Mitsubishi Pajero Sport News

Mitsubishi has just teased its new Pajero large SUV as it draws closer to an official reveal.The brand has released a promotional video celebrating its rallying heritage, with clips of its previous success and its most recent triumph with the Triton ute. Towards the end of the video on the Mitsubishi YouTube channel, the new Pajero is featured driving along a road in dim lighting for roughly five seconds. While we get little more than a silhouette, the front light design matches up with a camouflaged version of the Pajero spied by CarsGuide in Australia late last year.  The video confirms a more boxy overall design on the new Pajero as spotted on the spy pictures of the pre-production test mule.It further reveals straighter window frames and a flat roofline as part of the design tweaks. It is expected Mitsubishi will drop the ‘Pajero Sport’ nameplate altogether to revive the ‘Pajero’ name, which was retired in 2021. It has been previously reported the new Pajero will be based on the new-generation Triton ute, supporting the increased likelihood of a body-on-frame chassis.This chassis set-up highlights the next Pajero's potential for rugged off-roading capabilities.The soon-to-be outgoing Pajero Sport battles in the hotly-contested large SUV segment, where it mustered more than 5500 sales in 2025 up to the end of November, which is a roughly 19 per cent drop on last year. It trails several of the big hitters in the segment such as the Ford Everest and Isuzu MU-X which combined for nearly 30,000 sales in 2025. The new Pajero is likely to form part of the brand’s Momentum 2030 plan, which will see a comprehensive revamp of the Mitsubishi range over the next five years. It will focus on developing new energy cars such as those with hybrid, plug-in hybrid and all-electric powertrains.It is unclear when we may see the speculated Pajero in full form, but this latest teaser from the brand indicates it's edging closer to the showroom.Regardless, it is unlikely we will see the Pajero back in Australia before 2027. 

Four-wheel drive vehicles are widely considered ‘real’ off-road vehicles, but all-wheel drive vehicles are also capable of tackling off-road adventures in their own right.However, for the purpose of this yarn, we’ll focus on 4WDs.So, what are the top five off-roaders of all time? This is a purely subjective yarn, so feel free to pitch in with your opinion and your own top five off-roaders of all time.Read on. (Note: all prices in this yarn were correct at time of writing.)All versions of this legendary 4WD have for a long time found favour with off-road adventurers because of their drivability (ease of use and comfort); its capability (in general driving terms, as an off-roader, and for hauling heavy loads); its reputation for reliability (which, some say, has lapsed in recent years); and its fixability if something goes wrong. Rest assured, if you suffer experience vehicle-based strife, even out past the black stump, you’ll likely be able to find Toyota parts somewhere near-ish without too much hassle.Many Cruisers are used as off-road vehicles (for work and play), but which Cruiser variant should be your preferred choice if you’re after a reliable, capable and comfortable long-distance tourer to haul camping gear or tow your camper-trailer or caravan? Take your pick: 40 Series, 60 Series, 70 Series, 80 Series, 100 Series, 200 Series. The 105 (more widely known here as the Prado) is the Cruiser’s less macho little brother, but it is still very popular because of its reputation as a capable, comfortable touring platform.Our mate Alf Johnston's 80 – pictured throughout this yarn – is a 1996 GXL 80 Series with a 24-valve 6-cylinder 1HD-FT turbo-diesel engine and automatic transmission. It has a touring friendly 270-litre fuel tank – a long range fuel tank set-up – and 30-litre water tank. A standard version had a 90-litre fuel tank and a 45-litre fuel tank.For me, the 4.5-litre V8 twin turbo-diesel engine (200kW and 650Nm) is the stand-out.There is a massive trade-off when buying most Cruisers though: new or used, it may be on the wrong side of expensive. Just ask anyone trying to buy a second-hand Cruiser about ‘Toyota tax’, i.e. the persistently high re-sale value of any Toyota that’s for sale, especially a Cruiser.Towing capacity is listed as 750kg (unbraked) and 3000kg (braked).Price: Expect to pay from $9999 for a 1999 Toyota Landcruiser 100 Series GXL 4X4 (with almost 391,000km on the odo) through to $242,000 for a 2022 Toyota Landcruiser 70 Series GXL (dual-cab chassis, loaded up with aftermarket gear and with 38,294km on the odo).Pros:RobustReliableNigh-on unbreakableCons:Hard to find oneEven harder to find one that hasn’t been thrashedWhen you do find a good one, it’ll be expensiveAnother Cruiser bonus: you can build up and customise your ultimate tourer with the help of Australia’s fantastic aftermarket industry – think ARB, Ironman 4x4, TJM, and the like.The Y63 is on its way but until then take your pick from new and used Patrols: GQ, GU, whatever.This well-respected 4WD wagon is another of Australia’s favourite touring vehicles and can be seen everywhere on the nation’s roads, and parked in caravan parks, or set up for camping.Any Patrol can be built up and customised as an ultimate tourer, but for me the mission-ready current-generation V8 Patrol Warrior wins out over the rest.Let me explain: a few years back Nissan Australia enlisted the expertise of Melbourne-based automotive engineering company Premcar to transform the Navara into the hard-core Pro-4X Warrior, which was a great success – and then Premcar did the same to the Patrol.At time of launch Premcar had baked into the Patrol more than $15,000 worth of top-notch conversion work, engineering upgrades and fitment of accessories to turn the 4WD wagon into the Warrior.It is bigger, wider and taller than the Ti spec Patrol on which it’s based and it has upgraded Aussie-tuned suspension, a Warrior-specific wheel-and-tyre package, a bi-modal exhaust system, substantial underbody protection, a 48kg increase in payload over the Ti to 736kg, as well as a whole lot of other stuff intended to turn the legendary 4WD wagon into an even more appealing vehicle, on- and off-road.The Warrior has the same 5.6-litre V8 petrol engine as the regular Patrol line-up but that’s fine because that engine – producing 298kW at 5800rpm and 560Nm at 4000rpm and matched to a seven-speed automatic transmission – is a bloody cracker.It also has a re-engineered version of Nissan’s Hydraulic Body Motion Control system, a 50mm total suspension lift with new springs front and rear (increasing vehicle height to 1990mm, 50mm more than the Ti), and increased ground clearance (323mm, 50mm more than the Ti) and wheel track (1735mm front and rear, 40mm more than the Ti).As with the Cruiser, the Patrol can be built up and customised as an ultimate tourer with the help of Australia’s great aftermarket industry (ARB, Ironman 4x4, et al).Price: Expect to pay anywhere from $115,990 for a 2025 Nissan Patrol Warrior (4X4) Y62 MY25 (with 546km on the odo) through to $122,990 for a 2025 Nissan Patrol Warrior (4X4) Y62 MY25 (with 5698km on the odo).Pros:GutsyIt’ll go anywherePlenty of sparesCons:ThirstyHard to find a good one for the right priceHard to find a good one that hasn’t been driven hardWhile older versions of the Ranger are well worth considering, let’s focus on the newer post-2022 versions here.The Ranger and its wagon stablemate, the Ranger-based Everest, are both refined, comfortable and capable, and either of them make a great platform as an on- and off-road touring vehicle.The Ranger – with either a 3.2-litre five-cylinder turbo-diesel engine (147kW/470Nm) a 2.0-litre four-cylinder twin-turbo diesel engine (157kW/500Nm), or the new-ish 3.0-litre V6 turbo diesel engine (184kW/600Nm) – is a solid and nice-driving unit.Obviously, if it’s your cup of tea, the Raptor is the go.Same goes for the Everest, though because it’s a wagon, it lacks the Ranger’s work-friendly versatility, but it does yield a smoother ride and handling overall.Long-distance road trips aren’t daunting if you know you’re clocking up the kays in these vehicles, which both offer refined on-road driving experiences.Ford’s all-wheel drive system is smooth in its application and helps to make these vehicles comfortably capable in most off-road scenarios.The Ranger and Everest have become increasingly prevalent on our roads in recent years and they appeal to off-road adventurers who want comfortable and capable touring vehicles.The Ranger has listed towing capacities of 750kg (unbraked) and 3500kg (braked). The Everest has listed towing capacities of 750kg (unbraked) and 3000kg (braked) or 3100kg (braked), depending on the variant.Price: Expect to pay from $28,888 for a 2022 Ford Ranger Xl 3.2 (4X4) Px MkIII MY21.75 (with 219,805km on the odo) through to $95,990 for a 2025 Ford Ranger Raptor 3.0 (4X4) MY25.25 (with 255km on the odo).Price: Expect to pay from $33,888 for a 2022 Ford Everest Trend (4WD) (with 176,099km on the odo) through to $88,999 for a 2023 Ford Everest Platinum (4WD) (with 22,212km on the odo).Pros:RefinedNice to driveWell-appointedCons:ExpensiveNew versions almost too reliant on techV6 can become thirsty off-roadThe legendary Land Rover Series I, II, III preceded the Defender, but while the older Landies have the monopoly on that ye olde Insta-friendly romantic vision of off-roading, the 75th anniversary Defender 110 of 2023 does it for me.This limited-edition 75th anniversary five-door 110 body style Landie with like-it-or-loathe-it Grasmere green exterior is based on the high-grade HSE variant. Note: three-door 90 body-style versions are also available.The Defender manages to retain the old Defender’s distinctive shape and spirit while introducing the new-generation’s style and presence into the mix.This is a P400 MHEV (mild hybrid electric vehicle) and has a 3.0-litre inline six-cylinder turbocharged petrol engine, supported by a small electric motor. That engine produces 294kW at 5500-6500rpm and 550Nm at 2000-5000rpm and it’s matched to an eight-speed automatic transmission.The P400 MHEV has a 48-volt lithium-ion battery, aimed at reducing engine load and fuel consumption, and it has a 7kW electric supercharger aimed at minimising turbo lag.The Defender has permanent all-wheel drive and a dual-range transfer case with high- and low-range 4WD. It has a comprehensive suite of driver-assist tech – including Land Rover’s Terrain Response 2 system, with switchable modes such as Grass/Gravel/Snow, Sand, Mud and Ruts, and Rock Crawl. That system tweaks throttle response, engine outputs, transmission shifts and diff control to best suit the terrain.It also has centre and rear diff locks.Defender buyers can add to their vehicle from a range of accessories and Packs, which include grouped accessories to suit your specific lifestyle, i.e. Adventure, Explorer, Country or Urban.Price: Expect to pay from $112,950 for a 2022 Land Rover Defender 110 P400 75th Edition Auto AWD MY23.5 (with 50,970km on the odo) through to $125,800 for a 2022 Land Rover Defender 110 P400 75th Edition Auto AWD MY23.5 (with 25,000km on the odo).Pros:Old-school charmNew-age styleIt’ll go anywhereCons:Price-tagHard to find a good one for the right priceThe Pajero is on its way back – hopefully in the not-too-distant future – but until then if you can find a previous-gen Pajero you’re in luck.Mitsubishi officially ceased production of its fourth-generation Pajero in March 2021, but this no-frills 4WD wagon still holds tons of appeal for seekers of adventure – and that’s why you see a lot of them everywhere: on the blacktop, out in the bush and on our beaches.It’s not the most dynamic or exciting off-roader on the market, in terms of looks or performance, but the 3.2-litre four-cylinder turbo-diesel Pajero (141kW/441Nm) has a legion of fans due to its simple, no-fuss approach to life on and off the road. It’s also not the heaviest hauler around (tow capacity is 3000kg), but it’s a gutsy unit.It’s easy to drive, very capable and very functional. The 4WD Pajero also has 'Super Select II' 4WD system which offers four drive modes: 2H (two-wheel drive, rear), 4H (4WD high range but, in this, safe to use at high speed on bitumen), 4H LC (4WD/all-wheel drive with locked centre diff; suitable for off-road driving at 30km/h or so) and 4L LC (4WD with locked centre diff and low-range gearing engaged; suitable only for low-speed 4WDing (below 30km/h). Turns out 4H is a good state of play for general driving.The 2.4-litre, four-cylinder turbo-diesel Pajero Sport (133kW/430Nm), though light on in terms of towing capacity (3100kg, braked) still compares favourably to segment rivals and dual cab utes in terms of general standard packability and it remains an appealing proposition as an all-round touring machine.Price: Expect to pay from $43,990 for a 2022 Mitsubishi Pajero Sport Exceed (4WD) seven-seat eat MY22 (with 72,349km on the odo) through to $60,888 for a 2024 Mitsubishi Pajero Sport Exceed (4WD) seven-seat MY24 (with 10km on the odo).Pros:Nice to drive on-roadVery capable off-roadDecent fuel consumptionCons:Feels a bit old compared to rivalsTowing capacity (on paper) is less than rivalsSmaller inside than most rivals

Everything the new Mitsubishi Pajero will need to be a proper rival to the Toyota Prado, Ford Everest, and Denza B5

One of the most important models in Mitsubishi’s long history is drawing closer.

Mitsubishi’s upcoming Pajero Sport successor has been unveiled, well in a way.Japanese Publication Best Car Web has published new digital renders of the so-called Pajero without any camouflage based on a prototype vehicle seen testing earlier this year in Europe.The images are similar to CarsGuide’s own renders produced by Thanos Pappas earlier this year. They depict a large angular and boxy SUV with a very upright and broad nose, as well as a horizontal-slat grille, tall bonnet, set-back cabin and a high flat roofline, leading to a squared-off tailgate.As previously detailed, Mitsubishi may shelve the Pajero Sport badge and bring back the iconic and original Pajero name. Earlier this year Mitsubishi Australia told CarsGuide that with the previous-generation Pajero Sport - plus the ASX and Eclipse Cross SUVs - being retired due to not meeting Australian Design Rules (ADRs) there would be a replacement but wouldn’t say what it would be called."These nameplates will be replaced by equivalent — if you want to call it that — vehicles in the coming years," said Mitsubishi Australia's GM of Product Strategy and PR, Bruce Hampel.Best Car Web claims the new Pajero will be based on the current Triton which launched locally in 2024. This means a body-on-frame chassis is likely, like the outgoing Pajero Sport.Historically, the Pajero was built on a ladder-frame chassis, however, later versions from the 2000s onward were built on a monocoque platform, like the current Land Rover Defender.If the Pajero does make a full comeback it will have its work cut out for itself because its old rival, the Prado, is only recently starting its new generation and offered with a turbo-diesel mild-hybrid powertrain locally and a hybrid powertrain in other markets.Mitsubishi’s best selling vehicle is the Outlander mid-sized SUV with 15,043 sales so far this year. The current Pajero Sport despite being on the way out is still selling well with 3758 sold until the end of August.

Mitsubishi warns it can't chase Chinese brands on price, and there are other factors buyers should consider.

Mitsubishi warns there's a big market correction coming, and automakers have to act to survive.

Which Mitsubishi do you wish would make a comeback? Pajero? Lancer?  Well, Mitsubishi is currently undertaking a massive overhaul of its Australian line-up with several new models to come to fill the gaps. So while they're at it we’ve put together our wishlist of cars they really should really revive or bring here. The changes to the Australian Design rules (ADRs) in March this year meant Mitsubishi had to axe three vehicles from its local lineup.  These were the ASX small SUV, the bigger Eclipse Cross SUV and the Pajero Sport off-roader. This leaves Mitsubishi with just two cars on sale in Australia — the Triton ute and Outlander mid-sized SUV. Meanwhile Toyota has 23 models on sale.Now we're not suggesting that Mitsubishi needs another 21 models, Ford is managing just fine on pretty much the Ranger, Everest and Mustang, but I definitely think there are some essentials the brand could use and a few dream cars while we're at it.Probably the most obvious model Mitsubishi needs right now is the Pajero. Yep once-upon-a-1990s the Toyota Prado and Mitsubishi Pajero wrestled for dominance all over Australia, from the outback to suburbia. The Pajero eventually lost the battle and was axed by Mitsubishi in 2020 … or so we thought! Imagine the comeback. Just when the new generation Prado had arrived and was still gloating, the Pajero could make its return. Sure the Pajero Sport is coming back in 2026, but that’s a Ford Everest rival. The beauty is Mitsubishi could easily plonk another, posher-looking SUV body on the ladder frame and call it the Pajero. And they’ve already got the badges made up. You just just take the “Sport” bit off. Think of the savings.Next on our wish list is not really a car that would sell in high numbers, but it'd be the halo car in many ways the brand needs so badly right now —  a reborn Lancer, and yes, with an Evolution grade as well. Or maybe just a standalone Lancer Evo XI. I think we’re up to XI, I can't remember but I tested the very final one in 2015.Back in the final glory days of Ford Falcon versus Holden Commodore there were two other tribes going to war: Subaru WRX v Mitsubishi Lancer Evo. These days the WRX lives on, but it looks so lonely without the Lancer EVO to play with.Finally, and given the number of grey imports we see of this car, Mitsubishi needs to add the Delica people mover to its Aussie line-up. What’s not to like about a high-riding all-wheel drive six-seater van?A sixth-generation of the people mover is expected in the next two years and whether it looks anything like the futuristic and silly Delica concept Mitsubishi revealed at the 2023 Tokyo Motorshow is yet to be seen.A wishlist for Mitsubishi could go one forever, who wouldn’t want to see the Colt come back, or the Cordia Turbo? Or the 3000GT?In reality the ASX will be back and so too will the Pajero Sport, and that might be all Mitsubishi needs as it faces bigger problems.  Challenges like how on Earth will it adapt to a rapidly changing market that’s been inundated with excellent electric vehicles from brands which hardly existed five years ago. Currently Mitsubishi doesn’t even sell one purely electric vehicle in Australia at all.

The second-hand 4WD market in Australia is a busy one, we are spoilt for choice.Among this confusion of potential next cars for you are a few duds/lemons/write-offs but there are also a fair number of good value-for-money buys to be found.Here are our top five used 4WDs, including a big V8 wagon, a retro champion, and one or two picks which might even get me even more hate mail.For the purpose of this yarn, we’ve mostly only considered vehicles manufactured in the past decade – those that have benefited from recent advancements in driver-assist and safety technology.Is your 4x4 on the list?As always, tell us what else you think should make the cut in the comments below.Much-loved by 4WD die-hards, the distinctively blocky 80 Series ’Cruiser achieved legendary status years ago.The naturally-aspirated 1HZ diesel is a top choice – many have been turbocharged – and the 1FZ-FE, 4.5-litre, in-line petrol engine, introduced in early 1993, has proven durable.The four basic 80 Series range encompasses: FJ80R - petrol 3F engine; HZJ80R - diesel 1HZ engine; HDJ80R - turbo-diesel 1HD-T engine; and FZJ80R - twin-cam petrol engine. There are ample white ones around, with a smattering of hotted-up matte black versions as well.The best used 80 Series buys are in the base-model area. ‘Standard’ 80s came with the 75 Series driveline, using a part-time 4WD system and a choice of the 3F petrol engine or 1HZ, naturally-aspirated diesel. The 3F gave way to the 1FZ-FE fuel-injected twin-cam in late 1992.Most standard models are diesels, but those that have the petrol engine use a carburetted version, which is a much more flexible unit than the fuel-injected 3F-E used in the GXL and VX models.You'll find some 80s with still-working factory-fitted cruise control and a few with aftermarket jobs onboard.You'll also find plenty of 80s geared up for bush driving, with a bullbar, snorkel, bash plate (offering solid underbody protection), as well as rated recovery points, and any number of other accessories including mud-ready floor mats.Automatic transmission models had a torque converter and viscous coupling centre differential; both of which did much to damp out any engine torque curve ‘wobbles’, along with the considerable driveline lash which was another unpleasant side effect of Toyota's full-time 4WD system.The full-time 4WD RV, GXL and VX models are better balanced on loose or slippery roads, but have more driveline backlash than the part-timer and need a front bearing repack more often, because the front axle is driving all the time.The automatic models (like the vehicle pictured) are nicer to drive than the manuals, but the auto sump is vulnerable to copping knocks from rocks on bush tracks and needs additional bash-plate protection.Factory-fitted front and rear differential locks were optional from 1993.The standard Japanese Grandtrek tyres were terrible on slippery tracks and vulnerable to damage, but the working vehicle models, with part-time 4WD, skinny tyres and firmer coils handled well on and off road.Suspension upgrades – aftermarket lift kits etc – have always been popular 80 additions for improved off-road driving.Towing capacity was 2500kg on the 90-95 models, then increased to 3500kg on the 80 Series after that. Tow-ready 80 Series had a tow bar.(Note: the 80 Series pictured in this yarn – is a 1996 GXL with a 24-valve 6-cylinder 1HD-FT turbo-diesel engine and automatic transmission. It has a 270-litre fuel tank – a long-range fuel tank set-up – and a 30-litre water tank. The standard version had a 90-litre fuel tank and a 45-litre fuel tank.)The diesels need their camshaft drive belts replaced at 100,000 kilometres and both have expensive oil and fuel filters.The 1FZ-FE, 4.5-litre, in-line petrol engine, introduced in early 1993, was as durable as Toyota promised it would be, but servicing costs are elevated by high filter prices.Engines converted to run on LPG seem to live without any drama, but Toyota actively discouraged the practice.Gearbox problems included a pre-1993 major issue which was a crunching, vibrating manual gearbox – it was bad enough to cause Toyota to change its advertising message, dropping the reference to “vibration-free". In 1992 a redesigned manual transmission cured most gearbox complaints.Minor problems with early 80s include a clutch accumulator which leaked and can be best repaired by replacing it with the later model unit.Automatic transmission problems are infrequent as far as we know.The turbo-diesel suffered from big-end problems that were fixed only by service outlets that had access to a full range of over- and under-sized bearing shells. (If you’re buying a factory turbo-diesel 80 Series with the 1HD-T engine make sure the bottom end has been professionally rebuilt.)Toyota continued to support the turbo-diesel, finally replacing the 1HD-T with the properly engineered 24-valve 1HD-FT in March 1995, along with a facelift and revised interior.If the 80 has any aftermarket gear on it, as always check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle history report.Prices range from around $20,000 to $60,000, depending on how well the vehicle has been maintained and just how obsessed a LandCruiser fan you are. Prices do not include on-road costs.(Note: Some years ago I commissioned a mate of mine, 4WDing legend Allan Whiting, to write a yarn about the 80 Series for this website – Allan’s work has been used as the basis for this entry.)Australian automotive engineering company Premcar was given free rein to transform the Patrol into something better, as part of Nissan Australia’s Warrior program, and this is the result.The Patrol Warrior is bigger, wider and taller than the Ti spec Patrol on which it’s based and it has upgraded Aussie-tuned suspension, a Warrior-specific wheel-and-tyre package, a bi-modal exhaust system, tough-as-nails underbody protection, a 48kg increase in payload over the Ti (to 736kg), among many other enhancements.The Nissan Patrol Warrior is an eight-seat 4WD wagon with more than $15,000 worth of crucial conversion work, engineering upgrades and fitment of adventure-ready accessories brought onboard to turn the Patrol into a Warrior.The Warrior has the Patrol line-up’s 5.6-litre V8 petrol engine – producing 298kW at 5800rpm and 560Nm at 4000rpm – and a seven-speed automatic transmission.It has full-time four-wheel drive with high- and low-range modes.At its Patrol heart the Warrior has all the solid reliable four-wheel drive mechanicals, plenty of torque over a wide rev range and a rear diff lock.Warrior-specific suspension modifications include Warrior-tuned 'Hydraulic Body Motion Control' suspension (front and rear), front Warrior red springs, rear Warrior multi-rate red springs, Warrior rear bump-stop, a bash-plate and more.The Warrior wheel-and-tyre package is the Yokohama Geolandar 15 All Terrain tyres (295/70R18) on 18 x 9 J cast-aluminium Patrol Warrior black machined-face alloy wheels. These tyres are bigger and offer more grip, so they provide the Warrior with plenty of traction on terrain where a standard Patrol may struggle.There's more ground clearance in the Warrior (323mm, +50mm over the Ti), so approach (40 degrees) and departure angles (23.3 degrees) are an improvement over the standard Patrol.Ramp-over angle is not listed, neither is wading depth but I reckon the latter is about 700mm.The Patrol is a well-respected towing platform and the Warrior’s towing capacities remain as 750kg (unbraked) and 3500kg (braked).The Warrior's GVM (gross vehicle mass) at 3620kg is 120kg more than the Ti Patrol’s.Chances are the Warrior hasn’t been used for any four-wheel driving beyond well-maintained bush tracks but, just in case, when checking out the vehicle in person, make sure you look under the vehicle to check if it hasn’t copped any serious knocks, bumps or scuffs to the undercarriage or side steps – that may be an indication of other more serious damage that is not visible. If you’re in Queensland, where beach-driving is much more accessible than it is elsewhere, check for rust, sand or salt spray residue.Don’t buy a V8-powered vehicle if you baulk at big fuel bills. The Nissan Patrol Warrior has an official fuel consumption figure of 14.4L/100km (on a combined cycle).On a recent test, I recorded 23.2L/100km but I did a lot of high- and low-range 4WDing.The Patrol has a 140L fuel tank capacity, so, using our on-test consumption figure you could reasonably expect a full-tank driving range of about 603km.If the Warrior has any other aftermarket gear on it, make sure that equipment hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle-history report.Prices range from approximately $95,000 to $120,000. Prices do not include on-road costs.The Sport is available as a 4WD wagon with a 3.0-litre turbo-diesel V6 engine or as a rear-wheel drive wagon with Ford’s 2.0-litre four-cylinder bi-turbo – both have a 10-speed automatic transmission. (Pictured is a Sport with the V6 engine and selectable 4WD with auto mode.)It has a 3.0-litre turbo-diesel V6 (producing 184kW at 3250rpm and 600Nm from 1750rpm-2250rpm) and a 10-speed automatic transmission.It has a 4WD system with selectable two-wheel drive (2H), four-wheel drive high-range (4H), four-wheel drive low-range (4L) and four-wheel drive automatic (4A = 4Auto) that sends drive to the front and rear axles as needed, and which can be used on high-traction surfaces.It also has a locking rear diff.The Everest has selectable drive modes including Normal, Eco, Tow Haul, Slippery, and for off-roading: Mud/Ruts, and Sand, which adjust engine outputs, throttle, transmission, braking, traction and stability controls to best suit the driving conditions.This Everest is a very impressive off-roader: the engine is torquey, with plenty of its 600Nm on top across a wide rev range.The 10-speed auto transmission is clever – most of the previous-gen’s scrambling between ratios has been ironed out.The Everest has a listed length of 4914mm (with a 2900mm wheelbase), a width of 2015mm, and a height of 1837mm. It has a turning circle of 11.8m and an official kerb weight is 2457kg. So this is not a small wagon.And its dimensions prevent the Everest from being an absolute off-road beast. It feels low – even though official ground clearance is listed as 226mm – and its underbelly feels vulnerable.Approach angle is 30.2 degrees, departure angle is 25 degrees, and ramp break-over is 21.9 degrees, but remember that if you fit a towbar to the rear that will impact the Everest’s departure angle. Wading depth is 800mm.Another thing: the brake pedals feel spongy – taking a long time between initial foot pressure to actually 'biting', and then the brakes – discs all round – quite abruptly clamp into action.Official fuel consumption for the Everest V6 is 8.5L/100km on a combined cycle; on my test I recorded 15.7L/100km.The Everest has a 80-litre tank, so, going by the above figures, you will have a touring distance (spent mostly in low-range 4WD) of about 510km.Ford has offered the Everest with choice of three ARB Builds – Family Adventurer, Tourer, and Serious Off-roader. Each one includes a specific set of aftermarket accessories (covering protection, suspension, lighting and more) and were fitted, at the new owner’s request, prior to collection.The builds are covered by Ford’s five-year/unlimited km warranty.However, if the Sport you’re considering has any one of those builds onboard, make sure you check the vehicle thoroughly for any damage and, of course, order a vehicle history report. Chances are this vehicle may have never been used off-road – or it may have been subject to a terrible barrage of 4WDing-related punishment. It’s up to you to check.As standard, the Sport came with 20-inch alloy wheels with Goodyear Wrangler Territory HTs (255/55R20) – not ideal for off-roading. Ford was offering offer 18-inch black alloys on All-Terrain tyres as a no-cost option at time of purchase, but if the second-hand Sport you’re considering to buy is shod with other, more off-road-appropriate tyres and is on 18-, 17-inch or even 16-inch rims, then make sure you check for damage – slight or otherwise – on the front and rear bumper, side steps, underbody, everywhere because this vehicle may have been used for more serious off-roading than merely well-maintained bush tracks.There is some uncertainty as to how well the Everest’s transmission holds up under the sustained pressure of heavy towing.Also, I have been privy to negative chatter – online and around campfires – about Ford’s after-sales service.A niggle: the e-Shifter in 4WD Everests is an annoying toggle/rocker-switch.As always, if the vehicle has any other aftermarket gear on it, make sure that equipment hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle-history report.Prices range from $67,000 to $87,000. Prices do not include on-road costs.It looks like a block of wood on wheels but the LandCruiser Troop Carrier’s 4WD heritage is undisputed and its status as a solid bush-tourer is further enhanced by Toyota's reputation for reliability – whether justified or not.The Troopie's popularity remains heavily reliant on its bush cred – but it has that rep for a reason: this is a go-anywhere country work truck or remote-area touring vehicle.It offers its owner very little comfort, driver-assist technology or mod cons – you’ve been warned – but the Troopie does deliver no-nonsense, no-compromise off-road capability.The 2019 Troopie is available in an entry-level two-seater WorkMate spec or top-spec five-seat GXL (pictured).It has a 4.5-litre turbo-diesel V8 engine – producing 151kW at 3400rpm and 430Nm at 1200-3200rpm – and that is matched to a five-speed manual gearbox.It has a part-time 4WD system with high and low range and front and rear diff locks as standard.The GXL Troopie gets 16-inch steel wheels, rather than alloys.It's a very basic interior, sure, but it's a durable and supremely functional cabin with plenty of hard-wearing surfaces, cloth and plastic.Don't go looking for Apple CarPlay or Android Auto – it's not here, unless a previous owner has dropped it in as an aftermarket system.The tall and boxy Troopie is 5220mm long (with a 2980mm wheelbase), 1790mm wide and 2115mm high. It weighs 2325kg.The Troopie is more than a tad unwieldy in any cityscape, a bit awkward to manoeuvre on suburban streets but, of course, much better when you get it out in the bush.Driver position is high and commanding, visibility is great all-round and that V8 offers up plenty of responsiveness when you make demands of it.Steering is vague, it exhibits pronounced body-roll on sharper corners, and the brake pedal action is spongy. However, if you forgive it those characteristics, and more, which I am, then you're in for an enjoyable drive.It's a bit more relaxed on an open road – when you can nudge into its tall fifth gear and get going – although its block-like shape tends to catch high winds and the wash from passing big rigs as a yacht's sail would.It’s a very capable 4WD. It's tall and square (so is easy to fill with camping gear, work equipment, your kids and dogs), it has a tough interior, and it has a robust drivetrain and 4WD system.The Troopie – with its live axles, coils at the front and leaf springs at the rear – will never feel like a sports car. It's noisy and no matter how refined Toyota claims to have made the V8 and its five-speed manual gearbox, it will always feel gruff and agricultural – and cough up more wind-rush roar over the big wing mirrors – compared to everything else.The Troopie's low-range gearing is so very low that it's able to crawl up the steepest of driveable inclines with no difficulty – even those criss-crossed by deep ruts. Generally, 4WD Low first gear is enough to get the Troopie up anything.With a wading depth of 700mm and 235mm ground clearance, enough to clear most submerged obstacles, this Toyota was never fazed during any water crossings. It has a snorkel as standard.Its standard 16-inch skinny tyres – Bridgestone Dueler A/Ts (225/95R16) – aren't ideal for bush-touring so get rid of those for some you'd be more likely to find all over the place.Towing capacity is 750kg (unbraked) and 3500kg (braked). It has a 975kg payload, a GVM of 3330kg and a GCM of 6800kg.Claimed fuel consumption is 10.7L/100km (combined). On my most recent test I recorded 11.1L/100km. It has a 180-litre tank, so, going by the above figure, you could reasonably expect a touring distance of about 1620km from a full tank.Note, the TroopCarrier does not have an ANCAP safety rating because it has not been tested.Even though it is a natural born off-roader, its bulk sometimes works against: the long wheelbase can prove to be a burden through deeply rutted hills or inclines/declines lumpy with sharply angled rocks or pitted by steep-sided potholes.Check thoroughly for damage to the underbody, and front, sides and rear.As always, if the vehicle has any aftermarket gear on it, make sure that equipment hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle-history report.Prices range from $75,000 To $83,000 – another case of “Toyota tax”. Prices do not include on-road costs.The top-spec seven-seat GSR is a solid value-for-money all-rounder and a very capable off-road vehicle.The Pajero Sport has a 2.4-litre, four-cylinder, turbo-diesel engine, which produces 133kW at 3500rpm and 430Nm at 2500rpm, and it has an eight-speed automatic transmission.This is not a dynamic combination, but although it is sluggish, the Pajero Sport is reasonable on-road and it’s very nimble off-road.The GSR has Mitsubishi’s Super Select II 4WD system and a rear diff lock. One of the advantages of Super Select II 4WD is that fact you’re able to drive this vehicle in ‘4H' (4WD high range) without any risk of transmission wind-up because the centre diff is not locked. This factor adds an extra element of safety and sure-footedness to your driving experience.The GSR has a button-operated off-road mode system – with Gravel, Mud/Snow, Sand or Rock settings, each of which tweaks engine output, transmission settings and traction control to best suit the terrain – and hill descent control.The GSR has selectable off-road modes, including Gravel, Sand, Mud/Snow (when in high-range 4WD) and Rock (when in low-range 4WD). Each of these modes adjusts engine output, transmission settings and traction control to best suit the terrain.The Pajero Sport is 4825 millimetres long with a 2800mm wheelbase. It is 1815mm wide, 1835mm high and it has a listed kerb weight of 2125kg.In terms of packability, the cabin is quite narrow compared to many of its rivals and there are plenty of other SUVs and 4WD wagons around that offer more room inside for people, gear and dogs – but overall this is a functional space, even if it feels a bit dated.As standard it’s riding on Toyo Open Country A32 all-terrain tyres (265/60R18 110H) but it would perform even better with more aggressive rubber.Wheel travel is okay, ground clearance (218mm) is reasonable, although you still have to mind your driving line through rough terrain and be mindful of approach (30 degrees), departure (24.2) and ramp-over (23.1) angles. Wading depth is listed as 700mm.Official fuel consumption for the Pajero Sport GSR is 8.0L/100km on a combined cycle.Its real-world fuel figure on this test, from pump to pump, was 9.6L/100km.The Pajero Sport has a 68-litre tank, so, with that sort of fuel-consumption figure, you can reasonably expect a driving range of approximately 680km from a full tank, but that’s after having already factored in a safe-distance buffer of 30km.The Pajero Sport is noteworthy because it is covered by a 10-year/200,000 kilometre new car warranty, (whichever occurs first and when all scheduled services are completed at a Mitsubishi dealership), 10 years of capped price servicing, and four years of roadside assistance, provided the previous owner has stuck to the conditions of said warranty.Chances are the Pajero Sport hasn’t been used for anything more challenging than rain-slick bitumen, well-maintained bush tracks in national parks, or gravel back roads but, just in case, when checking out the vehicle in person, make sure you look under the vehicle to check that it hasn’t sustained any damage to the underbody or side steps – that may be an indication of other more serious damage that is not visible. If you’re in Queensland, where beach-driving is a right not a privilege, check for rust, sand or salt spray residue.As always, if it has any aftermarket gear on it, make sure that gear hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give it a thorough going-over, and get a vehicle-history report.Prices range from $42,000 through to $70,000, depending on the grade. Prices do not include on-road costs.

Mitsubishi’s rugged Pajero Sport four-wheel drive is no more, but help is on the way.