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2027 Mitsubishi Pajero review: Off-road quick drive

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The new Mitsubishi Pajero hype train keeps on rolling.

We're tantalisingly close to the official Australian launch of the fifth-generation Pajero, which Mitsubishi still expects to happen just in time for Christmas.

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We drove it in Japan the day after its global reveal in early September, albeit only briefly on-road at a proving ground, so now it's time to drive it on Australian soil for the first time.

'Soil' is the key word there – Mitsubishi still only has pre-production models on the ground locally, and media aren't allowed to drive them on public roads. That means our first local off-road drive impressions remain limited.

The Japanese auto brand invited motoring media including CarExpert to sample the new Pajero at the Eagle View 4WD Park outside Adelaide for a quick off-road preview. Only two Pajero GSR flagships were on hand to drive, but they were bolstered by a pair of Triton utes and a previous-generation Pajero for reference – two very useful yardsticks to measure Mitsubishi's new flagship SUV against.

The Pajero-Pajero link is obvious, but the Pajero-Triton relationship is slightly less so if you haven't been keeping up with Mitsubishi's slow-release reveal campaign. If that's the case, here's a quick refresher.

Unlike the ladder-frame reinforced monocoque construction of the previous two Pajero iterations, the new model is a body-on-frame SUV utilising a heavily modified version of the Triton's ladder-frame chassis. Mitsubishi says this was chosen to balance off-road capability and on-road comfort, but it was presumably also cheaper than developing an all-new platform – unibody or otherwise.

Of course, it has a different body and interior, and it's powered by an updated single-turbo version of the Triton's 2.4-litre bi-turbo diesel engine. All that may sound more Pajero Sport than Pajero, but Mitsubishi is adamant this big new off-road SUV deserves one of the Japanese brand's best-known nameplates.

So let's find out if it does.

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How much does the Mitsubishi Pajero cost?

Positioned as Mitsubishi's new flagship SUV, the Mk5 Pajero is priced towards the top of the mainstream large off-road SUV segment, starting at $68,490 before on-road costs.

The base five-seat GLS is slightly pricier than the cheapest five-seat Ford Everest with full-time four-wheel drive, and both are way more expensive than the most affordable four-wheel drive Isuzu MU-X. But the base Toyota Prado is still far more expensive than them all.

However, things change at the top of the lineup. The Pajero GSR costs more than the flagship Everest Platinum, which is priced at $82,917 plus ORCs, and much more than the flagship MU-X at $77,100 plus ORCs. The Prado Kakadu exceeds all of them by a sizeable margin, priced above $100,000.

It's also worth mentioning the new diesel GWM Tank 500, which currently tops out at $71,990 drive-away.

For further context, the top-spec previous-generation Pajero Exceed Final Edition was priced at $63,490 before on-road costs in 2021, or roughly $76,000 in today's money, adjusted for inflation.

To see how the Mitsubishi Pajero stacks up against the competition, check out our comparison tool

What is the Mitsubishi Pajero like on the inside?

Pajero nameplate and history aside, this cabin is a huge step forward for Mitsubishi.

The pictures really don't do it justice, because from the moment you hop in, the proportions feel spot-on. Even the slabby dashboard and huge touchscreens don't feel overly imposing or garish.

This is clearly the start of a new era for Mitsubishi interior design, even if it has the exact same steering wheel as the older Triton. Overall, however, the new Pajero's cabin is very much its own thing; it isn't a Triton, and it certainly isn't a Pajero Sport.

That said, it's obviously still a Mitsubishi cabin. Its design is largely utilitarian, but softened just enough to feel welcoming – whether its synthetic leather surfaces and minimal glossy panels will hold up to genuine off-road abuse remains to be seen.

There are two main areas worth praising. One is build quality, because even in these pre-production cars, creaks and rattles were surprisingly rare. We were also pleased to find that things like the 'PAJERO'-branded grab handles at both ends of the dash – though too far away to reach easily – feel part of the car's core structure. The A-pillar grabs feel more plasticky.

The other topic is tactility. Mitsubishi has always stuck to more button-heavy interior layouts, and despite upping its screen game with the new Pajero, it still has plenty of physical controls for those who prefer a more traditional approach.

The older-style steering wheel is the most obvious example, but we like what Mitsubishi has done with the climate system and centre console. These areas look far more modern than in the Triton, but their controls remain easy to understand and satisfying to interact with.

There's still a physical gear selector, a huge dial for drive modes and off-road settings, and large buttons for everything else. These utilitarian edges are offset by luxuries like padded armrests, complementing the supremely soft, comfortable seats and leather-appointed finishes.

Then come the screens. In keeping with the rest of the cabin, they're far better than what we're used to from Mitsubishi, particularly in terms of graphic quality and responsiveness.

The 14.3-inch digital instrument display you see here is the larger of the two available for the Pajero, and it maintains the brand's established graphic identity while greatly improving versatility; there are so many layouts and informative widgets to flick through.

The 14.3-inch touchscreen in the middle, however, is the real highlight. It isn't at all laggy, with a high resolution that makes interactions impressively easy. And yes, Mitsubishi's trademark three-dial off-road monitor is readily accessible via a home-screen shortcut.

There are downsides to this new screen setup, though. The biggest is that the two-screen panel is partially blocked by the left-hand side of the steering wheel, although not to the same extent as we've seen in some techier SUVs.

Additionally, its physical integration isn't particularly slick, and there are quite a few menus and widgets to sift through to find items like vehicle settings. It's also the only way to toggle steering wheel heating and seat heating/ventilation where fitted.

But all said, the front of the Pajero's cabin is mighty impressive. It's true that it doesn't have much in common with the previous model's interior, but given the latter was fundamentally an interior from 2006, that shouldn't be all that surprising.

In fact, one of the new Pajero's greatest strengths is cabin storage. Places to put things are plentiful and practical throughout.

There's a two-tier passenger-side glovebox, cupholders that pop out of the dashboard, large cupholders and a tray on the centre console, a refrigerated centre storage box, a tidy wireless phone charger under the centre stack, and oversized door bins. It's all very well considered.

That sentiment continues to the second row. The front seatbacks alone house multi-tier map pockets, USB-C ports, and provisions for device holders, while there's also a fold-down centre armrest with more pop-out cupholders.

But the best part about the second row is how spacious it is. There's no shortage of legroom, and the ability to slide the bench seat forward or backward by 150mm allows you to maximise second- or third-row space as needed. You also have a fair bit of recline adjustment to play with.

The GSR's sunroof, however, eats into headroom, something that'll likely become apparent if you're of above-average height. At least there's a powered sunshade to keep occupants from roasting under the Aussie sun, and all three rows get effective overhead air vents.

Tumbling the outboard second-row seats forward grants generous space for ingress and egress to the third row. Once back here, I was surprised to find that, at 173cm, I wasn't at all cramped.

We credit this to that second-row sliding function, which allows you to open up third-row legroom if you're carrying adults. It's also good to have two USB-C ports and cupholders back here, but the seats themselves are very firm and flat – not great for long drives.

A power tailgate is standard for all Australian-delivered Pajeros, and boot space is generous. Cargo capacity in both five- and seven-seat configurations is appropriately spacious, though the former is understandably slightly more accommodating.

The third row in seven-seat variants (all but the entry-level GLS) tucks away nicely to create a flat but sloping floor, and they also get an extra bit of under-floor storage at the very rear of the load area. With the third row stowed, boot space feels comparable to that of an MU-X or an Everest.

And it goes without saying that the Pajero's boot is far more practical than the clumsy arrangement in the Prado, even if that's a low bar.

Pajero fans are quick to point out that the new model loses the iconic tailgate-mounted spare wheel, which is a shame, but at least there's still a full-size alloy – it's just moved under the rear of the vehicle.

To see how the Mitsubishi Pajero stacks up against the competition, check out our comparison tool

What's under the bonnet?

This is arguably the closest link between the Pajero and Triton: a 2.4-litre four-cylinder turbo-diesel engine producing 150kW of power and 480Nm of torque. The most significant differences are that the Pajero is single-turbo rather than bi-turbo, and has an additional 10Nm of torque.

Like the Triton, however, the Pajero is equipped with Mitsubishi's Super Select II 4WD system, comprising 2H, 4H, 4HLc and 4LLc settings. The latter two engage the centre differential lock, while 4LLc also activates low-range gearing.

This all goes through an eight-speed automatic transmission, up from the Triton's six, but the same as the old Pajero Sport.

Unlike the MU-X (but like the Prado and Everest V6), the Pajero can be driven in 4WD on sealed surfaces. It also features a locking rear differential, controlled via a button on the centre console, but no front locker.

Given we only drove the Pajero off-road for roughly 30 minutes, we don't yet have a representative real-world fuel economy figure. That said, we saw figures around 14.0L/100km on the car's trip computer after that low-speed off-roading.

To see how the Mitsubishi Pajero stacks up against the competition, check out our comparison tool

How does the Mitsubishi Pajero drive?

Our first drive of the new Pajero took place on an off-road loop, which involved neither technical rock-crawling nor a representative mix of everyday driving. Half an hour behind the wheel isn't a huge amount of time, and this review will reflect that.

But importantly, we had the rare opportunity to drive the new Pajero back-to-back with its predecessor, providing some worthwhile perspective. First and foremost, the size difference takes some adjusting to.

Dominating your view out the windscreen is the huge clamshell bonnet, a stark departure from the flat, sloping bonnet on the old Pajero. This gives the big SUV a real sense of substance, and you have a much clearer understanding of how much car is in front of you.

Outward visibility in all directions remains strong, and you can fall back on a comprehensive array of camera views if you're ever unsure of your surroundings. This system isn't perfect, though – we'll get to that in a moment.

Complementing the extra size are vast improvements in body control and refinement. The new SUV has a real tank-like character, shrugging off smaller rocks and imperfections with far greater composure than the old one, while also feeling far less jittery than the Pajero Sport.

The ladder-frame construction is still evident in the minor shudders through the body and minor steering column shock over sharp bumps, but it generally feels much more civilised than you might expect, and therefore more 'Pajero' than not.

Again, everything feels rock-solid here. The doors close with a satisfying thud, offset bumps and dips don't cause any interior plastics to creak, and there's a robust quality to it all.

Then there's the refinement. Compared to the Triton, the 2.4-litre single-turbo diesel is significantly quieter here, not to mention much smoother and far less clattery. It's certainly no powerhouse, but that's far less of an issue on the trail than it is on the road.

In a similar sense, the eight-speed auto is remarkably well-behaved. There were no nonsensical shifts or indecisiveness when crawling at low speed; it simply went about its job without making itself known. Paddle shifters are also on hand if needed.

When it comes to off-road capability, the Pajero benefits greatly from its Triton roots. We already know Mitsubishi's ute can easily hold its own on the trail, and we're pleased to find that slightly more compliant suspension hasn't compromised the Pajero.

In the loose-ish, rocky off-roading we tackled at Eagle View, the Pajero was never out of its comfort zone. Steady throttle openings had it trucking on through without hesitation, and its traction control was very good at actively managing wheel slip, even on highway tyres.

While the old Pajero could also do the exact same trail without issue, the new one feels more advanced. The traction control operates more smoothly, the power delivery is more effortless, and brake pedal pressure is far easier to accurately gauge.

In some ways, though, the Pajero has lost some of its fun factor. The longer wheelbase makes it feel far more stable, particularly on steep inclines, and therefore easier to drive, but there's a lot less body movement, and it requires a bit less effort from the driver.

That's to be expected as technology improves, but it's still worthwhile context. In fact, the most significant difference is the steering, because compared with the more sophisticated – if subdued-feeling – electric system in the new car, the old Pajero's hydraulic steering feels like you're piloting a wooden ship in a storm.

Fortunately, the new model still has a fairly slow steering ratio, which makes delicate inputs easier. This is usually a telltale sign of a vehicle's off-road intent and it allows a vehicle to retain some old-school charm, however faint that impression may be in the new Pajero.

Still, we remain impressed with the Pajero's off-road prowess. A big part of that is its Super Select II 4WD system, providing great versatility in drivetrain behaviour depending on the terrain ahead.

Spinning the dial on the centre console makes switching between any of the four 4WD modes a breeze, though you will have to select Neutral to enter low-range, naturally.

Selecting 4HLc or 4LLc also automatically activates the camera's front under-floor view, while low-range unlocks the dedicated 'Rock' drive mode. Unfortunately, the camera's resolution is poor, making it difficult to place the vehicle precisely.

We hope this is a pre-production thing and not a lasting trait of this $85,000 flagship SUV.

Other small quibbles include occasional scraping from the Pajero's robust side steps, and the time it sometimes takes to engage or disengage low range. There's also no front differential lock, but the selectable centre and manual rear lockers should suffice for most.

All in all, we're cautiously optimistic about the Pajero. As expected, it's good on the rough stuff, and there are very clear improvements in noise, vibration and harshness levels, but there are still significant unknowns when it comes to its on-road behaviour. Time will tell.

To see how the Mitsubishi Pajero stacks up against the competition, check out our comparison tool

What do you get?

At launch, the Mitsubishi Pajero will be available in three variants.

2027 Mitsubishi Pajero GLS equipment highlights:

5-seat or 7-seat capacity
18-inch alloy wheels
Full-size alloy spare wheel
Roof rails
Side steps
LED front and rear fog lights
Auto LED headlights
LED tail-lights
Rain-sensing wipers
Body-colour power-folding heated side mirrors
Leather-wrapped steering wheel
Heated steering wheel
Leather-wrapped gear selector
Steering wheel paddle shifters
Cloth seat upholstery
Manual front seat adjustment with power lumbar
Second-row slide and recline adjustment
12.3-inch digital instrument display
12.3-inch touchscreen infotainment system
Wireless Apple CarPlay and Android Auto
Bluetooth
DAB+ digital radio
Mitsubishi connected services
Wireless phone charger
USB ports (all seating rows)
6-speaker sound system
Tri-zone climate control
Power tailgate
7 drive modes:
Keyless entry

Pajero Exceed adds:

7-seat capacity
20-inch alloy wheels
Leather-appointed seat upholstery
Power front seat adjustment
Heated front seats
Heated outboard second-row seats
14.3-inch digital instrument display
14.3-inch touchscreen infotainment system
12-speaker Yamaha sound system
Refrigerated centre console box
Second-row window shades
Interior ambient lighting

Pajero GSR adds:

20-inch black alloy wheels
Adaptive LED headlights
Front grille LED lighting
Black side mirrors with position memory and reverse auto-tilt
Digital rear-view mirror
Power steering wheel adjustment with position memory
Two-tone 'premium leather' seat upholstery
Front seat position memory
Ventilated front seats
Air purifier
Front scuff plates with LED lighting
Panoramic sunroof

To see how the Mitsubishi Pajero stacks up against the competition, check out our comparison tool

Is the Mitsubishi Pajero safe?

The fifth-generation Mitsubishi Pajero has yet to be crash-tested by ANCAP and is therefore unrated.

Standard safety equipment highlights:

8 airbags, incl:
Adaptive cruise control
Autonomous emergency braking
Blind-spot monitoring
Child presence detection
Driver attention monitoring
Front and rear cross-traffic alert
Front and rear parking sensors
Hill descent control
Lane-change assist
Lane-departure prevention
Lane-keep assist
Pedal misapplication emergency assist
Post-collision braking
Surround-view monitor with transparent bonnet
Traffic sign recognition
Trailer stability assist
Tyre pressure monitoring

To see how the Mitsubishi Pajero stacks up against the competition, check out our comparison tool

How much does the Mitsubishi Pajero cost to run?

The 2027 Mitsubishi Pajero is backed by a five-year, 100,000km standard warranty, which can be extended by 12 months or 20,000km every time the SUV is serviced on time at a Mitsubishi dealer, up to the 10-year/200,000km mark.

Mitsubishi Australia has yet to confirm capped-price servicing costs for the new Pajero.

For context, the Triton requires servicing every 12 months or 15,000km, whichever comes first. Capped-price servicing costs are outlined for 10 years, totalling $7023 for an average of $702.3 annually.

To see how the Mitsubishi Pajero stacks up against the competition, check out our comparison tool

CarExpert's Take on the Mitsubishi Pajero

So far, so good. If you own an older Pajero and are at all interested in moving to the new one, we'd strongly suggest you take it for a test drive – we doubt you'll be disappointed.

Our first impressions in Japan of its strong noise suppression, considerably more refined engine, and general comfort remain true now that pre-production cars have arrived in Australia, and it's clear that Mitsubishi isn't phoning this one in.

The new Pajero's interior is the real highlight. It's spacious, impressively comfortable, has loads of storage capacity, and finally brings Mitsubishi into the modern age tech-wise without going over the top. In our opinion, it's a far more car-like cabin than you'll see in many other ladder-frame SUVs.

There are still some negatives, though. As good as it is off-road, its engine is merely adequate, if not underwhelming, and it's certainly not cheap.

But after five years of waiting, we're very keen to drive the new Pajero at length on Aussie roads.