Ford Everest VS Mitsubishi Pajero Sport
- All-round package
- Ride and handling
- Safety tech
- No AEB on Ambiente (coming in 2019)
- No reach-adjustment on steering wheel
Mitsubishi Pajero Sport
- Comfortable on-road
- Capable off-road
- Good value
- Those tail lights
- Ground clearance could be better
Since we first published this story on August 24, 2018, there have been some changes to the Ford Everest range, including the entry-level Everest Ambiente (RWD and 4WD variants) getting advanced driver-assist safety systems, including autonomous emergency braking (AEB) with pedestrian detection, at no extra cost.
The Ambiente also now gets lane-keep assist with driver alert, traffic sign recognition and automatic high beams. That's all in addition to the line-up's reversing camera, rear parking sensors, roll-over mitigation, trailer sway control and more.
The 4WD Ambiente also gets hill descent control, hill launch assist and an electronically locking rear differential.
In other Everest news, the top-shelf 2.0-litre twin-turbo Everest Titanium 4WD has dropped in price to $72,290 so it now avoids the luxury car tax.
Changes are rumored to be coming soon for the Ford Ranger range – perhaps towards the end of 2019 – and those changes may also materialise in the next update of the Everest line-up.
Stay tuned for more Ford Everest news.
As originally published August 24, 2018:
Change is good but there will always be some who become enraged at the mere hint of it. Case in point: those who strongly dislike 2.0-litre twin-turbo diesel engines.
In February this year, when just such an engine was revealed as the powerplant of choice for Ford’s high-performance ute, the Ranger Raptor, CarsGuide comments, online chat rooms and beer gardens everywhere echoed with acid-tongued complaint and hearty objections that included such pearls of wisdom as “The only good two litres are milk and orange juice”.
Well, it looks like some of us have a bitter pill to swallow because that 2.0-litre engine is now in the new, refreshed MY19 Everest, Ford’s large SUV wagon, as well – and it’s here to stay. But don’t fret because the 3.2-litre five-cylinder engine remains in the Everest ranks.
In other good news, the 2019 Everest has AEB.
Any bad news? Maybe. Read on.
|Engine Type||2.0L turbo|
Mitsubishi Pajero Sport
The zombie apocalypse has arrived and you get to pick one car to help you survive. What would it be?
Why? Because I want to remain alive, that’s why. And these well-equipped, tough, off-road capable but on-road comfortable ute-based seven-seat SUVs might just offer the best chance of keeping my family mobile and breathing.
Still, surviving an apocalypse is kind of a niche market. So while it's nice to know it could if it had to, the more pertinent question is what’s the Pajero Sport like to live with, day to zombie-free day?
What changes did the update in April 2018 bring? How many variants are there in the range? Is it a Pajero but just a bit sportier? And what’s the difference between it and a regular seven-seat SUV, like the Toyota Kluger or Kia Sorento?
It’s best to find out now, before the zombies come. And they will. Trust me.
|Engine Type||2.4L turbo|
Originally built off the Ranger platform, the Everest has always been overshadowed by its overachieving ute stablemate. But now, with the introduction of AEB and some up-speccing to its Everest line-up, Ford has ensured its large SUV wagon is still a strong contender in the race for top honours in the market.
The line-up's volume seller is the Trend and that's still a pretty good sweet spot for the range.
Most of us don’t want a big, shouty 4WD, but we do expect a lot in our new vehicles: we want a quiet, refined family-friendly SUV that drives well, has plenty of safety tech, car-like ride and handling, and good fuel consumption. In its Everest, Ford has come pretty close to producing one of the best around. If only the Titanium's price-tag wasn't so high.
Is the Everest's 2.0-litre twin-turbo the way of the future or a misstep? Tell us what you think in the comments section below.
Mitsubishi Pajero Sport7.4/10
The Pajero Sport is comfortable enough to live with as a family car, but also offers the capability to head properly off road for a bit of adventure. And it will go further than a Kluger or Sorento, too.
You wouldn't call the Pajero Sport refined or luxurious, but it is great value and offers excellent safety equipment. It's also tough, practical and surprisingly un-truck-like to drive.
School run, holiday road trip and zombie apocalypse-ready, then.
As for the sweet spot in range - it's hard to go past the GLS seven seater, which adds leather seats and a locking rear differential, but remains good value.
What would you pick for your ultimate zombie apocalypse vehicle? Is the Pajero Sport on that list? Tell us what you think in the comments below.
Nothing much to report here. The Everest has always had substantial presence and nothing has changed in that respect; it’s a good-looking unit.
Among the styling tweaks are a new grille design, revised bumper and fascia design, halogen projector headlights with halogen daytime-running lights, a laminated acoustic windscreen, a 10-speaker audio system, as well as an 'Ebony' interior colour scheme with contrast stitching and chrome highlights.
If there’s any potential strife to the interior look and feel here, it may be that it’s too neat and tidy – too plain – and in danger of becoming a bit dated.
The Titanium has new 20-inch split-spoke alloy wheels.
Mitsubishi Pajero Sport7/10
Despite being called a Pajero Sport, this SUV is not a sporty version of the Pajero and actually has far more in common with the Triton ute. Yup, it uses much of the same platform and mechanical underpinnings as the ute – albeit with coil-spring rear suspension.
Stylish from the front and side, but with a rear design that may take some (or a lot of) getting used to, the Pajero Sport’s dimensions show it to be 225mm shorter than a Pajero, at just under 4.8m in length, 1.8m tall and 1.8m wide (not including the mirrors).
The Pajero Sport’s cabin is premium-looking and comfortable even in the base grade GLX (have a look at my interior images), with dark, high-quality materials that also appear hard wearing. This is a modern and stylish cabin – sure, those cloth seats on the GLX let the tone down a bit and also attract dirt like magical dust magnets, but the other touch points feel good – from the leather steering wheel, to the console which is padded at the place your left knee meets it when driving.
The Pajero Sport’s colour range is limited to seven paint hues – White, Sterling Silver, Deep Bronze, Titanium Grey, Terra Rossa, Black, and a new colour fresh for this update, Pitch Black pearlescent.
The Pajero Sport comes with a squillion accessories: there’s a rear spoiler, front protection bar, nudge bar, weather shields, under body protection, a snorkel, spot lights, tow bar and tow ball, cargo barrier, a Thule luggage pod, bonnet and headlight protectors, fender arch protectors and stacks more. See Mitsubishi’s website for more details.
Inside is nice and roomy. It’s also well blended together; chrome, leather accents, as well as clear, easy-to-read instrument displays and colourful Sync3 screen. Nice, small touches, such as the illuminated blue edging around USB ports, add to the cabin’s premium feel.
The front seats are very comfortable and electrically adjustable; the third row can be deployed or stowed away by using buttons on the right-hand rear interior wall of the cargo area.
Those in the front are well catered for with access to two 12-volt sockets, and two USB ports.
Storage spaces include glovebox, two cup holders and a deep bin between driver and front passenger, and bottle holders in each door.
Second-row passengers get a pair of pop-out cupholders in the arm-rest, and can control aircon temp and fan speed, as well as open or close air vents, and use a 230-volt or 12-volt socket from their seat.
There are two ISOFIX anchor points in the second row and the cargo area has bag hooks each side, as well as luggage tie-down points on the floor.
Mitsubishi Pajero Sport8/10
The Pajero Sport scores an eight for practicality - but I’m being generous, because even though it does some things really well it could be better in other areas. Let me explain.
Storage space isn’t bad, but it’s not impressive in the way some SUVs can be. Still, there’s a big centre console bin, six cupholders (two in the front, second row and third row/boot) and smallish bottle holders in all of the doors.
The collection of USB and power ports is excellent, with this update adding two USB chargers in the second row and a 150W/220-volt outlet in the centre console bin. There are also two USB ports in the front, too. Electricity will be hard and risky to find during zombie time, so think of the Pajero Sport as a mobile power station.
Room for humans is good, with seating for seven or five depending on the variant you choose. Second row legroom isn’t bad and, at 191cm tall, I can sit behind my driving position with about 30mm of space between my knees and the seat back. Headroom in the first and second rows is also good, but it's not terrific in the third.
The third row wouldn’t be my first choice of places to sit, but at a squeeze I can get in there. And if the journey is a quick one, I’d keep my complaining to a minimum. It’s perfect for kids and shorter humans.
With the third row folded flat, the Pajero Sport’s cargo capacity is 673 litres (and 1624 litres with the third and second row down). The fold-flat function of the third row is definitely better than the Toyota Fortuner’s fold-up-and-strap method.
Almost every SUV has them now, but there are also tie-down cargo down points in the boot, and handy shopping bag hooks, too. Air vents positioned in the roof for the second and third rows are also good to see.
Wide-opening doors provide good access, although the ride height may make it hard for smaller kids and older grown-ups to climb in – the standard sidesteps are a help though, and so are the A-pillar mounted handles.
Price and features
The Everest range remains a three-model line-up: entry-level Ambiente, mid-spec and volume seller Trend, and top-spec Titanium.
One of the other more notable new features in the range is 'Inter-Urban Autonomous Emergency Braking' (AEB) with 'Pedestrian Detection' and 'Vehicle Detection', which is now standard across the Trend and Titanium; it will become standard on Ambiente in 2019.
Keyless entry and push-button start are now standard across the range, and Trend and Titanium get Ford’s hands-free power tailgate.
Also new to the Trend are leather-accented seat trim, eight-way power driver's seat and a leather-trimmed gear shifter.
All prices to follow exclude on-road costs.
Everest Ambiente pricing is: RWD 3.2L (five seats) $49,190; 3.2L RWD (seven seats) $50,190; 3.2L 4WD (five seats) $54,190; and Ambiente 4WD 3.2L (seven seats) $55,190.
Everest Trend pricing is: RWD Bi-Turbo $56,190; 4WD 3.2L $59,990; and 4WD Bi-Turbo $61,190.
The Ford Everest Titanium is only available as a 4WD with the twin-turbo engine and 10-speed auto at a cost of $73,990, including luxury car tax. We spent the lion’s share of our time at the launch in a Titanium so we’ll focus on that variant.
The new exterior prestige paint is Diffused Silver for $780.
The 2019 Everest is due in showrooms this month.
Mitsubishi Pajero Sport8/10
How much does a Pajero Sport cost? Well, the Sport was given a freshen-up in April 2018, which added more equipment and a five-seat version of the mid-range GLS grade, but also increased the asking price slightly.
The range now starts at $45,500 for the GLX (an increase of $500 over the previous model), steps up to $48,500 for the five-seat GLS, then $49,500 for the seven-seat GLS (up $1000), and finally, the top-spec Exceed, which lists for $53,650 (up $650).
The price increase is well justified, considering that much of the advanced safety equipment previously only available on the Exceed has now been added to the rest of the line-up. You can read more about this in the safety section below.
The update also saw the GLX given new 18-inch alloy wheels, a 150W/220-volt outlet, two rear-seat USB power ports and a soft-finish centre console trim.
Other standard features include LED headlights, LED tail-lights and LED daytime running lights (DRLs), roof rails, side steps, leather steering wheel, carpet floors, cloth seats, climate control with rear air vents, proximity key and push-button start. There’s a 7.0-inch screen with Apple CarPlay, a rear-view camera, four-speaker stereo, rear parking sensors and dark-tinted rear windows.
The GLS comes standard with all of the GLX’s features, plus picks up two more stereo speakers, switches the cloth seats for leather ones, adds auto headlights and wipers, and gets dual-zone climate control.
Mechanically, the GLX gains a rear differential lock, too. The seven-seat GLS also gains a third row (obviously). Do the airbags stretch that far back? Skip to the safety section to find out.
The top-grade Exceed comes with the GLS’s features, but adds two more speakers to the stereo for a total of eight, plus heated front seats and headlight washers. A third row of seats is also standard on the GLS.
How do the prices compare with the Pajero Sport’s rivals? As a model comparison, the Toyota Fortuner starts at $44,590 and tops out at $56,990, the Ford Everest ranges from $47,990 to $74,701, and the Isuzu MU-X from $42,900 to $56,200.
The Pajero Sport is priced super competitively and, considering the quantity of the standard features, is great value for money.
Engine & trans
The new-generation twin-turbo engine – 157kW at 3750rpm and 500Nm from 1750rpm-2000rpm – is paired with a 10-speed torque-converter automatic transmission, the same combination as used in Ford’s high-performance models, Mustang and Raptor.
But this working partnership is a better match here, in the Everest, than it is in the Raptor, in terms of smooth delivery of power and torque at low and high speeds, as well as doing everything in an unfussed manner – low-key but still effective.
As mentioned, the previous-gen 3.2-litre 143kW/470Nm five-cylinder turbo-diesel engine and six-speed auto is still offered in Ambiente and Trend, ensuring those who prefer their engines bigger are catered for.
The Titanium has full-time 4WD with low-range gearing ('4x4 Low') and electronic diff lock, as well as a 'Terrain Management System' with four driving modes (Normal, Grass/Gravel/Snow, Sand and Rock) to suit different terrain.
Mitsubishi Pajero Sport7/10
The Pajero Sport has a 2.4-litre four-cylinder turbo-diesel, which has plenty of grunt at 133kW/430Nm. This is the only engine you can have (you can’t have a petrol Pajero Sport), which is fine, because this turbo-diesel is a fairly smooth and quiet engine, and it's teamed up with with an eight-speed auto (with shifting-paddles on all grades).
The Pajero Sport is a capable off-roader with two-wheel drive high range, plus full-time four-wheel drive with low and high ranges, plus a locked centre differential. The GLS and Exceed come standard with a rear differential lock.
Suspension up front is double wishbone with coils and a stabiliser bar, while the rear gets a three-line coil and stabiliser bar setup.
The Pajero Sport has a braked towing capacity of 3.1 tonnes.
Best-of-the-bunch 2.0-litre fuel consumption is listed as 6.9L/100km (combined) in the Trend RWD, and 7.1L/100km (combined) in the 4WD. We noted an average of 9.8L/100km on the dash but there may have been some heavy right foot involved in prompting that figure.
The Everest has an 80-litre fuel tank.
Mitsubishi Pajero Sport7/10
Mitsubishi says the Pajero Sport should only need 8.0L/100km when driven on a combination of urban and open roads. I put more than 800km on the clock of the my Exceed, and naturally the economy being reported on the trip computer varied a lot between peak-hour city commutes and country miles.
I saw a combination of both average at 14.1L/100km, while after four hours on a motorway the figure settled down to 7.4L/100km.
It's a proven fact that diesel will be easier to source than petrol during the zombie apocalypse, too (going by movies - think farms, abandoned bus depots and old industrial sites for your siphoning needs).
The Everest’s 2.0-litre is not going to get any pulses pounding with its engine note, that’s for sure, but it more than makes up for any lack of rough, gutsy charm – perceived or otherwise – by being the consummate quiet achiever. Because it is very quiet … and it achieves.
The good news is that we pushed the 2477kg Titanium pretty hard off the mark, as well as made a series of overtaking moves and clocked up a bit of open-road cruising and it just burbled along nicely. There’s a real no-fuss quality to its delivery of big torque at low revs. It certainly seems to work better in the Everest than in the Raptor, which we drove at launch a few weeks ago and the consensus there was that it was underpowered and underwhelming.
The Everest is also very quiet inside. Ford reckons the twin-turbo is “much quieter” than their 3.2-litre models due to advanced sound insulation and 'Active Noise Cancellation' which has helped to improve cabin quietness. Well, the 3.2 is pretty quiet anyway, but in the short time I’ve spent so far in the 2019 twin-turbo Everest, I have no reason not to believe them.
Its steering has that real Ford feel – light and lively but precise – and on its revised coil-spring suspension, the Titanium’s ride and handling is even smoother than before. It was firm, bordering on stiff at times, but perhaps the Titanium’s 20-inch rims on road-biased Goodyear EfficientGrip SUV tyres set at 38 psi could be blamed for some of that; 18 x 8.0-inch alloy wheels and tyres are a no-cost option on the Titanium.
We did some decent 4WDing on this launch out near Lithgow and the Everest was infrequently challenged anywhere near the limits of its off-roading capabilities.
In fact we intentionally drove our tester in Normal mode and took the ‘off’ line through sections of terrain that would have likely put some rivals in a spot of bother but, with judicious use of that 10-speed auto, especially that low first, we trucked through no problem.
The Everest’s hill descent control deserves a mention also as it’s rather smooth and effective; it holds very low speeds (registering as 0km/h on the dash), can be adjusted via buttons on the steering wheel, and was not jerky or jarring like some systems in other off-roaders can be.
When we did dial through the drive modes of the terrain management system to actually suit the surface we were driving on there was no surprise at how efficient and effective it was, as we’ve used it quite extensively before in the bush and on beach sand.
The Titanium has 227mm ground clearance. We observed a few Everests on different terrain and, especially on deep sharp-edged ruts and short steeper-angled rocky climbs its underslung full-sized spare tyre behind the rear axle can seem like it’s about to become a plow – and there's something else to watch out for.
One fellow journo pointed out that what appears to be the AdBlue tank protrudes below the bottom edge of the full-sized spare, eating into a bit of ground clearance and the Titanium’s departure angle; posing a bit of a damage risk if your 4WDing takes your Everest into particularly tricky territory.
The Everest has a towing capacity of 3100kg (braked) up from its previous 3000kg; unbraked max is 750kg. The Titanium has a payload of 623kg, a GVM of 3100kg and a 5900kg GCM.
Mitsubishi Pajero Sport7/10
The Pajero Sport may be based on the same platform as a commercial vehicle but it’s a more civilised and comfortable experience than piloting the Triton ute thanks that multi-link rear and double wishbone suspension up front.
The 11.2m turning circle is also smaller than the Triton’s, which makes the Pajero Sport a bit more city friendly.
The car I test drove most recently was the base-spec GLX five-seater, and while 800km were indeed clocked up, all of it was on bitumen or gravel where I found it a comfortable easy-to-drive SUV, but no serious off-roading was carried out.
CarsGuide has taken the Pajero Sport off-road before, and we’re convinced it’s capable over tough terrain with its ladder frame chassis, high- and low-range four-wheel drive, an approach angle of 30 degrees and a departure angle of 24.2 degrees. Ground clearance isn’t astounding at 218mm, however, compared with the Fortuner and Everest - which both have 225mm. The Pajero Sport’s wading depth of 700mm is good, but not as impressive as the Everest’s 800mm.
That turbodiesel is fairly smooth, and that eight-speed auto is excellent. The cabin itself was found to be well insulated from road and wind noise, too.
Thinking about a Toyota Kluger or Kia Sorento instead? Well, you’ll be comfier, because they handle and ride more like cars, and sure, they have all-wheel drive, but what’s going to happen if you need to scale the concrete rubble mountain of what remains of the town hall with zombies clinging to the tailgate? I’ll let you work that out.
The Everest range has a five-star ANCAP rating as a result of testing conducted in 2015.
Standard safety gear across the range includes seven airbags (driver and front passenger, side front, side curtain (to third row) and driver's knee), ABS, DSC, RSC, EBD, traction control, EBA, reversing camera and rear parking sensors.
Driver-assist tech in the top-spec Titanium includes AEB, adaptive cruise control with forward collision warning, lane-keep assist, blind-spot monitoring with rear cross-traffic alert, and a tyre pressure monitoring system.
It has five child-seat anchor points and two ISOFIX anchors in the second row.
Mitsubishi Pajero Sport8/10
The Pajero Sport scored the maximum five-star ANCAP rating when it was tested in 2015.
The update in 2018 added AEB and adaptive cruise control across the range. The top of the range Exceed comes standard with more advanced safety technology, such as blind-spot warning, and comes with a 360-degree camera. Seven-seat Pajero Sports come with full-length curtain airbags for the third row as well.
Side note; just because it's the zombie apocalypse doesn't mean you shouldn't wear a seat belt. You'll have to stop suddenly to shake them off the roof, so wear it.
Mitsubishi Pajero Sport7/10
The Pajero Sport is covered by Mitsubishi’s five-year/100,000km warranty. Servicing is recommended every 12 months or 15,000km and is capped for three years at $400 for the first 15,000km service, $475 for the second and $550 for the third.
You'll probably be doing the services yourself during the zombie apocalypse, but fortunately the Pajero Sport has a fairly simple mechanical nature and parts should be easily scavenged - feel lucky you didn't choose a Range Rover.