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Mitsubishi Pajero


Hyundai Santa Fe

Summary

Mitsubishi Pajero

If you're in the market for a genuinely large, rugged-duty four-wheel drive diesel wagon, your choices are rapidly diminishing... and if you're looking for one that's relatively affordable, your choices are even fewer.

The Mitsubishi Pajero is one of the company's longest serving and most faithful performers, and when it comes to value for money in the large off-road diesel wagon segment, there are few better.

But has age wearied this old battle horse? We're testing the 2018 update to see if it's still relevant in today's market.

Safety rating
Engine Type3.2L turbo
Fuel TypeDiesel
Fuel Efficiency9L/100km
Seating7 seats

Hyundai Santa Fe

Kona, Tucson, Santa Fe. What is it with Hyundai naming its SUVs after sunny places in the United States? Also, the Santa Fe name may have suited what was once a cheerful and rugged looking little SUV when it first appeared in the year 2000, but over the years it has grown up into the big serious flagship of the brand.

Now this popular seven-seater mid-sized SUV (and rival to Mazda's new CX-8) has taken another huge step forward in its design and technology with the arrival of the new generation Santa Fe.

So perhaps it needs a new name? And seeing as the car was tested so extensively in Australia for hot weather suitability and suspension tuning then maybe it should get an Aussie name? The Hyundai Gosford? No. The Hyundai Frankston. Nup. The Hyundai Mooloolaba? Nah. The Hyundai Freemantle? I’ve got it: the Hyundai Albury-Wodonga? Too long. Hyundai Byron Bay? Nah, that’s pretty much the same feel as Santa Fe. This naming thing is harder than it looks.

Okay, it doesn’t matter what it’s called, what is important is what’s changed – and a lot has, but then some things haven’t. Read on to find out more.

Safety rating
Engine Type2.2L turbo
Fuel TypeDiesel
Fuel Efficiency7.5L/100km
Seating7 seats

Verdict

Mitsubishi Pajero7.5/10

There's no doubt that the Pajero is getting on in age, and there's no sign of Mitsubishi replacing it any time soon.

Then again, it doesn’t really need to. It sells quite well, it's really affordable, all of the bugs have been ironed out of it, and it's as tough as old boot leather.

It's not the most handsome thing on the road, and its active safety spec is behind that of more modern vehicles, but it's easy to forgive these oversights (okay, not the safety aspect so much) when it's as practical and lovable as this.

Is simple - like the Mitsubishi Pajero - the best? Or is tech the way to go?


Hyundai Santa Fe7.9/10

The previous generation Hyundai Santa Fe was excellent, and this giant leap forward in design and technology has turned it into something better. Not overly large, but seven seats and great storage make it super practical, the new suspension makes it pleasure to drive, and a new look inside and out takes the Santa Fe’s refinement to the next level. It doesn’t matter what this SUV is called because it’s exceptional.

The sweet spot in the Santa Fe range is the Elite, not only does it come with luxuries such as leather seats, and a bigger touchscreen with sat nav, there's the added advanced safety equipment, too.

Is the new Santa Fe the new benchmark for big, mid-sized SUVs? Tell us what you think in the comments below.

 

Design

Mitsubishi Pajero7/10

Park your 2018 Pajero next to a model from the mid-naughties and from side on, you would be hard-pressed to tell the difference. Over the years, there have been superficial updates to elements like bumpers and tail-lights, but the Pajero's large boxy visage remains virtually untouched from its 2006 introduction.

It features a huge glasshouse, which makes for a very airy and bright cabin, while its box-like rear section endows the 4x4 wagon with a massive rear cargo space. It's certainly not going to win any beauty awards but that's really not the point of the Pajero.

On the inside, too, the only concession to up to date motoring is the touchscreen multimedia system. Again, there have been small cosmetic changes over the years to the Pajero's design language inside the car, but it really doesn't feel that much different to one of its 12-year-old siblings when you hop aboard.


Hyundai Santa Fe9/10

This new-generation Santa Fe looks totally different to the previous model, inside and out. The front now has the same ‘upside down face’ as Hyundai’s smallest SUV the Kona with the LED DRLs placed high and the headlights low, either side of a super-sized version of Hyundai’s so-called 'cascading' grille. Running along the edge of the grille is chrome strip which looks so menacing that if you walked into a pub holding one the cops would be called immediately.

Like the Kona the Santa Fe’s design has more angles than a protractor. Apologies for the Dad joke, but just look at it – there are combinations of shapes and lines even Salvador Dali would find weird, but somehow it works, and the result is an SUV that’s stunning and different.

You might not be able to see it clearly in the images, but the bonnet is pressed with a ‘power bulge’ shape you really only find on muscle cars like the Ford Mustang. Also, hard to see is how the wheelaches are actually indented rather than bulging out. I like that high shoulder line which runs from the tip of the LED DRL to the tail-light accentuating the length of the SUV, then at the rear things get more high society and refined with sleek and clean lines.

It’s near-on impossible to tell the difference between the three grades from the outside. Which is good if you buy the base-spec car where the only giveaways are the 17-inch alloy wheels and the lack of bling on the grille which comes on the Elite and Highlander along with 18-inch and 19-inch wheels respectively. The body kit you see is standard on all Santa Fes including that subtle roof-top spoiler.

If you thought the outside had changed a lot from the previous Santa Fe, take a look at the interior images – not only is the cabin vastly different it’s next level stuff for Hyundai in terms of refinement. Again, there are some weird shapes such as the low dash with that rockpool-like area above the glove box, and the air vents which protrude like wasps nests, but the overall effect is sophisticated.

The Active’s grey/back cloth seats let the tone down a tad, but the leather ones in the Elite and Highlander grades are luxurious looking in Black, Dark Beige and Burgundy colours. There are stone, wood effect and carbon-fibre door and dash inserts on the top two grades, as well.

Body colours include the standard White Cream Mica and Stormy Sea Mica (blue). Then there are Typhoon Silver, Wild Explorer (grey), Magnetic force (another shade of grey), Earthly Bronze, Rainforest metallic, Horizon Red and Phantom Black.

The new Santa Fe looks a lot longer than before, but the dimensions show an increase in length of 70mm for a total of 4770mm end-to-end. Width has increased by 10mm for 1890mm across while at 1680mm tall (1705 with standard roof racks)the Santa Fee is 10mm shorter in height compared to the previous model.

Practicality

Mitsubishi Pajero7/10

The Pajero is sold as a seven-seater and the rear two seats are tucked underneath the boot floor. There is also a 60/40-split fold second row, which can be tumbled forward to make a larger space as well as provide access to those two rear seats.

The third row really is the definition of a jump seat; it’s a narrow bench with short seat backs that are extended by comically oversized head rests, which need to be detached to stow the rear seat under the floor.

In fact, it is quite a complicated system to erect the seats in any sort of hurry and the parts are quite weighty, as well. People of a smaller stature will struggle a bit to configure those rear seats in any sort of hurry.

The same criticism can be levelled at the second-row seats, which basically need two separate movements to revert from tumbled to assembled. In their favour, they do offer a reclining back, which adds to rear seat comfort, and there is absolutely no shortage of headroom or kneeroom for even the tallest passengers.

There are ISOFIX mounts on the second-row outside seats, as well as a pull-down centre arm rest that hides two cupholders. Unusually in a relatively modern car, there are no door cards of any description in the rear doors, which means bottles can't be stowed there.

While the front doors have narrow short pockets, they are not equipped to hold any sort of bottles, either. The only way that you'll hold the drink is via the two cupholders that sit side by side in between the two front seats.

The big Paj is unashamedly aimed at people who like to treat their cars hard and put them away wet, and there is a lot of hard plastics here that will resist the rough and tumble of an outback life but may detract from the Paj’s ambience for suburb dwellers.

Overall, though, the Pajero is incredibly easy to operate and live with. There is an absolute lack of unnecessary bells and whistles and it features just what you need to drive up and over any obstacle in your path.

Visibility around the car is excellent in all directions, though the tall bonnet may make it awkward for some drivers to park the car. There are sensors and a reversing camera for parking, which does make life easy, although there are no line markings on the display to help you line up a trailer.

Our tester is carpeted, and one can easily see large rubber mats placed on the floor for a little bit more off-road resistance.

Internal cargo space rivals that of a panel van, with a low floor, high roof and large door aperture making the 1069 litres (VDA) of space with the second row in place (or 1798L with all rows folded) a doddle to access. The right side-hinged one-piece swinging door won’t suit everyone, though, and we weren’t able to access the rear of the Paj when our trailer was in place.

The spare wheel is mounted to the rear door, which isn't always the easiest thing to access, either, particularly for smaller adults. As well, you'll have to get under the floor to retrieve the jack and the wheel brace, as they are located in with the third-row seat.

There are luggage tie-downs in the cargo area while vents are situated in the roof throughout the car and the third-row passengers also get their own cupholders. Second-rowers miss out on any sort of power points but they do have access to ventilation controls.

And a big tick for the extendable sections within the Pajero sunvisors - such a rarity these days! It’s like no-one commutes north or south any more in car design land...

There's no digital speedo, sadly; in fact, there's not much digital stuff going on at all other than an ageing, but still useful, digital fuel and information gauge on top of the centre console.

The Bluetooth-ready head unit is similar to those found in other Mitsubishi products and features Apple Car Play and Android Auto. It's reasonably simple to use, though some of the submenus are quite hidden, making them hard to access. And the USB ports are mounted in the glovebox; not a drama, per se, but more inconvenient than most.


Hyundai Santa Fe8/10

All Australian Santa Fes are seven seaters. While this new-gen one has grown in length by 70mm and the wheelbase is 65mm longer, the interior dimensions have stayed much the same. In fact, legroom in the third row is 20mm less, while the second row gains just 1mm. Still, because the second row is on rails, when it’s pushed back to its furthest point I can sit behind my driving position with about a 50mm gap between my knees and the seat back, and I’m 191cm tall.

If I slide the second row forward to give myself about a hair’s breadth of room, I can then sit in the third row with the same amount of space. Not ideal, but not a deal breaker either when you consider the third row really is for kids or a good save if you need to ferry adults unexpectedly. You need to remember the Santa Fe isn’t as big as say a Toyota Kluger or Mazda CX-9, instead look at it as a large mid-sizer with a bonus third row.

Entry into that third row has been improved, too, with the second row sliding further forward to offer easier access with a push of a button. The entry is still not super easy for somebody of my height (and lack of coordination) but it’s better than the previous model.

A huge strength of the new Santa Fe is storage. Up front there’s a big centre console storage bin under the centre armrest, more storage under the dash and in front of the two cupholders, a big glove box and a shelf with a grippy surface above it, plus big bottle holders in the doors.

Second-row inhabitants have a two cupholders in the fold-down centre armrest, bottle holders in the doors and a storage tray in the rear of the centre console.

People in the backrow have two cupholders on the right-hand side and a storage bin on the other.

All Santa Fes have two fast changing USB ports in the second row, and one up front along with a regular USB port for media input, as well as a Qi charging pad. There's also an AUX port and a 12-volt outlet in the hidey hole under the dash and another in the boot.

Talking of the boot, the increase in length has given the Santa Fe more luggage space with cargo capacity increasing by 31 litres to 547 litres. There’s also storage under the boot floor for your muddy shoes and wet togs.

Price and features

Mitsubishi Pajero8/10

In terms of its value, the $58,990 Pajero GLS presents very well against its most logical rival, the $59,990 Toyota Prado GXL. It's arguably got more capability than than the younger Prado, though size- and ability-wise, the Paj isn’t too far off the venerable LandCruiser GXL, which is almost $25,000 dearer.

It can also be cross-shopped with seven-seat 4x4s like Hyundai's Santa Fe and the ladder-framed Ford Everest.

Out of the box, the Pajero GLS comes with automatic lights and wipers, a leather-clad steering wheel and shifter, leather-bolstered seats with cloth inserts, heated front seats, a rear diff lock, front and rear fog lights, regular (non-adaptive) cruise control, and a 7.0-inch touchscreen multimedia system with Apple Car Play, Android Auto and Bluetooth streaming. There is no navigation fitted to this particular version.

The Paj features a multi-stage 4x4 system that Mitsubishi calls Super Select II, as well as independent suspension front and rear, and the company's tried and trusted 3.2-litre DiD four-cylinder turbo-diesel engine mated to an old-school five-speed automatic gearbox. It rides on 18-inch alloys that are shod with a more street-orientated all-terrain tyre.


Hyundai Santa Fe8/10

There are three grades in the Santa Fe range: the base-grade Active which starts at $43,000 (before on-road costs) for the petrol and $46,000 for the diesel; the middle of the range and diesel-only Elite for $54,000 and the top-spec $60,500 Highlander which is also offered just in diesel form.

The Santa Fe is Hyundai’s flagship and the enormous standard features list reflects this king-of-the-brand status.

The entry-grade Active comes standard with a 7.0-inch touchscreen, Apple CarPlay and Android Auto, reversing camera, rear parking sensors, air-conditioning with rear temperature controls, cloth seats, 'Autolink', LED daytime running lights (DRLs), auto headlights, roof rails and 17-inch alloy wheels.

There’s also an impressive amount of advanced safety equipment which you can read about below.

Stepping up into the Elite adds leather seats (power driver’s and passenger), an 8.0-inch screen with sat nav, front parking sensors, proximity key, paddle shifters, Infinity stereo system, dual-zone climate control, tinted rear windows with sunshades, power tailgate and electric folding mirrors.

The top-of-the-range Highlander has all of the Elite’s equipment plus a panoramic glass roof, auto parking, surround view camera, LED headlights and tail-lights, 7.0-inch virtual instrument cluster, heated front and rear (outboard) seats, Qi phone charger and a head-up display.

The Santa Fe’s new direct rival is the Mazda CX-8, both are a close match for size and price. Also consider the Kia Sorento – it’s the Santa Fe’s brother from a different mother and shares the same platform as the Hyundai. Nissan’s seven-seat X-Trail, or its French twin the Renault Koleos, are also absolutely worth a model comparison to the Santa Fe, too.

Engine & trans

Mitsubishi Pajero8/10

The fourth-generation Pajero was updated in 2011 with the then-new 4M41 3.2-litre four-cylinder direct injection turbo diesel engine, and it instantly transformed the Pajero into a much nicer rig.

Even seven years on, the engine still feels refined and powerful, and it gives nothing away to its more modern, smaller capacity four-cylinder turbo diesel rivals. It musters up 141kW of power and 441Nm of torque – the latter number sounds a bit anaemic in this age of 500Nm utes, and the two-tonne-plus weight of the Paj plays against it too, but in use, even with a two-tonne race car/trailer combo on the back, it did the job perfectly well.

The engine connects to Mitsubishi’s Super Select II 4x4 system via an old but tough five-speed auto.

The Super Select II system allows the driver to pick rear-wheel drive, or three distinct 4x4 modes. High-range 4WD (centre diff unlocked) is suitable for everyday use, and should arguably be the default setting. High-range 4WD (centre diff locked) is better for dry and loose conditions, while low-range 4WD is your go-anywhere, do-anything mode, especially when combined with the lockable rear diff.

What does that do, you ask? It basically prevents the diff from sending all power to the wheel it thinks needs it the most, enabling both rear wheels to help when the going gets slippery. It's a definite no-no on the streets, though; you'll 'wind up' the diff by not allowing the other wheel to rotate freely when you're turning a corner, and it doesn't like that.

If you want to tow with the 2255kg Pajero, it can haul 3000kg of braked trailer, and has a generous gross vehicle mass figure (total legal weight of car, trailer, passengers and load) of 6030kg. If your trailer is over 2500kg, the downball weight maximum is 180kg, which increases to 250kg if the trailer is under that figure.

Sure, the Pajero not getting any younger, but it all works brilliantly well... and that's testament to its basic good character.


Hyundai Santa Fe7/10

There are two engines in the Santa Fe range – a 2.4-litre 138kW/241Nm four-cylinder petrol with a six-speed automatic transmission and a 2.2-litre 147kW/440Nm four-cylinder turbo-diesel with a new eight-speed auto. Both have been carried over from the previous generation Santa Fe and have the same outputs.

Only the Active grade gives you a choice of both engines, while the Elite and Highlander are diesel-only.

Drive is distributed to all four wheels via the HTRAC AWD system which offers four modes: Comfort, ECO, Sport and Smart (complete with dash graphic showing drive distribution). The first three are obvious but Smart analyses your driving style and puts together an engine, transmission and steering configuration to suit you.

While all Santa Fes are currently AWD, Hyundai told CarsGuide it was reviewing the case for a two-wheel drive version.

Towing capacity remains the same at 2000kg.

Both engines have a timing chain rather than a timing belt – the chain has a lifetime service life which saves on maintenance costs of changing a belt.

Fuel consumption

Mitsubishi Pajero9/10

After 380km aboard the Paj, including 55km with a laden trailer behind it, we returned a dash-indicated fuel figure of 10.4 litres per 100 kilometres on the combined fuel economy cycle, and our 38 litres of fuel used equated to a real-world 10.0L/100km.

Against a combined fuel economy claim of 9.1 litres, this is a great result.

The Pajero’s tank holds 88 litres of fuel, giving it a theoretical range of 980km.


Hyundai Santa Fe7/10

Fuel economy has been improved in both engines – but only slightly. According to Hyundai the 2.4-litre petrol uses 9.3L/100km (down from 9.4L/100km) and the 2.2-litre diesel uses 7.5L/100km (down from 7.8L/100km) over a combination of open and urban roads.

The trip computer in the Active petrol reported an average of 12.3L/100km for the launch drive, while the Elite diesel's read 9.9L/100km. That’s not great mileage, especially when compared to comparable offerings from Mazda, a company which is taking big steps to improve the efficiency of its combustion engines.

The petrol engine isn’t fussy about fuel and will happily drink 91 RON regular unleaded.

Driving

Mitsubishi Pajero8/10

Around town and between cities, the Pajero is a big, soft, cuddly, easy-to-drive companion on both tar and gravel. It's not exactly precise through the helm, but it stays away from being overly agricultural, and compares well to younger rivals like the Everest.

In fact, it's surprisingly easy and comfortable to drive every day, with a responsive, well modulated power delivery through the five-speed auto, good brakes and good road manners at cruise. It's easy to manoeuvre in town, too, though there's no doubting that it's a big car from behind the wheel.

On paper, it seems like it’s a little less sophisticated than some of its more modern rivals when it comes to off-road ability, but with the rear diff lock and low-range capability, the Paj does perfectly well without modern niceties like hill descent and ascent control modes.

The gearbox can be overridden so a gear can be held when clambering up or ratcheting down a steep terrain, and while the more citified tyres are a little bit of a compromise when the going gets really rugged, dropping the pressures will help immensely to find additional grip when needed.


Hyundai Santa Fe8/10

CarsGuide’s test pilot Matt Campbell drove the new-generation Hyundai Santa Fe in Korea early in 2018, but the SUV he steered reflected an engine and suspension that won't be seen in Australia. So, this was our first opportunity to drive an Australian Santa Fe and see how it feels on local roads.

You may already know this, but Hyundai has an engineering team in Australia that ‘tunes’ each new model to cope with the type of roads we drive on and to suit local preferences. For example, Australians like their suspension on the firm side for a sportier feel, not soft and wafty like they do in the US of A.

Not all car companies carry out this type of local tuning. Many are taken ‘straight out of the box’ and put into the showroom, but we’re not going to name names here. You should know, though, that Hyundai put this new-gen Santa Fe through intensive testing on Aussie roads, changing the shock absorbers in the front 27 times and the rear 22 times along the way. Steering, too, was calibrated specifically for Australia.

The local launch saw us drive about 300km through the wilds that lay inland from Coffs Harbour on the NSW north coast, over a combination of dirt roads, motorways, winding coarse-chip bitumen and the not-so-great surfaces of country town streets. What was missing were the types of city and urban roads where many Santa Fes will probably spend their entire lives.

Still, it was more than enough to learn the new suspension set-up has resulted in a Santa Fe which feels comfortable but sharp at the same time. Big dips are absorbed well with next to no bounce coming out of them, while the body stays composed on patchy surfaces.

I drove the mid-grade Elite first and found the Kumho Crugen tyres (235/60/R18) a bit noisy on coarse-chip roads despite the sound deadening which Hyundai says has been added to the Santa Fe’s underbody.

Steering was light enough for me to carry out a three-point turn using just my pinky finger – which is what you want for parking and piloting through supermarket car parks.

That steering is quite direct, meaning you don’t have to turn the wheel far to change direction.

There’s a good feeling of connection between the wheels on the road and your hands on the steering wheel. This, combined with the composed, comfortable, but firm suspension, adds a lot of confidence and surety. It’s the difference between running in gum boats and sneakers.

The Elite has a 2.2-litre turbo-diesel engine (there’s no petrol alternative in this grade). It’s smooth, with plenty of grunt, and while it's not as quiet as Mazda’s equivalent, it’s more refined and quiet than most – so fear not, this diesel engine is not ‘truck like’ at all.

The new eight-speed automatic is excellent. A weakness in the previous Santa Fe was the six-speed auto and having another two gear ratios is welcome – especially for highway driving.

The base-grade Active rolls on Hankook Ventus Prime tyres (235/65 R17). I spent just 25km driving this grade but the difference in ride and comfort between it and the others is almost indiscernible. If anything, those tyres, with their taller sidewall, are likely to give a slightly softer ride.

The Active grade gives you a choice of petrol and diesel engines. I drove the petrol and immediately missed the mumbo of the diesel, which boasts almost double the torque and more power. That four-cylinder petrol with the six-speed just isn’t as suited to this even bigger Santa Fe. If Hyundai was to bring out a V6 petrol, as it did with the previous generation, it would be a tempting, albeit, thirstier Santa Fe.

The top-spec Highlander has the largest wheels with the lowest profile tyres – Continental ContiSportContact 5 which are an excellent (and about twice the price of the Hankooks). The Highlander is diesel-only like the Elite. Again – great grunt and a comfortable ride, but there’s still some road, engine and wind noise filtering into the cabin.

All Santa Fes are equipped with Hyundai’s new 'HTRAC' (Hyundai Traction) all-wheel drive (AWD) system and the many kilometres of winding dirt and gravel roads gave it a workout. HTRAC is an on-demand system which distributes torque to the four wheels where it’s needed. I was impressed – even at 80km/h on loose gravel the Santa Fe cornered like it was on tarmac – pushed a bit harder there was some slippage, but the system quickly brought things under control.

The Santa Fe is not an off-road vehicle in the same way a Toyota LandCruiser is. It doesn’t have a four-wheel drive system with a low range, but its 185mm ground clearance and AWD will take you further than you might have thought.

In the video at the top of this page we had to drive through soft sand to get to the water’s edge on the beach and we actually passed a ‘hardcore’ four-wheel drive which had become bogged.

Safety

Mitsubishi Pajero6/10

This is where the Pajero’s age plays against it. It’s equipped with six airbags (including full-length curtain bags) and brake assist, as well as a reversing camera, but its architecture prevents the addition of driver aids like lane departure warning and auto emergency braking (AEB).

It still holds a maximum five-star ANCAP safety ranking, which was achieved in 2011. If it were retested for 2018, it could potentially lose up to two stars for the missing driver aid equipment.


Hyundai Santa Fe8/10

The new-generation Santa Fe has not been awarded an ANCAP star rating yet, but given the amount of advanced safety equipment, we are expecting a high score.

We'd like to point out, however, that while all Santa Fe's have curtain airbags covering the first two rows, they only cover the windows of the third row.

All Santa Fes come with AEB with pedestrian and cyclist detection, along with blind spot warning, rear cross traffic alert, lane keeping assistance, plus active cruise control.

The blind spot warning also includes collision avoidance, which will steer you back into your lane if the system senses that you veer into the path of another vehicle coming up the side.

The Elite and Highlander grades are also equipped with a system called 'Rear Occupant Alert' which uses motion sensors to detect babies or dogs accidentally left in the vehicle before sounding the horn. Both grades also have a child-lock system called 'Safe Exit Assist' which prevents the rear doors unlocking if an approaching car is detected. Amazing and life-saving stuff. There’s also a self-parking feature and surround view camera.

Under the rear of the car is a full-size spare wheel.

Ownership

Mitsubishi Pajero7/10

Mitsubishi offers a five-year/100,000km warranty on the Pajero.

It also offers a fixed-price service deal for the first three years of the Pajero’s life, with service intervals of 15,000km or 12 months (whichever comes first).

The first three services over 36 months total $1810 (which is $460 more than the Pajero Sport, by way of comparison).


Hyundai Santa Fe8/10

The Santa Fe is covered by Hyundai’s five-year/unlimited kilometre warranty. Servicing is recommended every 12 months or 15,000km. A lifetime service plan is offered and works out to be about $400 a year, with a complimentary (1500km) first service.

Free Roadside assistance is also offered for the first year and a roadside assistance plan is offered for up to 10 years.