Mitsubishi Pajero VS Nissan Pathfinder
- 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
- Tough looks the N-Trek brings
- Spacious interior
- Big boot
- Interior starting to date
- No Apple CarPlay or Android Auto
- Thirsty engine
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|
Do you like Nissan's Pathfinder yet find it lacking a certain something? Masculinity perhaps, musculature, or just a sense of menace, rather than middle-of-the-road nice-ness? If you've always hankered after a seven-seat family hauler with a mean streak, or at least a mean look, then you’re going to love the Pathfinder N-Trek special edition.
So, what makes this Pathfinder an N-Trek and how much does it cost to look this tough?
We tested the new Pathfinder N-Trek to find out.
|Fuel Type||Premium Unleaded Petrol|
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?
The Pathfinder is a comfortable, practical seven-seat SUV and the N-Trek special edition adds a tough and stylish look. Research has shown that special editions generally don’t fetch more money when it comes time to sell, so keep this in mind and enjoy the unique look of the N-Trek rather than thinking you’ve bought a collector’s car.
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 N-Trek pack adds a menacing look to the Pathfinder, making it look more mafia family than just family. As mentioned above, the N-Trek edition adds the black grille, black roof rails, black door handles, black mirror caps, plus front and rear lower bumper trim in black. I’m a fan of the sinister look the accessories bring and it suits the Gun Metallic grey paint my test car wore (see the photos I took) perfectly. The Pathfinder N-Trek special edition comes in four colours, so along with the grey there’s Ivory Pearl, Diamond Black and Caspian Blue.
What do you think of those wheels? They’re unique to the Pathfinder N-Trek, too, but I’m not the biggest fan of the design.
The cabin doesn’t get anything in the way of N-Trek equipment – it’s the same cabin as you’ll find in the ST+ and ST-L, which is beginning to age in terms of its design and equipment, with the small screen being the most obvious example. Still, it’s a comfortable and premium-feeling cabin, especially in the ST-L with its leather seats.
Measuring 5042mm end to end, 1963mm wide and 1793mm tall, the Pathfinder isn't petite.
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 Pathfinder is a seven-seater SUV and practicality is its main strength.
Space up front is excellent, with good head, shoulder and elbow room, even for somebody with my two-metre wingspan and 191cm height. I can sit behind my driving position and behind that in the third row without my knees touching any of the seat backs.
Directional air vents in all three rows, plus large windows make life more comfortable for everybody. So does the raised second row, which offers a view over the top of the driver and co-pilot.
The floor does seem overly elevated in the Pathfinder, which places the knees of second and third-row passengers higher. For a model comparison see the Pathfinder ST+ vs Holden Acadia LT video.
Boot space with the third-row seats up is 453 litres, opening up to 1354 litres with them folded flat and the second row in place. You’ll find extra storage space under the boot floor.
Cabin storage is excellent with 10 cupholders (yes, 10) on board (two up front, four in the second row and another four in the back row); large door pockets, a tray in front of the shifter and a deep centre-console storage bin.
For charging and media there are three 12-volt and two USB outlets up front and two USB charging points and a media USB port in the second row.
Room for improvement? Well, the Pathfinder could do with wireless charging and it’s also lacking USB ports in the third row.
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.
Available on the ST + and ST-L grades, the N-Trek editions come with a $1500 price increase over the grades they’re based on.
The front-wheel-drive Pathfinder ST+ N-Trek lists for $46,840, while the front-wheel-drive ST-L N-Trek is $57,140. As for the four-wheel-drive versions: the ST+ N-Trek is $50,340 and the ST-L N-Trek is $60,640.
The N-Trek edition brings a body kit with black elements for a stealthy look. There’s the black grille, black roof rails, black door handles, black mirror caps, plus front and rear lower bumper trim in… you guessed it – black.
Standard features on the ST+ N-Trek include an eight-inch touchscreen, sat nav, a reversing camera with all-round-view monitor, a six-speaker stereo, DVD player, privacy glass, rear parking sensors and three-zone climate control.
Stepping up to the ST-L N-Trek adds a 13-speaker Bose stereo, LED headlights, sunroof, leather seats, front fog lights, heated side mirrors and power adjustable driver and front passenger seats.
Is the special edition worth the extra $1500 over the regular model? That depends how you look at the extra costs – some would see it as just different coloured paint but others would see it as paying for uniqueness, and there won’t be many Pathfinders that look like yours. Yes, you could have similar enhancements done yourself, but it’ll cost you more, if done properly. Nissan has done it for you with genuine accessories.
A better question to ask is: does the Pathfinder’s price in general represents good value? Well the current Pathfinder is getting old now and it’s not loaded with the latest equipment, such as Apple CarPlay and Android Auto, such as you’ll find in the Holden Acadia or Mazda CX-9. In those terms it’s not great value any more, but Nissan will fix this when the new-generation Pathfinder arrives next year.
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.
The N-Trek special edition comes with the same 3.5-litre V6 petrol engine found in the regular Pathfinder, with the same 202kW and 340Nm outputs. The continuously variable transmission (CVT) is smooth, although it produces lacklustre acceleration, accompanied by a droning sound that you might find annoying.
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.
The Pathfinder N-Trek ST+ and ST-L both have a 3.5-litre V6 petrol engine and Nissan says after a combination of open and urban roads the four-wheel-drive version should use 10.1L/100km, while the front-wheel-drive only uses a coffee mug less at 9.9L/100km. In my own testing of the four-wheel-drive Pathfinder I’ve measured the combined consumption to be 14.9L/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.
The Pathfinder N-Trek was tested on about 130km of winding country roads, which at times turned from bitumen into loose gravel. My test car was the ST+ grade with four-wheel drive, although there should be no difference in the way it drives over the ST-L version.
I’ve said it before in reviews of the Pathfinder – this is an easy and comfortable large SUV to drive, with light steering, good visibility and plenty of grunt.
That said, the Pathfinder felt a bit challenged when pushed on the twisty, tight roads, with plenty of body roll to remind me that it was a two-tonne, five-metre-long metal box. If anything, it’s a compliment to how insulated from the world you are in the cabin.
The loose gravel roads we took also seemed to unsettle the Pathfinder at times. I pulled over, selected four-wheel drive and watched the display screen show drive split 50-50 between the front and back axles. The problem was that our as speed was increased the system switched to Auto, which decides on the fly how to distribute the drive, but tends to choose a heavy bias towards the front.
The Pathfinder’s 180mm ground clearance rules out anything more challenging than dirt and gravel roads, but a 2700kg braked towing capacity makes this SUV a great choice for hauling trailers and caravans – although you should know it likes to drink petrol.
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.
The Pathfinder was given the maximum five-star ANCAP rating when it was tested in 2013. Coming standard is advanced safety technology such as AEB, blind-spot warning, rear cross traffic alert and adaptive cruise control.
There are rear parking sensors, but not front ones, which is odd.
The rear-view camera is good, and these grades come with a 360-degree moving-object-detection system – which is great for when kids are running around the car.
For child seats you’ll find two ISOFIX mounts and three top-tether points in the second row, and a third top-tether point in the right-hand-side seat in the third row.
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).
The Pathfinder ST+ is covered by Nissan’s five-year, unlimited-kilometre warranty.
Servicing is recommended every 10,000km or 12 months. As a guide you can expect to pay $290 for the first service, $309 for the next, $458 for the third, $367 for the fourth, $314 for the fifth and $502 for the sixth.