2026 Mitsubishi ASX VR-e Reviews

A fix for a huge electric car problem is in the works. The Electric Vehicle Council (EVC) has announced a $1.43 million investment into a national EV charging roadmap.  The EVC said in its 2026 State of EVs report that Australia still needs "substantial public charging investment”.  It called for better data on demand use, reliability and coverage, with Australia’s charging infrastructure conundrum more complex than merely installing more fast chargers.  The roadmap is expected to be finalised in mid-2027.  The $1.43 million is made up of funding from the Australian Renewable Energy Agency (ARENA) ($1.06 million) as well as contributions from the EVC and other project partners.  The roadmap will look at charging demand, pressure points and where greater coordination could inform investment decisions through to 2035. It aims to introduce a coordinated charging network for passenger cars and heavy vehicles in metropolitan and regional Australia.  “Other major EV markets have recognised the value of coordinated national planning,” EVC Chief Executive officer Julie Delvecchio said.  “This Roadmap will bring that to Australia, shaped around our distances, our electricity system and the needs of everything from passenger cars to heavy trucks.” Owning a petrol or diesel car is becoming more expensive in Australia, and buyers are making the switch to EV power.  The Tesla Model Y has consistently featured in the top five best-selling cars, and in June 2026, it achieved a recording-breaking 8072 sales.  The BYD Sealion 7 has also recorded a serious increase in sales as it provides tough competition for the Model Y, while Geely’s EX5 has had a bumper 2026.  The federal government is targeting 5 million electric cars on Aussie roads by 2035, which would require the total number of EVs on the road to increase tenfold. Electric cars are now among the cheapest on offer in Australia.  The BYD Atto 1 starts from $19,990, drive-away (until December 15, 2026), while the Geely EX2 is available from $26,490, before on-road costs.  The New Vehicle Efficiency Standard (NVES) is helping to increase EV choices for buyers, with high-emission cars incurring hefty fines under the scheme. 

Chinese brands are having a monster 2026 on the sales charts. BYD further solidified second place in the top-selling brands race, so far bettering Ford, Kia, Mazda and Hyundai. The giant Chinese brand has more than doubled its Australian market share in 2026 compared to 2025. GWM, Chery and MG all now regularly feature in the top 10. Some individual Chinese models have even started to outsell entire legacy brands in Australia. The BYD Sealion 7 electric mid-size SUV was the fifth-best-selling car in September 2026, shifting 2687 units across the month. This represented a more than 42 per cent jump on September 2025, as it continues to be the closest rival to the Tesla Model Y. This means it nearly matched the Mitsubishi brand’s 2769 cars sold across its entire range in September. Overall, Mitsubishi has sold 33,245 cars up to September 2026, in excess of 10,000 more than the BYD Sealion 7’s 19,964 examples sold. Australian Design Rule changes forced the Japanese brand to discontinue sale of several of its strong-selling models. These included the ASX and Eclipse Cross small SUVs, as well as the adventure-pitched Pajero Sport. The old ASX used to be one of the most popular cars in Australia, owing to its less than $30,000 price tag and dependability. Mitsubishi is again beefing up its line-up in Australia. The much-anticipated Pajero 4WD and a fully-electric variant of the new ASX will launch in the coming months. Some of China’s other popular SUVs put up similarly spectacular numbers in September 2026. Chery registered 2059 sales for its Tiggo 4 small SUV, which is more than what Nissan (2028) and Subaru (2009) managed across their line-ups. The GWM Haval Jolion also outsold Subaru in September, with 2018 sales. The Tiggo 4 and Haval Jolion provide variety for buyers between petrol or conventional hybrid set-ups. They are also among some of the cheapest cars in Australia. Petrol grades of the Tiggo 4 ($23,990) and Haval Jolion ($26,990) are both sub-$30,000, drive-away, in Australia. Geely has stormed up the Aussie sales rankings in 2026, and its EX5 electric mid-size SUV ($41,990, before on-road costs) has led the way for the brand. The EX5’s 2008 sales in September 2026 were just shy of Subaru’s total, but above Suzuki (1049) and Volkswagen (1599). VW's figure does not include other brands in the VW group, such as Audi and Skoda, among others that would boost its sales to more than 3000 for September 2026.

Mitsubishi is rejoining the electric revolution. The Japanese brand was one of the early electric car pioneers in Australia with its tiny i-MiEV hatchback nearly two decades ago. Now, 17 years later, it is launching its follow-up act.  Dubbed the Mitsubishi ASX VR-e, the compact electric SUV has emerged from a partnership with Taiwan’s Foxconn — the maker of iPhones — and its automotive division Foxtron. Mitsubishi Australia has now confirmed it will bring a four-tier strong line-up for the ASX VR-e when it lands in showrooms late this year to take on the popular BYD Atto 2 and Jaecoo J5 EV. Mitsubishi Australia boss Shunichi Kihara cheers the brand’s return to the EV segment. “ASX VR-e combines unique Pininfarina styling with seamless BEV performance and zero-emissions driving." "It brings Mitsubishi Motors’ adventurous spirit into a new realm, with an engaging everyday driving experience,” he said. Mitsubishi will confirm prices closer to its arrival in showrooms, but has said it won't be the cheapest in its segment. The VR-e will be available in LS, Aspire, Exceed and GSR grades, with the latter the sole all-wheel drive version. Single motor versions send 171kW and 350Nm to the rear wheels. The GSR grade adds a second motor at the rear for all-wheel drive grip and total outputs of 342kW and 700Nm. Mitsubishi claims it can sprint to 100km/h from a standstill in 3.9 seconds, which is almost three seconds quicker than the rear-wheel drive grades. All variants are fed by a roughly 58kWh Lithium-Ferro-Phosphate (LFP) battery. Mitsubishi Australia hasn’t provided driving range figures, but overseas it ranges from 328km in AWD form up to 403km in the base, single-motor guise. The ASX VR-e is small on the outside but will be big on the inside thanks to a wheelbase — the distance between the front and rear axles — of 2800mm.  It’s external dimensions are 4315mm long, 1885mm wide and 1535mm tall, which makes it smaller than a Hyundai Kona and Toyota Corolla Cross. Mitsubishi ASX VR-e details 2026 Mitsubishi ASX VR-e  specifications The ASX VR-e LS comes with:  Single-motor, rear-wheel drive 18-inch alloy wheels Flush door handles – manual operation Black/grey cloth seat trim Six-way driver seat manual adjustment Four-way passenger seat manual adjustment 2nd row 60/40 split fold flat 2nd row load through (ski hatch) Rear view monitor Dual-zone Climate Control Six-speaker audio Eco/Comfort/Sport drive modes Vehicle-to-Load (V2L) via external Type 2 AC charging port Proximity door lock/unlock LED headlights with Auto High Beam (AHB) LED daytime running lamps LED tail-lights 9.2-inch digital driver display 15.6-inch multimedia touchscreen Wireless CarPlay and Android Auto connectivity Driver Monitoring System (DMS) Aspire adds: Flush door handles – automatic operation D-pillar trims with etched finish Black synthetic leather seat trim Eight-way driver seat power adjustment Driver seat memory Driver seat heating and cooling Four way passenger seat power adjustment Passenger seat heating and cooling 64-colour selectable interior ambient lighting Frunk with electric bonnet release Adjustable height rear cargo floor Adaptive Driving Beam Front park assist (six parking sensors) Rear park assist (six parking sensors) Surround monitor with 360-degree camera view Autonomous parking  Exceed adds: 20-inch two-tone alloy wheels Panoramic glass roof Electric tailgate with hands-free operation 12-speaker SEAS sound system GSR adds: Dual motor all-wheel drive system Black synthetic leather with microsuede seat trim Blue stitching on seats Two-tone exterior paint finish

Hybrid power is now mainstream for Aussie buyers.   It's an important choice for buyers transitioning from petrol- and diesel-powered cars to full EVs. Hybrid-powered cars are also important for brands as they seeks alternatives to internal combustion cars that incur fines under the New Vehicle Efficiency Standard (NVES). There are broad categories of hybrid cars in Australia, and each one has its own benefits for buyers. Here's a look at what hybrids are available, and which one might suit you best. Mild hybrid power is the first stage of electrification for cars. Mild hybrid cars can't drive on EV power alone, because they only use a small, low-voltage battery (usually) 48-volt, with a less than 1kWh capacity. The electric motor usual powers certain electrical features and the starter motor. They don't need to be charged, but they also don't offer noticeably better fuel efficiency than standard petrol- and diesel-powered cars. The popular Toyota HiLux ute is available with a 48-volt mild hybrid system, while Suzuki and Renault offer mild hybrid set-ups on some of their models. Conventional hybrid, plug-less hybrid or self-charging hybrid cars are popular in Australia. The engine works seamlessly with a bigger electric motor to maximise fuel efficiency. A conventional hybrid usually runs on electric-only power at low speeds or for short distances when cruising at higher speeds. The engine will kick in at higher speeds or when more power is needed, blending petrol and electric power. This makes fuels efficiency in urban environments or star-stop traffic better than what a petrol- or diesel-powered car would achieve. The battery in a conventional hybrid is charged by the engine and from regenerative braking, meaning the car doesn't need to be plugged in. The conventional hybrid car's battery is smaller than those in plug-in hybrid and fully-electric cars, and still requires a petrol engine to run. Toyota provides conventional hybrid set-ups on the vast majority of its Australian line-up, including its RAV4 SUV and Camry sedan. Other popular brands Kia, Hyundai and others also have affordable conventional hybrid variants on its popular models. Plug-in hybrids or PHEVs take hybrid power to the next level because they are equipped with a much larger battery and a more powerful electric motor set-up. PHEVs have a long electric-only driving range, with some capable of exceeding 200km, before the engine is needed to drive the wheels. Most new PHEVs have an EV range of at least 100km. This means daily commuters will rarely have to fill-up on fuel if they charge the battery every night. PHEVs also boast significant combined driving range as they have a regular sized fuel tank to power the engine, resulting in ranges of north of 1000km before the fuel tank and battery are depleted. Carmakers often claim PHEVs drink less than 2.0L/100km of fuel, but that requires owners to constantly charge their batteries and never let it deplete. Once the battery is depleted fuel use will skyrocket, as the small engine has to move around a heavy vehicle weighed down by the battery and electric motors. PHEVs suit a buyer with access to charging facilities, who also want outstanding fuel efficiency. Bigger Chinese vehicles usually employ PHEV set-ups, including the BYD Shark 6 ute and incoming Zeekr 8X and 9X. Range-extender hybrids, also known as Range Extender Electric Vehicle (REEV) or Extended-Range Electric vehicle (EREV), are gaining popularity globally. They are feature similar hardware to PHEVs, but work in a different way. The engine in a REEV's is used as a generator for charging the battery, and the wheels are driven by the electric motor, or motors, only. REEV's have an EV-sized battery that can also be plugged in to charge, giving these cars a driving range comfortably exceeding 1000km. Leapmotor's B10 and C10 SUVs use REEV set-ups in Australia, but the incoming Forthing Taikon 5 and the XPeng L03 will also employ the set-up when they hit showrooms. Nissan’s ‘e-Power’ hybrid system in the X-Trail and Qashqai SUVs employ REEV tech on a smaller scale, using the engine to power a small battery that powers the wheels, but this battery cannot be plugged in to charge.

If you’re an EV buyer in 2026, you need to know about this.  The Electric Vehicle Council (EVC) has revealed the state of play for electric and plug-in hybrid cars in Australia in 2026.  This is the 10th year of the ‘State of EVs’ report as more buyers bought EVs than ever before Down Under.  The report analysed the 2025-26 financial year, and how buyer trends and infrastructure, among other things, have changed in that time.  It called for several policy reforms, including targeted equity-based policy to assist economically-disadvantaged Aussies reap the benefits of EV driving. Australia’s charging landscape is diverse, it is also complex and fragmented and needs major investment, according to the report.  In June 2026, there were 4268 public charging locations, which is 235 per cent more than June 2025 There were 11,602 public charge points in June 2026, up 175 per cent compared to June 2025 The EVC said there needs to be more research into how owners charge EVs and where they need them most.  “Australia still needs substantial public charging investment, but the task is not as simple as just installing more fast chargers,” the report reads.   “Most charging happens where vehicles already park—at homes, apartment buildings, workplaces, destinations, kerbsides and depots.” The report calls for a nationally-coordinated charging roadmap and scaled infrastructure deployment. This news comes after NRMA spokesperson Peter Khoury told CarsGuide in December 2025 Australia’s charging infrastructure was lagging behind.  “We’re nowhere near. We’ve got nowhere near enough public charging,” NRMA spokesperson Khoury said.  “There are lots of areas that don’t have energy that comes from outside the energy grid so you’ve got to create energy sources at those locations.” The EVC is calling for the government to implement a range of new rules in Australia.  It wants a targeted equity-based policy to help all Australians use EVs and take advantage of the cost savings with EV adoption. The report states that EVs have lower running costs than petrol- and diesel-powered cars, with less maintenance, seeing a typical driver saving roughly $3000 per year.  The EVC said this figure did not include the substantial increases to fuel prices in 2026, with savings calculated today even higher.  It said the federal government needs to implement an updated New Vehicle Efficiency Standard (NVES) for cars sold beyond 2029 to align with 2035 emissions reduction targets.  NVES is a set of emissions rules that imposes fines on cars sold that emit high levels of CO2 into the atmosphere.  Developing a car takes a brand several years to complete, meaning carmakers need to know the rules these models will need to follow. It also said there should be a national road-user charge that does not deter EV uptake. This would differ from the current system proposed by the New South Wales government from 2027 that the EVC said would slow EV sales. The New South Wales government wants a road user charge to make up for lost fuel excise revenue and ensure all road users contribute to maintenance.  The EVC found a fully-electric or PHEV car was bought every 100 seconds on average in the first half of 2026, with one in four new car sales using an electric powertrain. The report reads cost-of-living pressures, soaring fuel prices and greater EV choice has contributed to a sharp increase in electric car uptake in 2026.  Fully-electric and PHEV sales accounted for 25.8 per cent of new car sales up to June 2026, increasing from 12.1 per cent up to June 2025 There are 196 combined full EV and PHEV models on sale, compared to 153 models in 2025 There were 157,957 electric and PHEV sales in H1 2026, up 177 per cent from H1 2025 Australia’s EV uptake is now in line with the global average, according to the International Energy Agency “So, at a time when fuel prices are fluctuating and cost-of-living continues to bite, it’s no surprise that EVs have become a popular choice,” the report states.  “As of June 2026, drivers have never had a greater choice of EVs in Australia.” Australia recently got its new cheapest electric car in the BYD Atto 1 that is being offered from $19,990 (drive-away) until December, 15 2026.

Could Mitsubishi's new Pajero spawn a lust-worthy three-door version. We certainly hope so, with the internet producing 'Shorty' renders that have us drooling. We know that Mitsubishi has plans for the Pajero family to grow beyond the Triton-based 4WD that will launch in Australia soon. In fact, the brand says that: “In addition to the "Pajero" to be launched this year as a model that embodies the DNA of Mitsubishi Motors-ness, we will introduce additional new models going forward as part of the 'Pajero' series.” Could one of those models be a smaller, three-door variant, like this hopeful render that has appeared on AutoEvolution? International media certainly thinks so, with sites like Japan's BestCar confirming a smaller variant is coming. It would be one of three Pajero models, including the one we've seen, a smaller mid-size SUV offering, and a third LandCruiser FJ -style 4WD, according to reports. For now, the new Pajero looms, and will arrive in Australia sporting a 150kW/480Nm 2.4-litre turbocharged diesel engine — a version of the Triton's well-known donk. Unlike the Triton, though, the Pajero's power is fed through an eight-speed automatic, which should help with both fuel use and refinement. It also has a wider track and more advanced suspension than its ute sibling, too. It arrives in three grades – the GLS with five or seven seats, the Exceed and the flagship GSR – with pricing spanning $68,490 to $84,990. “For four generations, the Pajero has defined Mitsubishi. It has stood out for its capability, comfort and sheer dependability, showcasing the best Mitsubishi has to offer,” says Mitsubishi CEO, Shunichi Kihara. “The All-New Pajero takes the Pajero backstory and modernises it. It maintains its flagship position in the global Mitsubishi hierarchy, combining Pajero’s core attributes and applying it in a way that defines modern ‘Mitsubishiness’.

Arguably the year’s most anticipated new model has finally broken cover, and initial reports are promising. After being poured over by the global press and driven briefly under strictly controlled conditions in Japan, the general consensus is that the latest-generation, NU-series Mitsubishi Pajero will be a formidable 4x4 wagon contender when sales commence in December. This is what it has going for it and what concerns still need to be addressed. Strong points include design presence, an unexpectedly refined interior, thoughtful packaging, a competent yet refined on- and off-road chassis tuned with Australian preferences in mind, and competitive pricing. Only the lack of a hybrid powertrain option could hold the new Pajero back, though company executives have indicated one is coming in time. Still, a conditional 10-year warranty, should give popular rival 4x4 wagons like the Toyota Prado, Ford Everest and Isuzu MU-X something new to worry about. But it is the choice of an old name that Mitsubishi has resuscitated for its large SUV that might create confusion. Particularly when the advertising tag line screams: “All-New Pajero: The Legend is Returning.” That’s because the 2026 Pajero is not a modernisation of the previous, third/fourth-generation, NM-NX-series 4WD from 2000 to 2021 that the badge and promotion clearly imply. Instead, it is a successor to the smaller, cheaper and less-sophisticated Pajero Sport (now defunct), which was derived from generations of previous Triton utes. That started off as the Challenger initially, in the late 1990s, until the name changed in 2015. As such, expectations of the NU Pajero need to be tempered. Mitsubishi used to offer 4x4 wagon buyers real choice. Despite being smaller and less expensive, the previous Pajero was considered a strong alternative to the Toyota LandCruiser and Nissan Patrol. This was so even as the latter two grew into the Upper Large SUV category four-wheel drive (4WD) as they changed. Meanwhile, it was the simpler Challenger and Pajero Sport’s job to chase the Prado, as well as the 2000s-era Nissan Pathfinder, Everest, MU-X and the Holden Colorado 7/Trailblazer. It’s true that, although based off the current Triton, the NU Pajero is considerably bigger than the Pajero Sport was, and larger even than the old Pajero. But people expecting an alternative to the full-sized LandCruiser 300-Series and Y63 Patrol giants, which are bigger again, will find the Mitsubishi is not in the same official size category. That point alone should have had the company thinking twice about using the Pajero nameplate. The previous Pajero was a revolution when the NM series debuted at the 1999 Tokyo Motor Show. That’s because it was designed and engineered to be at the forefront of large off-road-capable SUV technologies, and did it with such aplomb that it cemented the Mitsubishi’s reputation along the way. Among many progressive features was an advanced monocoque body with an integrated ladder-frame chassis, eschewing the old-fashioned body-on-frame construction for a lighter, more-rigid and roomier solution. The upshot provided the old Pajero with far more car-like on-road dynamics, control and safety than the previous (1981 original and 1991 second-gen) iterations, while still being able to deliver exceptional off-road capability and robustness. This happened years before Land Rover, then under BMW ownership, managed something similar in the full-sized 4WD wagon space with the L322 Range Rover of 2002. Mitsubishi got there first, and it was a revelation LandCruiser and Patrol has never matched. Cash-strapped Mitsubishi reportedly didn’t have the funds to develop another monocoque, truly full-sized Pajero, so upsized and improved the body-on-frame Triton ute and its Pajero Sport SUV offshoot to fill that role. It makes economic sense, because the competition has long done something similar, but it is still a retrograde step from the old Pajero. Already comfortably better than the previous Pajero Sport, whether the NU Pajero will have the same elevated bandwidth of dynamic capabilities when we drive it in Australia remains to be seen. The final old Pajero used a 147kW/441Nm 3.2-litre four-cylinder turbo-diesel engine dubbed DiD, giving it sufficient low-down torque capabilities as well as adequate on-road performance. On paper, the NU Pajero’s 150kW/480Nm 2.4L turbo-diesel’s outputs exceed the old version. Around 62kW per tonne versus 59.5kW per tonne in the power-to-weight ratio stakes. But how will that translate in actual Australian conditions, especially against the V6 turbo-diesel alternatives as found in the latest LandCruiser and Patrol? And that's not even taking in the electrified big 4x4s from China like the Denza B8 PHEV. With diesel prices still spiking this year, the electrification of the NU Pajero cannot come soon enough. Especially as the New Vehicle Efficiency Standard (NVES) that limits carbon dioxide tailpipe emissions becomes stricter over time. Like we said, the 2026 Pajero falls into line with its popular rivals in being an affordable entry point into 4x4 wagon motoring without having to pay LandCruiser and Patrol prices in order to do so. In all likelihood, a ground-up monocoque-bodied Pajero replacement would have cost a lot more to buy, so Mitsubishi’s decision ultimately does make sense.

Aussie buyers have a new 4WD to think about. The Mitsubishi Pajero will launch in Australia with great anticipation in December 2026 when the revived 4WD hits showrooms.  Mitsubishi has revealed pricing and specifications for its new model, but how does it stack up to key rivals in the segment? It will face the most fierce competition with the popular Toyota Prado and Ford Everest, so here is how it shapes up against those popular options.  The Pajero squeezes under the $70,000 mark, starting from $68,490, which is cheaper than the Toyota Prado, but more expensive than both Ford Everest variants. It continues to undercut the Prado up the grades, with its Exceed starting from $79,990, while the GSR starts from $84,990. The Prado's $73,200 starting price is $4710 more than the base five-seater Pajero ($68,490), with Prado pricing extending to $100,620 on the top grade. The Pajero’s cheapest seven-seater variant is $69,990, more than $10,000 cheaper than the Prado's base seven-seater ($80,665).  Both 2.0-litre and 3.0-litre Everest base variants are cheaper than the Pajero and the Prado.  The Everest 2.0 starts from $58,990, with prices increasing up to $71,990, while the Everest 3.0 kicks off from $66,990, with the top-spec grade starting from $83,417. The Pajero’s 2.4-litre four-cylinder turbo-diesel engine matches the Prado for power at 150kW, but its 480Nm, is just shy of the 500Nm total in its Toyota rival.  The Pajero also has more performance than the 2.0-litre Everest, but the 3.0-litre Everest is the pick of the bunch for outright power with 184kW and 600Nm.  All four competitors boast the industry standard 3500kg braked towing capacity.  Mitsubishi hasn’t revealed the Pajero’s fuel efficiency, so we don’t know how it compares to its rivals.  It will need to offer below 8.0L/100km to be competitive. The closely-related Triton offers as little as 7.5L/100km, so it could beat that figure.  The Pajero comes with a rear differential lock and low-range transfer case on all grades as part of its permanent 4WD system. The Prado has a permanent 4WD system, but a locking rear differential is only found on a higher grade of the car. All 4x4 grades of the Ford Everest feature a rear differential lock and a permanent 4WD system. The Pajero's approach and departure angles are similar to the Everest's, along with a competitive ground clearance figure. The Prado's 17.0-degree departure angles is significantly less than the Pajero and Everest, as is its 210mm ground clearance. The Pajero has a 12.3-inch digital driver display and a 12.3-inch central touchscreen, while higher grades are equipped with dual 14.3-inch display. This beats the Everest’s standard 8.0-inch digital driver display and 12.0-inch touchscreen. All Prado grades match the Pajero’s 12.3-inch central unit, but it only has a 7.0-inch driver display as standard.  The Pajero has waterproof black fabric seat trim to start, mirroring other standard fabrics in its rivals. Leather seat trim is available for all further up the range.  The Pajero boasts a 10-year/200,000-kilometre conditional warranty, when services are completed on time at Mitsubishi dealers. If buyers opt not to service at Mitsubishi, warranty reverts to a five-year/unlimited-kilometre guarantee.  It is also available with a 10-year capped price servicing deal, but we don’t know how much it will cost yet. All new Ford Everests bought from 1 September 2026 are now covered by a seven-year/unlimited-kilometre warranty. Ford offers a capped price servicing deal on the Everest of $1596 for the first five years, working out at $319 per annual service.  Toyota also offers capped price servicing, for either three or five years, with servicing every six months.  The Prado is available with Toyota’s five-year unlimited-kilometre warranty, which can be extended to seven years for engine and driveline when the car is serviced at dealers. 

A cheaper Pajero 4WD could be on the cards in the future, according to the company’s local boss. The new Mitsubishi Pajero range starts at $68,490 (before on-road costs) for the base five-seat GLS grade and rises to $84,990 for the range-topping seven-seat GSR. This means it is one of the most expensive Mitsubishis ever sold in Australia. It is almost $10,000 more expensive than the cheapest Ford Everest, but about $5000 cheaper than the base Toyota Prado. Isuzu’s base MU-X is about $13,000 more affordable. Mitsubishi Australia boss Shunichi Kihara defended the Pajero’s price point. Kihara said he understood Mitsubishi has been seen as a slightly cheaper alternative to Toyota and Ford in the past, but was confident it would sell well. “I think when we launched the current Outlander there was a price gap from the previous generation, but we were able to attract many new customers," said Kihara. “So I think we can do the same with the new Pajero considering the product competitiveness and the price position we have. "The new Pajero is a more premium proposition with rugged good looks, quality off-road tech and a plush interior that does put it a step above the competition at face value." This does leave room for a more bare-bones version at the bottom of the range. Mitsubishi has also not yet used the GLX grade designation - its name used for base grades of its rugged vehicles. “We decided the current line-up thinking that this line-up can address all the necessary type of customer in that segment,” said Kihara. “Of course, going forward depending on market change, customer demand, we are open to consider making changes to the line-up.” Mitsubishi won’t be able to make a decision on that anytime soon, with the vehicle only going on sale this December. Kihara did rule out a two-wheel drive version of the Pajero and called it inappropriate. Mitsubishi has hinted at a GLX grade in government filings. The homologation documents, needed to approve a vehicle for sale in Australia, cited four Pajero variants: GLX, GLS, Exceed and GSR. The last three are part of the new line-up, with only GLX absent. Chinese carmakers such as BYD, Chery, GAC, GWM and Geely are all entering the 4WD space, but Kihara said the Pajero has something those do not. “Pajero has name, history, heritage and that it is the flagship of Mitsubishi,” he said. “It’s reliability, durability, Japanese design and technology — including the 4x4 technology — and also the strong heritage and history and of the adventurous spirit.” Mitsubishi Australia COO Rob Nazzari pointed to the company’s extensive dealer network, 10-year/200,000km conditional warranty and after-sales servicing as big reasons buyers would choose Mitsubishi over newer brands.

There has never been a better time to buy a four-wheel drive, with buyers spoiled for choice. The new Mitsubishi Pajero will land in dealerships this December, and go up against the old brigade led by the Toyota Prado, Ford Everest and Isuzu MU-X. But the world has changed since the previous-generation Pajero ceased production in 2021. There is a new breed of rough-and-tumble 4WDs from China such as Denza’s B5, GWM’s Tank 300 and 500 and likely incoming Geely Galaxy 700, which pack hi-tech features, hybrid grunt and wear enticing price tags. This Pajero is more aligned with the old guard, but a new hope is dawning with the promise of hybrid and plug-in hybrid propulsion in the near future. For now it packs a 150kW/480Nm 2.4-litre turbocharged diesel engine, which is an evolution of the twin-turbo unit found in the Triton. Mitsubishi has also ditched the six-speed auto from the Triton in favour of an eight-speed automatic transmission, which will improve performance and help lower fuel use by giving the vehicle more control over the rev range. It shares its underpinnings with the current Triton ute, but Mitsubishi has done a lot of work to make the Pajero a more refined and accomplished daily driver. The chassis is stiffer with greater use of high-quality steel, which increases its stability during cornering but also improves its durability and reliability to better handle the rough stuff. The rear suspension from the Triton has been replaced with a sophisticated five-link set-up with coil springs to smooth out bumps and lumps. And the track has been widened to make it more stable. We headed to Mitsubishi’s proving ground in Okazaki, Japan, to be one of the first people to get behind the wheel of the new Pajero.  The giant Okazaki facility holds the company’s research and development centre, one of its vehicle proving grounds and car factory. Our short loop takes in several of the company’s test routes. The dynamic test mimics a twisting country road, the suspension test pairs together multiple broken and rough road surfaces and the high speed loop is a mind-bending road that has the vehicle pitched at 18-degrees as you whip through the big curve. Off-road testing will have to wait. The test, while short, showed some of the car's strengths and weaknesses. Mitsubishi’s switch to an eight-speed auto is a masterstroke. The new engine transmission combo elevates the drive experience with it smoother and more refined than the Triton. The wide ratios keep the engine humming in its sweet spot, with it doing it easily at 140km/h in eighth gear at about 2000rpm. It could do with a bit more torque, the Pajero not having the responsiveness and initial shove of its rivals back home. It isn’t a performance car but for its category it felt a tad sluggish and heavy. It is remarkably quiet at high speed, with minimal wind noise or tyre roar. There is a slight grumble of the engine permeating through the cabin, but nothing that would get in the way of comfortable conversation. This is paired with well balanced steering that provides decent feedback giving drivers a great idea of what is happening underneath them. It is surprisingly nimble for a circa 2500kg 4WD, with it handling quick changes of direction admirably.  It held its own through the quick corners, exerting solid body control with less lean through the bends than expected of a car this big. This is the result of the wider track, upgraded suspension and the rally-bred Active Yaw Control (AYC) that helps manage the torque delivery to left and right wheels to increase stability when cornering. The Pajero’s suspension treads a fine balance — not too soft, not too firm. On the broken road surfaces it soaked up the bumps and imperfections with ease, but it didn’t encounter anything to mimic the pockmarked roads we encounter at home. First impressions matter, and the Pajero has made a lasting one, but we’ll reserve judgement until we’ve had a proper drive on public roads in Australia. This is the plushest Mitsubishi interior to date. It is festooned with premium materials and high-tech features. The cascading leather covered dash is a design highlight and the dual screens paired with proper buttons and dial controls show it's a 4WD for the modern age. The seats a comfy and easily adjustable and the second row seats sit up higher giving a good view out the forward and side windows. The third row is accessed by a one touch tumbling seat that provides a big space to load passengers through. All rows get air conditioning vents and USB-C ports. The boot is mini with all seven seats in use. The last row seats easily fold down with just the pull of a cord, but they don't fold completely flat. Prices kick off at $68,490, before on-road costs, for the entry-level GLS with five seats, or $69,990 with seven seats. The mid-tier Exceed jumps up to $79,990 and the range-topping GSR starts at $84,990. Both variants are only available with seven seats. Mitsubishi will also back the Pajero with its conditional 10-year/200,000km warranty, which requires owners to complete all their scheduled workshop visits at a Mitsubishi dealership or it reverts to a five year/100,000km guarantee. Mitsubishi offers up to 10 years' of capped-price servicing with scheduled workshop visits required every 15,000km or 12 months.