The fifth-generation Mitsubishi Pajero will follow the related Triton ute's lead in requiring AdBlue as the brand looks to maximise efficiency in its newest diesel engines.

AdBlue is mixed with exhaust gases as they enter a vehicle's catalytic converter to help reduce nitrous oxide (NOx) emissions. It’s common in trucks and buses, and in an increasing number of diesel-powered large SUVs and utes as emissions standards become stricter.

The use of AdBlue became a requirement for the current-generation Triton when it was launched in 2024, as well as the new Pajero's rival from Toyota, the Prado, which was launched later that same year.

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The Pajero will be the same, matching the likes of the Prado and Ford Everest, but contrasting with others like the new 3.0-litre diesel GWM Tank 500, which doesn't require AdBlue at all.

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Speaking with media, including CarExpert, at the first local Pajero drive, Mitsubishi Australia product strategy manager Rod Pinedo acknowledged that some buyers may not be keen on the requirement.

"We understand having an additional element in the mix when you own the vehicle and run the vehicle on a daily basis; however, we're [now] able to comply with Euro 6d criteria," he said.

"[We're] also able to deliver amazing fuel economy and low CO2 emissions before anyone else in the segment, so that's a really important thing for Mitsubishi."

Indeed, the new Pajero has an updated version of the 2.4-litre four-cylinder turbo-diesel engine from the Triton. It's the first Mitsubishi diesel to boast stringent Euro 6d certification – beating the Euro 5-homologated Prado, Everest, and Tank 500.

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It has a claimed fuel economy as low as 7.1L/100km, better than the Prado's 7.6L/100km, but identical to the 2.0-litre turbo-diesel Everest and the new 3.0-litre turbo-diesel Tank 500.

Its claimed carbon dioxide (CO2) emission figure of 188g/km is also on par with the 2.0L Everest and 3.0L Tank 500, and all are better than the 200g/km of the Prado.

Unlike the Prado, however, Mr Pinedo confirmed the driving range provided by the Pajero's 19.1-litre AdBlue tank is aligned with the vehicle's 12-month/15,000km service intervals.

"Similar to Triton, the way we have scheduled the servicing is ... not to have to top it up between services, but of course it really depends on the usage," he said.

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"The AdBlue tank in the Pajero is a bit bigger than the Triton by a couple of litres, so normally it will be part of a servicing schedule. If you need to top it up, there's availability ... at the pump."

At launch, however, the Pajero will exceed the headline CO2 limit of 180g/km for Type 2 vehicles – light commercial vehicles and heavy-duty SUVs – under the Australian Government's New Vehicle Efficiency Standard (NVES).

The Pajero will almost certainly be classed as a Type 2 vehicle, and its claimed CO2 emissions figure of 188g/km exceeds the aforementioned headline limit.

Mitsubishi was one of 40 brands to meet its fleet-wide emissions target in 2025, however the limits have gotten stricter since then.

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It's still possible the Pajero will be offset by Mitsubishi's electrified vehicles, with the introduction of the electric ASX VR-e alongside the existing Outlander plug-in hybrid (PHEV), which emit little or no CO2, bringing down the brand's fleet-wide average.

While the Pajero is being launched exclusively with diesel power, Mitsubishi has confirmed both hybrid and plug-in hybrid powertrains are in development, though it hasn't confirmed when an electrified Pajero will be launched.

The top-selling Everest doesn't offer either and the Prado can only be had with hybrid power overseas, though the Tank 300 was offered with a hybrid powertrain here and is still available as a PHEV.

MORE: Mitsubishi training staff and buyers about AdBlue for new TritonMORE: 2025 Toyota Prado – AdBlue required across the rangeMORE: Explore the Mitsubishi Pajero showroom