Mitsubishi Pajero VS Jeep Grand Cherokee
- Simple, proven mechanicals
- Oodles of space
- Smooth on tarmac, capable off it
- No driver aids due to age
- Third-row seats complex and tiny
- One of the oldest 4x4s on sale today
Jeep Grand Cherokee
- Excellent performance from SRT
- Great choice in line-up
- Advanced safety equipment not on all grades
- Cost of servicing is a little high
- Cabin could be more refined
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.
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.
|Engine Type||3.2L turbo|
Jeep Grand Cherokee
What a time to be alive people. There have never been more SUVs to take your pick from. But while many are excellent, there sure are a lot out there that are a bit... samey, and conservative, a little domesticated.
First it's made in the United States of America, in Detroit, and that's becoming a rarity these days. Next, the line-up is like a kooky gang of super heroes all with different powers.
There's the monster high-performance V8 one which can out accelerate and out handle many sports cars; the tough off-road one that can lift itself higher than its rivals with its air suspension; there's posh one, the popular one nearly everybody buys and the rear wheel drive one hardly anybody does.
|Engine Type||3.0L turbo|
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?
Jeep Grand Cherokee7.9/10
Not many SUV brands out there have ranges offering a variety of vehicles as wide as the Grand Cherokee line-up. These are comfortable, good looking, and in nearly all cases, capable off-roaders – particularly the Trailhawk.
The sweet spot of the range is the Limited. It's excellent value, and there's no wonder it's so popular. The SRT is also hard to go past if you're after more of a sledgehammer – at almost $10,000 under 100K it's bang-for-your-buck that can't be beaten.
Is the Jeep Grand Cherokee the best large SUV under $100k? Let us know what you think in the comments below.
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.
Jeep Grand Cherokee8/10
New one look like the old one? Yup, the styling changes are almost unnoticeable, but the trademark seven-slot grille is slimmer, the front bumper has a new design and the fog lights use LEDs.
The Grand Cherokee's look is distinctive with its big toothy grille, high waistline and pumped up guards. It's an American muscle SUV – especially the SRT with its nostrilled bonnet, enormous air intakes, blacked-out face and red Brembo brake calipers.
The new Trailhawk rivals the SRT for attention-seeking-but-still-functional bling with its red tow hooks and badging. Look closely and you'll see small profiles of a WW2 Willys MB Jeep on the wheels, which is a cool touch.
The Grand Cherokee's cabin is comfortable but more functional than stylish, higher grades feel plush with their leather seats and wood trim finishes.
The Grand Cherokee's dimensions reveal all variants apart from the SRT to be 4828mm long and 1943mm wide. The SRT is longer at 4846mm and wider at 1954mm across the hips.
The heights vary depending on the variant with the Laredo and Limited standing 1802mm tall, while the Trailhawk and Overland are 1792mm. The SRT is hunkered down lower at 1749mm.
The Trailhawk and Overland have an approach angle of 36 degrees, a departure angle of 27 degrees and a breakover angle of 22 degrees. Those trump the angles for the Laredo and Limited which are 26 degrees for approach, 24 for departure and 19 for the breakover.
The SRT will still be competent off-road but its approach angle of 18 degrees, a departure angle of 22, and a breakover angle of 18 means it's more suited to less challenging dirt and gravel roads.
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.
Jeep Grand Cherokee8/10
All Grand Cherokees are five seaters. Legroom in the back is just enough… for me. I'm 191cm tall and the only reason I can sit behind my driving position is because of the concave design of the front seatbacks – and that gives me a gap of about 20mm. Headroom is great back there.
Up front there's stacks of head and shoulder room, although the driver's footwell feels a little cramped with the transmission tunnel above the bellhousing seeming to eat into the space.
There's a decent boot with a capacity of 782 litres and under the floor is a full-sized spare with storage space around it - you'll also find a rechargeable torch in the cargo area which 'clicks' into the boot wall.
Storage throughout the rest of the cabin is good with two cupholders in the fold down centre armrest in the back and another two up front. There's a deep centre console bin and bottle holders in all doors.
Price and features
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.
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.
Jeep Grand Cherokee8/10
There's the $52,500 petrol Laredo 4x4 (the diesel version is $5500 more); then the popular Limited which lists at $62,500 ($5500 more for the diesel); the diesel-only Trailhawk at $74,000 is a new off-road hero variant; then there's the plusher $80,000 Overland with the same engine, and finally the high performance, petrol-only SRT for $91,000.
All V6 petrol engine variants have increased by $500 over the outgoing model, while the diesels stay the same – apart from the Overland which has risen by $1000. The SRT has also gone up by $1000.
At the most affordable end of the range the Laredo grade comes standard with 18-inch alloy wheels, an 8.4-inch touchscreen (5.0-inch in the 4x2), 7.0-inch instrument cluster display, reversing camera, front and rear parking sensors, power adjustable and heated front seats, proximity unlocking and start button, auto headlights and wipers, and dual-zone climate control.
The Limited grade picks up the Laredo's features and adds 20-inch alloy wheels, a power tailgate, leather seats, a nine-speaker Alpine stereo, sat nav, dark-tinted rear glass, heated steering wheel and dual exhaust.
The Overland gets the Limited's features and adds a panoramic sunroof, adaptive cruise control, auto parking, ventilated front seats, plus a wood and leather steering wheel.
The SRT gains the Overland's features and adds a flat-bottomed steering wheel, leather and suede seats, launch control, active noise cancellation and adaptive damping.
Engine & trans
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.
Jeep Grand Cherokee9/10
The engine line-up for the Grand Cherokee is straightforward. The petrol engines for all but the SRT are an upgraded version of the previous model's 3.6-litre V6 with 3kW more power for a total of 213kW. Torque stays put at 347Nm.
The SRT is special – under that nostrilled bonnet there's 6.4 glorious litres of naturally aspirated V8 Hemi making 344kW/624Nm. Jeep has left this one untouched from the previous model, too.
The Trailhawk and Overland have Jeep's 'Quadra-Drive II' 4WD system which makes them more capable off-road then the Laredo and Limited with their 'Quadra-Trac II' permanent 4WD.
The major difference between the 4WD systems being that Quadra-Drive II has an electronic slip differential while the other uses traction control and braking to counter slippage. The SRT has the 'Quadra-Trac Active On-Demand' 4WD system.
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.
Jeep Grand Cherokee7/10
The diesel Laredo, which is 4WD, has a claimed combined fuel consumption number of 7.5L/100km. Ditto for the diesel Limited, Trailhawk and Overland.
After an hour of driving in the Trailhawk on highways and country roads our trip computer was reporting 11.7L/100km.
The SRT likes a drink. The V8 petrol engine has a claimed combined figure of 14.0L/100km and that's why the SRT didn't make it into the top five most fuel efficient SUVs list.
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.
Jeep Grand Cherokee8/10
The Trailhawk and the SRT were the only variants available to test drive at the launch of the updated model.
The program was pretty intensive with an off-road leg, a stint at a racetrack and plenty of road driving in between.
The hilly off-road course we took the Trailhawks through wasn't the most challenging, but the rain changed that a bit making the grassy slopes and clay ruts as slippery as ice.
With the Trailhawk in low range and on its highest air suspension setting giving us 260mm of ground clearance we wriggled our way through the off-road course fairly easily. There were some steeper sections which required a bit of brute force and momentum to combat slippery clay and gravity but the Jeeps soldiered through without any dramas, and plenty of hilarious fun.
The Trailhawk's Kevlar-reinforced tyres weren't needed on this soft stuff, but there are thousands of kays of tyre-killing tracks with rocks like spear heads lying in wait all over Australia where they'd be handy.
Grand Cherokees all have a unibody construction, so if you're looking for more of a hardcore off roader in the Jeep range then the body-on-frame Wrangler may be a better bet.
The unibody construction gives the Grand Cherokee a more car-like ride and on the road the Trailhawk was comfortable and composed, although that air suspension is a little floaty.
At 100km/h the Trailhawk lowers itself for better aerodynamics, but there was a decent amount of body roll when pushing hard through corners… unlike the SRT.
The SRT's suspension is set up for higher performance with Bilstein adaptive dampers and hollow stabiliser bars front and rear. Sport and Track modes firm the suspension for better handling along with making the throttle more responsive.
I've driven the SRT on racetracks and the road before, but some quick laps around New Zealand's Pukekohe Park circuit brought back the grin that only 2.4 tonnes of metal seeming to defy all the laws of physics can induce.
That naturally aspirated V8 Hemi is a lazy beast that seems to take it's time to wind up rather than deliver the same brutal kick of the twin-turbo V8 in a Mercedes-AMG GLE63, still 0-100km/h in a claimed 4.9sec is quick. What it lacks in spontaneity it makes up for in theatrics – the gurgle at idle is delicious and it gets angrier the more you kick it in the guts.
The launch control function in the SRT is foolproof, too. Just press the button which looks like a dragstrip 'Christmas tree' on the centre console, place your left foot on the brake and plant your right foot on accelerator – release the brake and enjoy the jump to hyperspace… well, almost.
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.
Jeep Grand Cherokee7/10
The Jeep Grand Cherokee has been awarded the maximum five-star ANCAP rating. All Grand Cherokees have seven airbags, a reversing camera, trailer sway control, but only the Overland and SRT grades come standard with advanced safety equipment such as AEB and lane departure warning. The equipment can be optioned on all grades from the Limited up.
You'll find three top tether points and two ISOFIX points in the second row.
There's also a full-sized spare wheel under the boot floor.
The update has brought two more advanced safety items – blind spot monitoring and rear cross traffic alert but these are only standard on the Overland.
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).
Jeep Grand Cherokee8/10
There's also life-time roadside assistance if the vehicle's serviced at a Jeep service centre.
For the 3.0-litre diesel servicing is recommended annually or every 20,000km and capped at $665 for the first, $1095 for the second, then $665, then $1195 and at five years it'll be $665.