Mitsubishi Pajero VS Kia Sorento
- 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
- Excellent features and good value
- Comfortable and easy to drive
- Cool styling, but still practical
- No petrol four cylinder engine
- Airbags don’t fully cover third row
- Engines are thirsty
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|
The Sorento is the mothership of Kia’s line-up. A big, seven-seater SUV which during the past decade has won over Aussie families for its spaciousness and practicality, its safety tech and the way it drives, while being great value for money.
Now the new-generation model has arrived looking leaner and meaner than the old Sorento. So, has it lost any of the charms which made it a winner, or has it only got better?
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?
Kia has done it again. The new-gen Sorento will be an instant family hit with its super-cool styling, modern cabin tech, practicality and space, while being great value for money. For such a modern SUV, there should have been a high-output four-cylinder petrol offered, as Mazda does with its CX-9. A superb engine like that, is what an SUV this great deserves.
The sweet spot in the range is the Sport+. Sure it doesn't have the remote parking feature of the GT-Line but it comes with a proximity key, privacy glass and leather seats.
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.
The new-generation Sorento looks nothing like the last one… n-o-t-h-i-n-g like the last one. Well, apart from the rear, side window which has the same angle to it, which is an intentional nod to the previous model.
The outgoing version was premium and friendly looking, but its proportions seem bloated compared to the muscular, angular, new-generation Sorento.
It appears to have had an attitude change, too. Sure, this is a family SUV but there are muscle-car traits from the Camaro-style headlights flanking that cliff face of a grille, to the Mustang-esque tail-lights, with everything in between filled with sharp edges.
The cabin is even more striking with its cheese-grater textures in the dash and doors, the large centre console with chrome trim and rotary shifter.
The 10.25-inch media display, standard on the Sport grade and above, is the most interesting I’ve seen on any car I’ve tested.
The level of detail, thought and styling which has gone into it is obvious with its neon people, fonts and icons, incandescent light bulb effect for radio frequencies, and even the ‘streetlight’ mode for the navigation is intriguing. At the same time, it’s one of the easiest to use systems I’ve encountered.
The top-grade GT-Line steps up the premium look with its fully-digital instrument cluster and Nappa leather seats.
The materials feel high quality, while the fit and finish is superb.
The Sorento’s dimensions have changed slightly with the SUV now measuring 4810mm long (+10mm), 1900mm wide and 1700mm tall.
There are seven colours to pick from but only clear white doesn’t demand the $695 cost of the rest which include 'Silky Silver', 'Steel Grey', 'Mineral Blue', 'Aurora Black', 'Gravity Blue' or the 'Snow White Pearl' of the Sorento in my video above.
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.
The new Sorento has more space inside, a bigger boot and more charging outlets for devices.
Climbing into the third row is also easier now thanks to a wheelbase that’s been stretched by 35mm to 2815mm and a second row which slides further forward.
Even somebody my height (191cm/6'3") and with my impressive lack of co-ordination can get in. Watch the video to see how elegant I look doing it.
Legroom is excellent throughout and I can sit behind my driving position in the second row, and behind that in the third row without my knees touching any of the seatbacks.
You now have more boot space, too. With the third row in place there’s 187 litres (up by 45 litres), and with third row flat there’s 616 liters (up by 11 litres).
Cabin storage is also excellent. There are eight cupholders, plus, four bottle holders in the doors up front and back. You can have 12 drinks on the go and it only fits seven people.
Then there are the charging points. The GT Line and the Sport+ have USB ports in the third and second row, and all grades have three USBs up front and two 12V outlets.
The GT-Line also includes wireless charging. There are directional air vents in all three rows. Nobody is going thirsty, or airless, or chargeless.
A special shout out needs to go to the Remote Smart Parking Assist feature of the GT-Line, too. The system makes the Sorento even more practical.
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.
The new-generation Kia Sorento costs about $3K more than the previous model, but in return you’re given better features and the latest tech.
There are four grades in the Sorento range: the S, Sport, Sport + and top-of-the-range GT-Line. All grades can be had with a diesel or petrol engine. The catch is, only the diesel version is equipped with all-wheel drive, while the petrol variant is front-wheel drive only.
For the petrol line-up list prices start at $45,850 for the S, then steps up to $48,480 for the Sport, $52,850 for the Sport+, and $60,070 for the GT-Line. Want that in diesel? Just add $3000 to each price.
Kia does drive-away pricing almost permanently, which will save you money on rego and other on-road costs. At the time this was published you could buy a GT-Line diesel for $63,070 drive-away.
What do you get for the money?
The Sport grade adds 18-inch alloy wheels, a big 10.25-inch display, sat nav, dual-zone climate, and a power adjustable driver’s seat, but it still has cloth seats.
Things are getting pretty spesh with the Sport+ grade. There’s all of the Sport’s features plus 19-inch alloy wheels, leather seats (heated up front), proximity key with push-button start, power tailgate, privacy glass, LED tail-lights and remote engine start.
And at the top of the tree is the GT-Line which adds 20-inch alloy wheels, quilted Nappa leather seats, 12.3-inch digital instrument cluster, mood lighting, 12-speaker Bose sound system, head-up display, a wireless phone charger, heated seats in the front and second row, and a panoramic sunroof.
By far the most impressive feature of the GT-Line is it's ability to park itself without anyone being in the car. Yup, you read that right. It's called 'Remote Smart Parking Assist' and it's for tight parking spaces.
It's astounding, and to see it work watch the video above where I demonstrate how easy to use and practical the feature is.
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.
As with the previous Sorento there’s a choice of a 3.5-litre petrol V6 or a turbo-diesel four-cylinder.
Essentially, they are the same engines from the previous model and the outputs are almost unchanged with the diesel making 148kW/440Nm, while the petrol produces 206kW/336Nm.
The transmission in the diesel variant is properly new. It’s an eight-speed dual-clutch automatic. The eight-speed that comes in the petrol is an old-school traditional automatic transmission.
The braked towing capacity for the petrol is 1898kg while the diesel can pull 1908kg.
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.
Fuel consumption is down slightly in both diesel and petrol engines. Kia says the petrol engine should use 9.7L/100km after a combination of open and urban roads.
As for the diesel, Kia says it should use 6.1/100km. I drove the GT-Line diesel for a week, living with it like you will – school drop offs, shopping centres, city streets, motorways, you name it.
I put 195.1km on the clock and used 18.6 litres – that’s come out to be a very real-world 9.5L/100km.
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.
We’ve test driven the diesel version of the Sorento in the GT-Line grade, as the diesel is likely to be the more popular choice. And once we get our hands on the petrol version, we’ll let you know what that’s like to pilot, too.
You definitely won’t forget what's powering the diesel. It’s fairly noisy on the outside, but the cabin is well insulated so not much clatter finds its way in.
That’s just the start of what feels like a plush and premium driving experience.
The ride is excellent, comfortable and composed even on the crumbling city roads around where I live. The same roads I’ve driven Benz and BMW SUVs on and some of those don’t feel as good as the Sorento.
I’m serious. The Sorento’s body control is outstanding. It doesn’t wobble, doesn’t feel too bouncy, and provides a superb connection between the driver and the road. I can’t say the same for some much more expensive SUVs.
It’s down to the hard work Kia puts into getting its suspension right for Australia. Months before the Sorento came out in January 2020 Kia’s local engineers were driving it all over Australia, and through a process of trial and error found the right suspension that felt as good as they could get it. And they have nailed it.
So, along with the Sorento being comfortable on Aussie roads, it handles better than you’d expect something this large to.
I pushed it hard into corners I take all my test cars though, without the major lean or roll you’d experience in some large SUVS.
Steering is also a highlight. It’s accurate, smooth, and gave me a good feeling of connection with the road.
The diesel engine, while a bit noisy, is instantly responsive with no turbo lag and provides good acceleration. Only the diesel Sorento is all-wheel drive, so this is the pick if you’re planning to head on to dirt roads regularly.
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.
Then the GT-Line also has blind spot view monitor, which shows the view behind you on whichever side you’re indicating towards.
All Sorento also have seven airbags including one which pops up between the driver and front passenger.
Curtain airbags extend to the third row, but don’t completely cover the windows of those very back seats. This may make you reconsider whether you want to have children back there.
If you do, there are ISOFIX points and top tether mounts for the third-row seats, plus two more ISOFIX points and three top tethers mounts across the second row.
It’s good to see the Sorento has kept its full-sized spare wheel, which is under the car.
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).