Mitsubishi Pajero Sport vs Deepal S07

What's the difference?

The Pajero Sport is reasonable on-road, more than satisfactory as a daily driver and it’s still a very effective 4WD.

This is a proven touring vehicle and while this update treatment doesn’t add a whole lot to the Pajero Sport package – and nothing in terms of power, torque or performance in general – it’s easily enough to tempt those who aren’t patient enough to wait for the next-generation version to arrive here.

The Deepal S07 has the makings of a great family friendly EV, but with some quirks that really need to be ironed out.

Most of the Pajero Sport’s latest round of upgrades is focused on styling refreshes, inside and out.

The upgraded interior in the GSR includes quilted two-tone burgundy and black synthetic leather upholstery.

This adds a welcome touch of understated class to an interior which is otherwise looking and feeling old.

The Pajero Sport now also has a three-spoke leather steering wheel and revised digital instrument display graphics, which may be difficult to discern for those unfamiliar with the previous renderings.

Outside, the GSR retains the distinctive Pajero Sport shape, albeit now with updated upper and lower grilles, front and rear bumper enhancements and black headlamp extensions (those are range-wide inclusions), as well as black door mirrors, door handles and tailgate handle.

If you’re left a little underwhelmed from the bland same-sameness of so many new SUVs, I reckon you’d like the Deepal S07 in the metal. Because boring it ain’t.

It’s sharp and purposeful and full of lovely creases and angles, and it stands out on the road — especially in this 'Sunset Orange' colour.

Deepal says it was designed in Turin, Italy, but I'm not sure that matters much. I mean, being in Italy doesn’t guarantee design success – just look to the modern Lancia range for proof – but I guess it’s something for a newish Chinese brand to hang its hat on.

Inside, the design is lovely, too. I like the materials used, the extended dash and the size of the central screen (though it tilting towards you or the passenger is probably overkill). And the flat-bottom wheel is a nice touch.

I'd like to know where the air con was designed, though. It feels massively underwhelming on a piping hot Sydney day. The main outlet is at the bottom of the dash, which is perfectly positioned to chill absolutely nothing, and you can’t really change the direction of the vents, either. Or, at least, I couldn't figure out how to.

The Pajero Sport cabin is practical, but now, as a result of the upgrade, it has more of a premium look and feel. Sure, it’s still on the wrong side of aged and it’s cramped, but at least it has a layer of gloss to it.

From front to back, it’s a well set-up space. The driver and front passenger seats (both power-adjustable) are very supportive, with a nice wrap-around feel to them. The other seats are also fine.

The reach- and height-adjustable steering wheel has paddle shifters for energetic shifting if you get the urge.

The dash and touchscreen media unit are nicely integrated, but that 8.0-inch screen is too small – and thankfully the likely introduction of a 9.0-inch screen in the 2025 Pajero Sport will sort out that issue.

The cabin’s familiar feel includes the fact that all buttons and dials are easy to locate and operate, even when you're bouncing around off-road.

The second row is comfortable and roomy enough, though the entire cabin tends towards the squeezy end of the spacious spectrum. Having said that, I slotted in behind my driving position and I had plenty of head, knee and foot room. 

There are three top tether points, two ISOFIX anchors and a fold-down armrest with cupholders in the second row. There are USB charge points and a power socket in the back of the centre console bin.

Third-row seating is a bit of a straight-up-and-down affair with a flat seat base, but passengers back there – god bless ’em – have access to cupholders and air vents.

In terms of packability, the Pajero Sport’s cabin, as mentioned, is quite narrow compared to most of its rivals and there are plenty of other SUVs and 4WD wagons around that offer more room inside for people, gear and dogs.

With the third-row seats in use, boot space is listed as 131L. There are power sockets and tie-down points in that rear cargo area. 

With the third row stowed away, there’s a claimed 502L of cargo space, which is pretty handy. With the second and third rows stowed, there’s a claimed 1488L.

At just over 4.7m long and 1.9m wide, with a 2.9m wheelbase, the Deepal is a sizeable proposition, which means good passenger room and decent luggage space.

Starting at the boot, you’ll find 445 litres with the rear seats in place, but with the seats folded flat that number grows to 1385 litres. There’s a frunk up front, too, that holds another 125 litres.

In the back, the room is ample for full-size adults. When sitting behind my own 175cm driving position, I had more than enough knee and headroom to sit comfortably. 

There’s also a heavy pulldown divider that’s home to twin cupholders, and there are two more up front, and USB connection points galore. Bonus points for the back seat riders being able to adjust their own air temps, too.

It’s easy picking in the Deepal range, given there’s one model with just the one trim level, simply called the S07.

It’s currently $58,521 drive-away in NSW, or $53,900 before on-road costs. And that’s probably about right. You can get an entry-level Kia EV5 for $56,770, though with less range and kit, or the XPeng G6 Standard Range for $54,800, though that’s before on-road costs. The new Model Y is a bit of a jump, at $63,400 on the road.

For that you get 19-inch alloys, a fixed sunroof with a sun shade, LED lighting all around and a powered boot. 

Inside, there’s a giant 15.6-inch touchscreen that can swivel towards the driver or the passenger, wireless Apple CarPlay and Android Auto, a 14-speaker Sony stereo and wireless device charging.

There’s dual-zone air con, the seats (heated and ventilated up front) are trimmed in synthetic leather and there’s an interior camera with gesture control, so you can use a kind of sign language to take a photo, control the stereo or answer or hang up the phone. It's weird and makes you look like a turkey, which is why I used it once and once only, but you might like it.

The Pajero Sport has a 2.4-litre, four-cylinder, turbo-diesel engine producing 133kW at 3500rpm and 430Nm at 2500rpm – and that’s matched to a eight-speed automatic transmission.

This is a solid but lacklustre combination – it’s agricultural, truck-like and it takes a heavy right foot to punch it off the mark. But overall, I don’t mind the driving experience.

This is a respectable and well-proven combination, more than a bit sluggish and far from dynamic, but it does the job. 

The GSR has Mitsubishi’s 'Super Select II' 4WD (a full-time 4WD system), selectable off-road modes and a rear diff lock.

The Super Select dial is positioned at the rear of the shifter and enables the driver to switch from '2H' (two-wheel drive), '4H' (4WD high-range), '4HLc' (4WD High Range with locked centre diff) and '4LLc' (4WD Low Range with locked centre diff).

The driver is able to safely switch between 2WD (2H) and 4WD (4H, 4HLc) at speeds of up to 100km/h.

The GSR has a button-operated off-road mode system – with 'Gravel', 'Mud/Snow', 'Sand' or 'Rock' settings, each of which tweaks engine output, transmission settings and traction control to best suit the terrain. It also features hill descent control. 

The 2025 Pajero Sport will have the new Triton’s twin-turbo four-cylinder diesel engine (producing 150kW and 470Nm) and it’ll be paired with an eight-speed auto.

The S07 is powered by a single 160kW/320Nm rear-mounted electric motor and it's rear-wheel drive. That’s enough output, says Deepal, to push the S07 to 100km/h in 7.9 seconds — not bad for a two-tonne-plus SUV.

The Pajero Sport has an official fuel consumption figure of 8.0L/100km on a combined (urban/extra-urban) cycle.

I recorded 9.8L/100km on this test. I did a lot of high- and low-range 4WDing and the Pajero Sport was never working hard.

The Pajero Sport has a 68L fuel tank, so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 694km from a full tank. 

The 79.97kWh ternary lithium battery delivers a claimed driving range of 475km. It is, however, set up for just 92kW DC fast charging, which means going from 30 to 80 per cent will take just over half an hour. That’s at an appropriate DC fast charger, of course. Your 7.0kW AC home wallbox will take 11 hours, or eight hours if you can draw 11kW.

There have been no power, torque or driver-assist tech changes to this upgraded Pajero Sport – you’ll have to wait for the next-gen version for those – so no surprises lay in wait when driving.

But that’s okay, because the Pajero Sport in its current guise is a solid daily driver – not spectacular, but far from atrocious.

The Pajero Sport is 4840mm long (with a 2800mm wheelbase), 1815mm wide, 1835mm high and has a kerb weight of 2130kg.

Compared to other similarly-sized 4WD wagons, the Pajero Sport is narrower and has a higher centre of gravity, so it’s nimble – the turning circle is a respectable 11.2m – but it also feels a bit floaty on roads and tracks, but not despicably so.

The Pajero Sport is reasonable on sealed surfaces, although it is sluggish, noisy and there’s quite a lot of body-roll through sharp turns, especially compared to some of its more refined rivals, such as the Ford Everest.

But it is a very capable off-roader, mostly because the driver has access to a raft of technical advantages engineered into the Pajero Sport aimed at making 4WDing a safer challenge.

One of the major points of difference it has with its rivals is Super Select II 4WD. You can switch, via a dial to the rear of the auto shifter, from 2H into 4H (four-wheel drive, high-range), if you're not already driving with 4H engaged, and that gives you the best traction possible in low-grip conditions, which you may face on rough back-roads and dirt tracks peppered with loose rocks and potholes.

There's no risk of transmission wind-up because the centre diff is open when 4H is engaged in the Pajero Sport, so Super Select II 4WD adds an extra element of safety and sure-footedness to your driving experience.

Then turn the dial to 4HLc (four-wheel drive, high-range, locked centre diff) and you're ready to take on more difficult terrain but at lower speeds, because the centre diff is no longer open.

If you want to tackle even harder stuff than high-range territory, turn the dial to 4LLc (four-wheel drive, low-range, locked centre diff) and the Pajero Sport has an opportunity to excel in low-speed, low-range four-wheel driving.

Turn the dial to 4HLc and you're ready to take on more difficult terrain but at lower speeds.

So, along with decent high- and low-range gearing and a centre diff-lock – activated when 4HLc (4WD high-range, locked centre diff) or 4LLc (4WD low-range, locked centre diff) is selected – the Pajero Sport has a rear diff lock, which is engaged/disengaged via a button in front of the shifter and this further help you to easily maintain safe forward momentum.

Hill descent control sustains a controlled low speed of 3.0-4.0km/h all the way down steeper, longer hills.

The GSR also has selectable off-road modes, including Gravel, Sand, Mud/Snow (when in high-range 4WD) and Rock (when in low-range 4WD).

Each of these modes adjusts engine output, transmission settings and braking, the aim being the acquisition of superior traction to suit specific conditions and terrains. 

The Pajero Sport is riding on Toyo Open Country A32 all-terrains (265/60R18 110H), which are decent tyres, but it would perform even better with more aggressive rubber.

Wheel travel is adequate, ground clearance (218mm) is reasonable, although you still have to mind your driving line through rough terrain and be mindful of this 4WD’s approach (30 degrees), departure (24.2) and ramp-over (23.1) angles. Wading depth is listed as 700mm.

While it’s never been regarded as a tow rig in the same vein as something like the Toyota LandCruiser or the Nissan Patrol, the Pajero Sport offers sensible claimed towing capacities of 750kg (unbraked) and 3100kg (braked).

Payload is listed as 645kg (so about standard for this size 4WD wagon), gross vehicle mass (GVM) is 2775kg and gross combined mass (GCM) is 5565kg.

Binging, bonging safety systems aside, the Deepal S07's drive experience is relatively peaceful.

It can feel heavy, and isn't dynamically perfect through tighter bends, and even in the city the suspension - which does a good job ironing out most road imperfections - can clang over sharper, bigger stuff, especially if you're too enthusiastic with a speed bump.

But provided you're not asking too much of it on some twisting pass, and you're gentle enough over really big bumps, the S07 behaves much as you'd expect a big, wafty electric SUV might.

That is, with a smooth flow of power, steering that isn't overly direct, but not overly sharp either and with comfort the order of the day.

There are some annoying quirks, though, that would seem easy enough to iron out. The safety systems are often intrusive – and other Chinese brands can get them to be far less annoying – but I also found the tech and user interface annoying and fiddly, which again would be easy enough to fix.

Handing out a low score for a five-star ANCAP car seems harsh, but bear with me.

All the major bases are covered, the standard spec including auto emergency braking (AEB) with car-to-car and 'vulnerable road user' (pedestrian, backover, cyclist, motorcycle) detection, blind-spot monitoring, lane-departure warning, lane keeping assist and more. And there are front, front side (chest), side curtain and front centre airbags.

But the single biggest drawback of the Deepal experience has to be the most annoying, infuriating active (crash-avoidance) safety systems I’ve ever come across. Honestly, it has to be experienced to be believed.

For one, whenever I wear sunglasses it gives me an “occlusion” warning, which I genuinely had to Google, but that’s nothing compared to the driver attention monitor, which seems rigged to go off if you so much as blink, sending chimes binging and bonging throughout the cabin, increasing in number like a bomb about to go off.

And if you have to turn them off every time you get in, you have to wonder if they have any business being there at all.

So yes, it wears a maximum five-star ANCAP rating from assessment in January this year, but it’s a tree falling in the forest, kind of vibe, like if a car has every active safety system known to man, and you want to switch them off every time you get in, is it any safer than a car that doesn’t have any systems at all?

The Pajero Sport has a 10-year/200,000km manufacturer’s warranty as long as you get it serviced as per the schedule at an authorised Mitsubishi dealer.

Mitsubishi’s 10-year capped price servicing applies – with prices ranging from $399 to $999 – and servicing is scheduled for every 12 months or 15,000km whichever occurs first. Check with your dealership for up-to-date servicing costs.

All Pajero Sports come with 12-months roadside assistance, but that can be extended to four years if the vehicle is serviced at an authorised Mitsubishi dealer in line with the official service schedule.

The S07 is covered for seven years or 160,000km, while the battery is covered for eight years or 240,000km.

Servicing is required every 12 months or 10,000km, and the brand’s capped-price servicing program covers the first seven services (or eight, if you include the initial 5000km check-in, which is free), for a total $2981.43 (or an average of $426 per paid workshop visit).