Mitsubishi Pajero Sport VS Holden Equinox
Mitsubishi Pajero Sport
- Comfortable on-road
- Capable off-road
- Good value
- Those tail lights
- Ground clearance could be better
- Drives very well
- Great drivetrains
- Lots of choice for buyers
- Interior not very special
- Base model lacks safety kit of rivals
- May be thirsty in the real world
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|
It has been a long time coming, but this is it - the replacement for the Holden Captiva.. sort of. It’s the 2018 Holden Equinox, a new mid-sized model that will take the fight to some of the most established and successful SUVs on the Australian market.
The competitive set is daunting for a newcomer - we’re talking the Mazda CX-5, Toyota RAV4, Nissan X-Trail, Volkswagen Tiguan, Mitsubishi Outlander, Honda CR-V… Some big selling models from some big name brands.
It’s not as though Holden hasn’t had a presence in this market in the past, though. The company has had the Captiva in the medium segment in the past, and there’s still going to be the seven-seat Captiva, which will soldier on as the brand’s offering in that space until the all-new Acadia arrives later in 2018.
As such the Equinox is purely a five-seat offering, and a roomy one at that - plus, there are five different versions for customers to choose from: the base model LS, the safety-focused LS+, the mid-spec LT, well-equipped LTZ and flagship LTZ-V.
So, how does it stack up? Read on to find out.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
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.
The Holden Equinox 2018 range has a lot of choice for buyers, and that will be enhanced even further when the diesel models arrive later in 2018. As it stands, there is no denying the Holden magic touch has been applied to the Equinox, and it drives confidently and comfortably in almost every situation.
It is let down by a bland interior with some questionable finishes, and an exterior design that looks a little dated for a brand new model in one of the most important segments in the market.
It isn’t a class leader, then - but it is among the better options in the class. This writer’s pick would be the LS+, which has the best comfort, peace of mind and a more-than-adequate drivetrain for most people’s needs.
Would you go for the 1.5-litre model? Or do you subscribe to the notion that there's no replacement for displacement? Let us know in the comments section below.
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.
I guess you could say that it is interestingly styled, in that it doesn’t really look very much like anything else in the Holden stable.
I mean, if you squint you can see a bit of Astra sedan (Chevrolet Cruze) about it, and maybe some Trax, too. Some makers are nailing the whole 'brand identity' thing, but that’s not so easy for Holden, which has sourced from the European market and the North American market. The Equinox, for instance, is built in Mexico, primarily for the US, where it sells in big numbers.
That aside, there’s something about the look of it that has a familiarity to it. I personally think it would have been right at home in a 2005 model range line-up, because there are a lot of deep character lines and swooshes, stuff that has seemingly gone a bit out of fashion in recent years as companies push for 'European styling'. And in the same breath, I’d say that the D-pillar is more than a bit reminiscent of a Mercedes-Benz GLE…
The entry-level models have 17-inch wheels with big chubby tyres that look a little naff, but 18s and 19s on the higher-spec versions, not to mention the LED headlights on the flagship LTZ and LTZ-V (models below have LED daytime running lights).
The interior falls short of the styling highs we’ve seen in competitor cars, too. It isn’t as high-tech or sexy as, say, a CX-5, Tucson or Sportage. But it does have the practicality side of things sorted.
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.
The Equinox is undoubtedly one of the more practical and spacious models in the segment - up there alongside the brilliantly practical Honda HR-V and Volkswagen Tiguan - and a lot of that comes down to the fact that there aren’t seven seats squeezed in, and it’s on the bigger side of things for the class.
With dimensions of 4652mm long, a wheelbase of 2725mm and a width of 1843mm, it certainly has the supersized American market in mind. For context: Toyota RAV4 is 4605mm long (2660mm wheelbase) and 1845mm wide; Hyundai Tucson is 4475mm long (2670mm wheelbase) and 1850mm wide; Mazda CX-5 is 4540mm long (2700mm wheelbase) and 1840mm wide.
The result of the Equinox's extra footprint is a roomy cabin, easily large enough for a family of five. There are three top-tether anchor points and dual outboard ISOFIX attachments, and Holden claims a massive, class-leading boot capacity of 846 litres with the back seats in place, and 1798L with them folded down in a 60/40 fashion.
The higher-spec models have remote release levers in the boot area to drop the seats, too, and the LTZ and LTZ-V versions have a hands-free tailgate, which is handy if your digits are otherwise occupied.
There are cupholders up front and in the back, and the door pockets are a good size, too, with space for a bottle or (fold-up) umbrella. A central storage bin in front of the gear selector allows enough space for wallets and phones, while the console between the front seats is massive.
High-spec models (again, LTZ and LTZ-V) have four USB ports to keep the kids’ devices charged on road trips, plus there’s a 230-volt powerpoint in the back seat. The rest of the range makes do with a single USB port, and a couple of 12-volt plugs.
The media system you get depends on the model you choose. LS and LS+ models have a 7.0-inch touchscreen with Apple CarPlay and Android Auto phone mirroring tech and Bluetooth, while the LT, LTZ and LTZ-V have a slightly more attractive (but no more intuitive) 8.0-inch touchscreen with the same tech, plus sat nav (including live traffic updates).
The interior presentation is a little bland and dated, and there’s an array of hard plastics throughout that don’t imbue the cabin with a sense of luxury - while competitor SUVs like the Volkswagen Tiguan can feel like expensive cars that have been de-specified, the air the Equinox gives off is one of a more affordable car that has been tarted up.
That’s not to say it’s unpleasant - I liked the leather on the seats in the up-spec models (and the seat cooling on the humid day of my test drive), but I reckon the fabric trim in the lower-spec models has a bit more character and charm to it.
Price and features
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.
The new Holden Equinox 2018 model range isn't the outright most affordable mid-size SUV on the market, nor is it pushing the limits in terms of pricing. It's a middle-ground player.
The entry-level Holden Equinox LS is the only model available with a manual transmission, and it starts things off at $27,990. The automatic version adds two grand ($29,990). It's powered by a 1.5-litre turbocharged four-cylinder petrol engine, and is only available in front-wheel drive (FWD).
The LS has 17-inch alloy wheels, a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, automatic headlights with LED daytime running lights, dual ISOFIX child-seat anchor points, and the automatic has what Holden calls 'Active Noise Cancellation'.
Next up in the range is the LS+ at $32,990, which runs the same 1.5L auto drivetrain as the LS. The LS+ adds a leather steering wheel and power folding side mirrors.
It also adds a heap of safety equipment - some of it, arguably, that should be included in the low-spec car.
The list is topped by auto emergency braking (AEB), but packaged alongside that tech is a range of other potentially life-saving stuff: lane-keeping assist, lane departure warning, and forward collision warning.
Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s 'Safety Alert' driver’s seat, which will vibrate to warn the driver of potential hazards.
Next up the list is the LT, at $36,990, which gets a bigger engine than the two lower-spec models - a 2.0-litre four-cylinder turbocharged unit with plenty of extra poke: 188kW and 353Nm, or about 48 per cent more power and 28 per cent more torque than the entry-level cars. Gone, too, is the six-speed automatic, with a new nine-speed auto transmission taking its place. A diesel will be available later in 2018.
The LT builds on the LS+ model, upgrading to 18-inch alloy wheels, a larger 8.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, sat nav with live traffic updates, four USB points (two front, two rear) a 230-volt powerpoint in the second row, heated front seats, dual-zone climate control, HID headlights and provision for roof-rack mounting.
The LTZ uses the same 2.0L drivetrain, and is available in FWD at $39,990 or all-wheel drive (AWD) at $44,290. A diesel will come for it, too.
It upsizes to 19-inch alloy wheels, while also adding a hands-free power tailgate, semi-automated parking (parallel and perpendicular), rain-sensing wipers, leather-appointed seats, wireless phone charging, heated front and rear seats, power adjustable driver’s seat, roof rails, DAB+ digital radio, LED headlights and tail-lights, and a Bose premium sound system.
The flagship LTZ-V comes solely in AWD and costs $46,290 - which effectively makes it a $2000 jump over the LTZ AWD, running the same 2.0L/nine-speed auto. A diesel will be offered later.
The LTZ-V adds a dual-panel panoramic sunroof, heated steering wheel, power adjustable passenger seat, and ventilated (cooling) front seats.
So, there’s something for everyone, really. I just reckon maybe the LS and LS+ should have been merged into one model with the safety kit…
Engine & trans
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.
The entry-level engine offering is a 1.5-litre turbocharged four-cylinder with 127kW of power and 275Nm of torque. It comes with a six-speed manual (LS only) or six-speed automatic, and is FWD only.
The other drivetrain on offer is a 2.0-litre four-cylinder turbo with a class-leading 188kW of power and 353Nm of torque. It is solely mated to a nine-speed automatic transmission, but can be had with either front- or all-wheel drive (the LT is FWD only, the LTZ is FWD with the option of AWD, and the LTZ-V is AWD only).
The AWD model employs a clever system that can allow the driver to effectively disconnect the rear drive axle, in order to help save fuel - it is controlled by a button near the gear selector. If the car is in AWD mode it will generally default to front-drive, but can split torque up to 50:50 front to rear if slip is detected. The AWD model also has revised suspension and a higher ride height.
A diesel model will be added to the range later in 2018, with that drivetrain being a 1.6-litre four-cylinder turbocharged unit producing 100kW/320Nm. It will come exclusively with a six-speed automatic transmission, but will be offered in FWD or AWD.
Towing capacity is 750kg for an unbraked trailer on all models, while the 1.5-litre petrol and 1.6-litre diesel have towing capacity of 1500kg for a braked trailer, and the 2.0-litre petrol has a 2000kg braked towing capacity. That’s good, but not a benchmark for the segment (Volkswagen Tiguan 162TSI: 2500kg).
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).
Claimed fuel consumption for the 1.5-litre drivetrain is 6.9L/100km for the manual and automatic variants. Our launch drive saw a much higher return, due to some pretty spirited driving: 10.4L/100km.
The 2.0-litre version is a bit thirstier, thanks to its extra grunt. It is claimed to use 8.2L/100km for the FWD model and 8.4L/100km for the AWD. On our launch drive, we saw 9.7L/100km
The diesel, when it comes, will be the most frugal in the Equinox line-up - exact figures haven’t been revealed at this stage, however.
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.
It’s as though Holden’s engineers have waved a magic wand and made the Equinox - a big-for-its-class SUV - drive much smaller, and with much more confidence than you might expect.
The steering is the highlight - Holden has nailed the electric power steering system for feel and weighting, with excellent response whether you’re simply twirling the wheel at low speeds to park, or pushing it through a series of corners. There’s bugger-all in the way of torque-steer, too (that’s where the steering wheel will tug to the side when you accelerate).
The suspension, too, is a compliant and comfortable balance of control and plushness. Only in the models with the 18- or 19-inch wheels do you start to notice some terseness, and that comes down to both the extra weight of those variants and the lower profile tyres.
The LS and LS+, then, are the models that are the peachiest of the five variants. With 17-inch wheels and chubby 65 profile Continental rubber, the pliancy was excellent, as was the grip.
That said, the turning circle in the LTZ-V, in particular, is poor - 12.7m, which is worse than a lot of much bigger dual-cab utes.
The drivetrain in the LS+, too, was a fuss-free affair: it never felt underdone with two burly adults and some luggage on board, easily dealing with pushing away from intersections and rapid-fire overtaking moves without hassle.
The 2.0-litre is undeniably faster, and it’s also pleasantly refined. There’s a level of effortless to the way it pulls away, but it never really feels quite as potent as, say, the Volkswagen Tiguan 162TSI (with 162kW/350Nm) - and that is, in part, down to the weight of the Equinox. It’s a bit of a tubby thing, tipping the scales at 1778kg (kerb weight) in the top-spec LTZ-V. For comparison’s sake, the aforementioned top-spec Tiguan is 1637kg…
The moral here is, then, that less can be more. Make sure you drive the 1.5-litre…
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.
At the time of writing there hadn’t been an ANCAP crash test performed on the new Holden Equinox, but the brand made specific reference to an expectation of a five-star score during a presentation to media at the launch.
Still, there’s an elephant in the room - the LS. If it were 2014 we would have applauded Holden for offering a reversing camera, rear parking sensors, ESP and ABS, and six airbags in a family SUV. But it’s not 2014, and times have changed.
That’s what makes the LS’s lack of standard safety equipment disappointing, because the brand had the chance to take it to its mainstream rivals with a strong safety package across its entire model line-up. Yet here we are, and those on a tight budget will miss out on the latest tech - maybe those buyers will head to a Toyota dealer, as the RAV4 now has a pre-collision warning with auto emergency braking (AEB), lane-departure alert, active cruise control and automatic high beam.
You can’t get active cruise control on any Equinox, but every model from the LS+ up has safety kit coming out the wazoo. Those models have the 'Holden Eye' camera safety system with AEB, lane-keeping assist, lane departure warning, and forward collision warning. Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s Safety Alert driver’s seat, which will vibrate to warn the driver of potential hazards.
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.
If you buy a Holden Equinox (or any other Holden) before January 1, 2018 you will get the brand’s limited offer seven-year/175,000km warranty. If you buy one after that, you’ll get the bog-stock three-year/100,000km plan - another peculiar move from Holden, especially for a brand that needs a good news story at the end of a treacherous year for the company.
The service intervals for the Equinox will be 12 months/12,000km, which is better than some of the other models in the company’s showroom that require maintenance every nine months.
As with all Holden products, the company will back the Equinox with a capped-price service campaign for the life of the car. The first seven services, no matter the engine, average out at $310 per go.