Mitsubishi Pajero Sport VS Kia Seltos
Mitsubishi Pajero Sport
- Comfortable on-road
- Capable off-road
- Good value
- Those tail lights
- Ground clearance could be better
- Outstanding value-for-money
- Life-enhancing packaging
- Stupendously easy to live with
- Full safety suite only available on GT-Line
- Parcel shelf only standard on Sport+ and up
- Feels a little loose traction-wise on gravel roads
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|
Sometimes a new model arrives with one particular grade that seems to exceed the sum of its pricing as well as parts. Just such a model is the entry-level Kia Seltos, the S.
Launched in late 2019 as the company’s small SUV answer to the successful Mitsubishi ASX, the SP2-series Seltos is a lot like a Kia Cerato, but with a big and boxy body plonked on top for more space, extra utility, higher seating and greater ground clearance (at 177mm) – courtesy of the related Hyundai Kona DNA infused within.
Result? The cheapest version makes for an ideal value urban runabout. And here’s why.
Read More:Kia Seltos 2020 Review
|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.
On paper, the cheapest Seltos might seem the least appealing of the range. Base model, tiny wheels, unremarkable 2.0-litre engine and a CVT auto are hardly the stuff of champions.
Yet, with its boxy good looks, utilitarian proportions, hardy presentation, agreeable performance, absorbent ride, ample road clearance, thoughtful equipment levels, accessible pricing, low running costs and superlative after-sales care, the S starts to shape up as a handsome and likeable overachiever of the small SUV set.
Budget for the Safety Pack and do insist on that AWOL parcel shelf, and you’re left with what might be one of the today’s most suitable and formidable real-world urban propositions. The Seltos S rises above its station with an infectious can-do swagger.
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.
An imposing nose. Chunky styling. A ‘floating roof’ design. Vibrant colour choices. With a hint of old-school Subaru Forester in its boxy utilitarianism, the Seltos literally stands out in a very crowded sector. Little wonder it’s already a big hit.
It’s interesting how Kia and Hyundai went down very different visual avenues with what are essentially the same basic mechanical ingredients. The former is all about space and sensibility while the latter is very much contemporary style orientated.
Maybe that’s why, despite brandishing a handsome set of hubcaps, the S’ 205/60R16-shod steelies look a wee-bit tiny in those huge wheel arches.
That pleasing practicality ethos outside has been transferred inside the Seltos too, with a simple approach to the dashboard design that aims to enhance your interaction with it rather than distract, confuse or even intimidate. That just isn’t Kia’s way.
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.
First thing’s first. It’s difficult to think of a cheaper new car that’s easier to get in and out of than the Seltos. Big doors, wide apertures, a tall ceiling, overhead grab handles, lofty cushions and a sense of airiness make it utterly undemanding. Swinging your hips up and on high flat seats (and down and off again), are further bonuses.
If you’re somewhat creaky in the bones and not so mobile, ensure this is on your list.
Most materials are of the hardy, durable variety, with the plastic (rather than leather-sheathed) wheel probably the next biggest giveaway after the wheels that you’ve chosen bargain-basement.
But at least you can sink yourself into soft and inviting cloth-ish seat fabrics. And there’s still some flair in there anyway, from door grilles which either look like an ode to Melbourne’s Fed Square or punched-in speaker grilles, to dimpled textures and contrasting shades of silvers and greys. Very Teutonic.
The majority of drivers should count on excellent front and side vision (though wide C-pillars do blot out over-the-shoulder parking sight lines), as well as a tilt/telescopic steering column and a height-adjustable cushion for locating the ideal seating position.
And everybody should admire the outstandingly concise instrumentation markings, plentiful ventilation and copious storage – including the deep front door pockets, shallow fascia shelves (one next to the two 12V and single USB outlets for maximum practicality) and a sizeable centre-console bin-cum-elbow rest.
It’d be near-impossible finding a less painless rental experience after 30 hours flying to Moose Jaw, Saskatchewan, than the user-friendly Seltos. That also applies to the uncomplicated multimedia connectivity and transparency of all vehicle controls.
Moving on to the back (possible without having to leave the car thanks to clambering-aiding space between the front seats), that flat and somewhat featureless cushion too is raised, which – like the wide-arc door opening – assists entry and egress as well as the view out for shorter folk.
It’s a light-filled expanse of rear-seat space, in contrast to the oppressive darkness of most small SUVs. We’re looking at you, Toyota C-HR and Mazda CX-30.
There are a few surprising extras and omissions. On the credit side you’ll find two-angle reclinable backrests, a reading light and windows that wind almost all of the way down. Fido will be pleased. None are base-grade guarantees. But could the carpet feel grittier? Optional mats ($163.89 ex-Kia) are a must.
There are no face-level air outlets, map pockets, USB ports or cupholders back there, while the S and Sport grades miss out on that parcel shelf. That’s almost dog-act penny-pinching. If you want one, that’s $346.12 thanks.
Speaking of the luggage area, the boot opening is huge, the floor flat and the load space level. There’s a wagon-like low lip to haul things over, and there’s more cargo capacity at 433L than every one of its popular small SUV foes, including the Qashqai (430L), ASX (393L), Toyota C-HR (377L), Suzuki Vitara (375L) and Kona (361L). The Tardis-like HR-V, meanwhile, pips the Kia by just four litres at 437L. A space-saver spare lives underneath.
All in all, then, the Seltos’ cabin is big and spacious and inviting to interact with, but what it isn’t is innovative. We can’t help thinking that, given all that interior space, Kia missed a trick not engineering a sliding rear seat as per the Skoda Karoq, or under-seat storage drawers.
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.
From $25,990 before on-road costs, the Seltos S represents compelling buying, and not just among similar small SUV autos like the versatile Honda HR-V VTi (–$500) and bestselling but ancient Mitsubishi ASX ES (also a tenner under $26,000), as well as the exxier Toyota C-HR 2WD, Mazda CX-30 G20 Pure (both +$4300 apiece) and Nissan Qashqai ST (+$4600).
Thanks to some deft design and packaging, subjectively the Kia feels just about large enough to play in the medium SUV league, alongside favourites such as the Mazda CX-5 Maxx 2WD (+$7290). And while, stood side-by-side, the latter’s larger proportions are plainly obvious, its cargo capacity is just nine litres more than the Seltos’ 433L.
As with all of the above, the base Seltos is front-wheel drive, in this case employing a 2.0-litre four-cylinder naturally aspirated petrol engine and box-fresh continuously variable transmission (CVT) automatic combination. No manual is available, sadly.
The S is very well equipped for an opener, boasting an 8.0-inch touchscreen multimedia display, Apple CarPlay/Android Auto connectivity, cruise control, automatic on/off headlights, reverse camera, rear parking sensors, autonomous emergency braking (AEB) with vehicle and pedestrian detection, forward collision warning, lane-keep assist, driver attention alert and 16-inch steel wheels with a space-saver spare tyre.
We advise ticking the $1000 'Safety Pack' option, since it ushers in worthwhile goodies like adaptive cruise control, electric folding exterior mirrors, a driver’s side auto up/down window, cyclist collision avoidance braking as part of a more-sophisticated AEB system, larger rear disc brakes and an electronic park brake with hill-hold. Bargain.
However, there are some spec anomalies. You’ll need the $28,990 Sport for digital radio and alloy wheels (though it does also introduce a nicer full-colour 10.25-inch touchscreen with sat-nav); only the $32,490 Sport+ onwards brings a parcel shelf/cargo area cover (!), blind-spot alert, rear cross-traffic avoidance and remote unlocking, while rain-sensing wipers, wireless phone charging and any sort of front LED lighting are the preserve of the GT-Line AWD flagship, from $41,400.
The latter includes a more powerful 1.6-litre turbo with all-wheel drive, though it’s also a $2500 option on the aforementioned Sport+; note that also bags a multi-link independent rear suspension system in place of the more-rudimentary torsion beam arrangement in FWD models. Metallic paint lightens your bank account by another $520.
Do you need all that extra gear? The upper Seltos’ play in serious medium SUV territory… highlighting just how much car the base S actually offers.
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.
Kia offers two distinct four-cylinder petrol powertrains in the Seltos.
In the three lower-end models including the S tested here, there’s a 2.0-litre naturally aspirated engine producing 110kW of power and 180Nm of torque driving the front wheels via a CVT, while a 1591cc 1.6-litre turbo delivers 130kW/265Nm to all four wheels via a seven-speed DCT in the Sport+ AWD and GT-Line AWD.
Make no mistake, even with fewer muscles to flex, the S’ 2.0-litre four provides more than enough performance for its intended function. Just a light press of the throttle will have the Kia leaping into action, and the front wheels scrambling for traction burying the pedal to the metal, and pulling strongly up, right up to the 6500rpm red line.
In doing so it’s neither the quietest nor the smoothest engine in its class – the downsized 1.2-litre turbo in the C-HR shines in this regard – but there is nevertheless more than enough punch in reserve for safe and confident overtaking. Expect a 0-100km/h figure of well-under nine seconds, which is strong for this class of SUV.
Such willing performance would not be possible without the natural and eager responses from the new transmission, which is probably the best CVT we’ve ever experienced in terms of emulating a (decent) torque-converter auto. It shifts smoothly, evenly and without the gearing-related roaring and droning that have blighted these sorts of powertrains for decades.
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).
Better still, given the size and space offered in the Seltos, the 2.0-litre/CVT combo is a comparatively economical one, returning an indicated 8.6L/100km after eight days of restful and spirited driving alike, 0.2 litres per 100km better than the official urban rating. The S’ combined urban/extra-urban average is 6.8L/100km, for a carbon dioxide emissions figure of 157g/km.
The Kia will gladly run on standard 91 RON unleaded petrol or 94 RON E10 ethanol/unleaded.
Fitted with a 50L fuel tank, expect up to 735km between top-ups based on that 6.8L/100km official combined average number.
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.
Here’s where the Seltos’ core strengths of pace, space, access and ease come to the fore, dovetailing with a few more virtues to highlight how well the small SUV works in an urban environment.
As outlined earlier, the S is hot to trot from the word go, making it a prompt point-to-point performer, with the CVT presenting none of the hesitation or lag on inclines that blight some dual-clutch (DCT) autos. This is a smooth and relaxing machine to scoot around town in.
The steering, too, feels light and prompt, for effortless cornering and U-turn manoeuvres; and while there’s some lean due the Seltos’ raised centre of gravity, the upshot is sufficient spring travel for soaking up the ragged ruts and bumps peppering many urban streets, backed up by hump-traversing ground clearance.
Kia, like Hyundai, makes much noise about how it tunes most new models specifically for Australian conditions, and that seems to show out on the open road, thanks to solid and surefooted handling.
If you really push through fast corners the Seltos will lean quite a bit and seem a tad ponderous as the vehicle’s weight shifts about through tighter turns, but it never feels top-heavy or unwieldy.
As far as tall SUVs go, the S is pretty planted. Plus, while not especially quiet, the amount of wind, road and tyre noise heard inside is acceptable.
Note, however, that over gravel at even fairly moderate speed, the stability and traction systems seem a little too relaxed in that they allow the Seltos to slide wide before they intervene to straighten things out again, and do too abruptly at times, cutting power and making for some jerky progress.
If this is a concern then you might want to consider either spending the extra $10K on the AWD version or avoiding such roads, because the S behaves best on bitumen.
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.
The S comes with a long list of standard safety kit, including anti-lock brakes with electronic brake-force distribution and brake-assist, stability and traction controls, AEB with vehicle and pedestrian detection, forward collision warning, lane-keep assist, driver attention alert, downhill brake control, hill-start assist, reverse parking sensors, rear-view camera with parking guidelines, six airbags (driver, passenger, and side and curtain airbags), and auto on/off headlights with delay function.
There are also two rear-seat ISOFIX points as well as three top tethers for straps.
Like we said earlier, a more sophisticated AEB system with added cyclist collision avoidance braking, adaptive cruise control with stop/start functionality, electric folding mirrors and larger rear-disc brakes are among the extra features of the $1000-optional Safety Pack on S and Sport grades.
Thus-equipped, the S is at the forefront of safety for the small SUV class. ANCAP says the AEB works between 10km/h and 40km/h.
The Seltos scored a five-star ANCAP crash-test rating during 2019.
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.
For some time now, Kia has led the industry with a seven-year/unlimited kilometre warranty as well as roadside assistance.
Service intervals are every year or 15,000km, while published basic capped-price servicing ranges from $261 to $593 depending on the interval. The total is $2818 over seven year, averaging $402.58 annually over that period.