claims the same maximum torque (430Nm) as the 3.0-litre in the MU-X but needs 500rpm more to get there; not achieving its maximum torque until 2500rpm, an unusually high figure for a modern diesel. Surprisingly, however, it reaches its slightly stronger (133kw vs 130kw) maximum power figure at slightly lower revs (3500rpm vs 3600rpm) than the notably bigger engine in the MU-X. Given the similarity in the power and torque claims you would expect the two to offer similar get-up-and-go, but the Pajero Sport benefits from lower overall gearing and a tighter ratio spread from its eight-speed automatic. It’s also more responsive in give-and-take driving.

Unlike all other wagons made from utes the Pajero Sport doesn’t share the gearbox of its donor ute, in this case the Triton’s five-speed automatic. This is a good thing, as the eightspeed is a notably slicker and smoother shifting gearbox than the Triton’s now dated five-speeder. The refinement of the Pajero Sport’s eight-speed auto also compliments the refinement of its engine, giving the powertrain a general feeling of sophistication the MU-X lacks.

HANDLING AND RIDE

THE PAJERO Sport’s full-time 4x4 is also more sophisticated, offering more confidence and grip on any wet or loose road surface, as well as the convenience of being able to drive on a variety of wet or dry, sealed or unsealed roads without having to think about whether to shift into ‘high four’ – as you need to do with a part-time 4x4 system like that of the MU-X. The Pajero Sport feels smaller than the MU-X (namely because it is) and generally more agile in the way it handles and steers. A more connected steering feel than the MU-X also helps in making it a more sporting drive.

OFF-ROAD

LIKE the MU-X, the Pajero Sport’s wheel travel, an all-important off-road attribute, is more modest than good; likewise the calibration of the electronic traction control, which could be more effective in difficult off-road conditions. The Pajero Sport does, however, have a driver-switched rear diff lock, but the trouble is engaging the locker cancels the electronic traction control on both axles, so it’s not always beneficial.

The end result is off-road performance generally on a par with the MU-X; although, the Pajero Sport is a bit more manoeuvrable and handy in tight spots and has less front overhang. In a notable and most welcome departure from the Triton, the Pajero Sport’s engine air intake is via the inner mudguard rather than under the bonnet lip. All Pajero Sport models come with 18s but will take 17s from the Triton, which opens up the options in terms of more off-road-orientated tyres than the standard items.

CABIN AND SAFETY

THE PAJERO Sport’s cabin is noticeably smaller than the MU-X, something you notice in all three rows of seats. Thankfully Mitsubishi has addressed one problem with the driving position by adding soft trim on the side of the centre console, where previously the hard trim would press against the left leg of a tall driver. It does have tilt and reach steering wheel adjustment, though, something absent in the MU-X. Put three adults across the rear seat of the Pajero Sport and you’ll also notice how much narrower the cabin is and that the third row isn’t adult-friendly as the MU-X’S.

Like the MU-X, the Sport has a five-star ANCAP safety rating. All models have automatic emergency braking and the Exceed gets blindspot monitoring, safety features not found on the MU-X.

PRACTICALITIES

THE PAJERO Sport offers a five-year warranty, four-year roadside assistance, three-year capped-price servicing and 15,000km/12month service intervals.

The Pajero Sport has a smaller fuel tank than the MU-X (at 68 litres it’s the smallest in the class), which means the better part of 100km less touring range given both return similar fuelconsumption figures. However, the Pajero Sport has a nominally higher tow rating (3100kg vs 3000kg) and payload. Factory accessories include an aluminium bullbar and snorkel, with a broader range of 4x4 accessories available via the aftermarket.