Nissan Pathfinder vs Mitsubishi Pajero Sport

What's the difference?

It looks good, offers benchmark safety and combines strong engine performance with sure-footed traction, particularly on low-grip surfaces. There’s also a spacious, comfortable and practical cabin that can seat up to eight and it can tow up to 2.7 tonnes. Apart from its V6 thirst, based on our at-pump figures, there’s little we can criticise about the latest Pathfinder in Ti 4WD specification, which is certainly worthy of consideration for large SUV buyers.  

The Mitsubishi Pajero Sport is a very capable off-road vehicle and it also functions quite well as a daily driver. And in top-shelf GSR guise, it has plenty of standard features onboard. 

This 4WD wagon is infrequently outmatched when faced with serious 4WD challenges and, even though the whole package is feeling more than a bit dated, the Pajero Sport still represents a decent value-for-money option in an increasingly expensive car market.

The latest Pathfinder rides on a 2900mm wheelbase with an 11.8-metre turning circle. Although it's shorter in overall length with less frontal overhang than its predecessor, it has a wider stance (aka track width) for improved handling plus a height increase for more headroom. There’s also more leg and hip-room.

The sumptuous interior is a tasteful mix of leather accents, piano black and satin chrome with classy exposed stitching along numerous seams including the leather-wrapped steering wheel. It exudes a high-quality look and feel.

The 2/3/3 seating layout can theoretically cater for up to eight occupants, starting with seating for the driver and front passenger which is spacious and comfortable with ample adjustment.

For those in the grandstand-style second row, it also feels spacious thanks not only to the wide-opening doors and increased head and legroom, but also the flat floor with no transmission hump to restrict foot placement for those in the middle. The recline of the 60/40-split backrests can be adjusted for added comfort.

Second-row passengers also have access to their own control panel on the rear of the centre console that allows individual adjustment of seat-heating and temperature/fan speed for vents located under the front seats and in the roof.

The second row tilts and slides forward to provide access to the third row. This is designed to carry up to three occupants, but by our measure only small kids could manage that.

For adults, it’s really a two-seater and that’s only for short trips and only with the second row slid forward at least 100mm to provide adequate knee room.

Even so, the third row offers adequate headroom (even for tall people) and with large glass areas and overhead cooling vents does its best to minimise a claustrophobic feel.

So, we see it as either a seven- or eight-seater, depending on the kid-to-adult mix.

SUV wagons based on utes (Ford Everest, Isuzu MU-X et al) all share a similarly inoffensive generic kind of look.

The Pajero Sport is easy enough on the eye.

The Ti 4WD’s 2044kg kerb weight (unladen and full of fuel) and 2750kg GVM (how much it can legally weigh when fully loaded) provides a load capacity of 706kg.

That limit could easily be reached or exceeded just by eight adults, before you could think about loading their luggage.

So, be mindful of combined passenger and luggage weight, particularly when planning a trip, to ensure you’re not over the GVM limit.

It’s also rated tow up to 2700kg of braked trailer, which is suitably large to cater for many recreational towing tasks.

However, as there’s no published GCM (or how much the Ti can legally carry and tow at the same time) we don’t know if it can haul its maximum payload while towing its maximum trailer weight.

Even so, it offers 205 litres of internal load volume with the second and third rows upright (ideal space for a supermarket shop), which expands to 554 litres with the third row folded flat and 782 litres with the second and third rows folded.

There are four cargo tie-down points and a surprisingly large bin hidden under the rear floor.

In terms of internal storage there’s a glove box, console box, overhead glasses holder and seat pockets plus a variety of bins, bottle holders and cupholders thoughtfully placed throughout the cabin catering for all three rows.

Nissan claims a total of 16 cupholders, but by our measure there are 18. Either way, there’s more than ample storage for drinks and personal items in this well-designed cabin.

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.

Up front, the seats (power-adjustable driver and front passenger) are very supportive, with a nice wrap-around feel to them.

The steering wheel has paddle shifters for sporty shifting and it is reach- and height-adjustable.

The dash and 8.0-inch touchscreen media unit are nicely integrated, but that screen is too small – and that’ll be rectified somewhat with the likely introduction of a 9.0-inch screen in the 2025 Pajero Sport. 

All buttons and dials on the current Pajero Sport are easy to locate and operate, even when you're bouncing around off-road.

Second-row passengers have access to three top tether points, two ISOFIX points and a fold-down armrest with cupholders. There are USB charge points and a power socket in the back of the centre console bin.

The second row is rather comfortable. I sat behind my driving position and there was plenty of head and legroom. 

Passengers in the third-row seat have access to cupholders and air vents.

In terms of packability, the Pajero Sport’s cabin is quite narrow compared to most of its rivals and there are plenty of other SUVs and 4WD wagons around that offer more room inside for people, gear and dogs.

Boot space is a listed 131 litres with the third-row seats in use and there are power sockets and tie-down points in that rear space. 

Fold the third row out of the way and cargo space increases to 502 litres. With the second and third rows stowed away, there is a combined 1488 litres of cargo space.

All in all, the Pajero Sport’s interior is a functional space, but it’s feeling a bit dated.

For reference, the 2024 Triton will be 15mm longer (5320mm, with a longer wheelbase 3130mm) and 50mm wider (1850mm) than the current generation model. And with the 2025 Pajero Sport set to follow suit, that’ll mean more space in the wagon’s cabin for driver, passengers, gear and your dogs. 

The 2024 Triton’s newly developed ladder-frame chassis is claimed to have a 40 per cent increase in bending rigidity and a 60 per cent increase in torsional rigidity over the current generation.

The upcoming Triton will also get a towing capacity boost from 3100kg to 3500kg, bringing it in line with its rivals.

So, following on from the Triton’s changes, the 2025 Triton-based Pajero Sport will be bigger, heavier and with greater towing capacity.

The MY23 Mitsubishi Pajero Sport GSR has a recommended retail price of $65,440 (excluding on-road costs), but our test vehicle also has premium paint ('Terra Rossa', $200), electric brake kit ($689), towball ($41), carpet mats ($236), and towbar kit ($1495), pushing its price as tested to $68,101 (excluding on-road costs).

Standard features include an 8.0-inch touchscreen multimedia system (with Apple CarPlay and Android Auto), paddle shifters on the steering wheel, leather-appointed seats, power-adjustable and heated front seats, LED daytime running lights, 'Multi Around Monitor', dual-zone climate control, 18-inch black alloy wheels and a power tailgate.

Exterior paint options for the GSR include our test car's Terra Rosa as well as 'White Diamond' and 'Black Mica'.

For your information, the 2024 Mitsubishi Triton offers more than a few clues as to how well the 2025 Pajero Sport will be equipped and upgraded.

The upcoming Triton has been revealed to have a refreshed interior, a more modern multimedia system (with a bigger screen at 9.0 inches), and more driver-assist safety tech (including AEB with pedestrian and cyclist detection as standard across the range). 

So, it’s likely the 2025 Pajero Sport will benefit from those changes, as well.

The Pathfinder is powered a lusty direct-injection 3.5-litre petrol V6. It produces 202kW at 6400rpm and 340Nm at 4800rpm.

It’s paired with a nine-speed torque converter automatic transmission which offers the choice of manual sequential-shifting using steering wheel-mounted paddles.

The full-time 4WD transmission offers seven different drive modes via a rotary-dial on the console, which optimises performance in each selected mode. These include 'Standard', 'Sport', 'Eco', 'Snow', 'Sand', 'Mud/Rut' and 'Tow'.

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 it’s a well-proven and respectable one. 

The GSR has Mitsubishi’s 'Super Select II' 4WD system and a rear diff lock. The Super Select dial sits to the rear of the shifter and enables the driver to switch from '2H' (two-wheel drive), '4H' (4WD high range), '4HLc' (4WD High Range with locked centre diff) and '4LLc' (4WD Low Range with locked centre diff).

The driver is able to safely switch between 2WD (2H) and 4WD (4H, 4HLc) at speeds up to 100km/h.

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 2024 Triton will retain the current-generation’s engine but it will have a twin-turbo and it will produce more power: 150kW at 1500rpm over the current engine’s 133kW at 3500rpm. The new Triton will have a maximum tuned torque figure of 470Nm; the outgoing Triton produces 430Nm.

The upcoming Triton will keep the six-speed automatic transmission.

The 2025 Pajero Sport will have that new twin-turbo engine, but it’ll paired with an eight-speed auto.

Nissan claims combined cycle average consumption of 10.5L/100km and the Ti’s dash display was claiming 12.9 at the completion of our 213km test, which was mostly city and suburban driving with some limited highway running and from one to five occupants on board at different times.

Our own figure, calculated from actual fuel bowser and tripmeter readings, came in higher again at 14.5L/100km which exceeds the usual 2.0-3.0L/100km discrepancy between manufacturer figures and our own.

In other words, it drinks more than a diesel but is about average for a powerful six-cylinder petrol engine of this size under test conditions.

So, based on our ‘real world’ driving and at-pump consumption figure, you could expect a driving range of around 500km from its 71-litre tank. And it requires premium unleaded.

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.

A good example of its comfort range is that I’m 186cm tall and my wife is only 165cm, yet we both managed to find comfortable seating positions. However, she said that ideally the range of seat-height adjustment could be a tad higher given her smaller stature.

Even so, she liked the Ti and found it easy to drive, particularly in negotiating busy shopping centre car parks with its various cameras, parking sensors etc.

She also appreciated how easy it is to fold down the trio of headrests on the third row of seats when not in use, to provide a clear view through the rear window.

We encountered heavy rain at times during our test, when the superior traction of its 4WD system was most noticeable and appreciated when cornering.

It also ensured no wheelspin from standing starts, which is reassuring given the V6 engine’s vigorous low-down response. This engine has excellent performance.

We also liked the ride quality, steering feel and braking, along with the nine-speed automatic thanks to its near-seamless shifting and good all-round response. We did try manual-shifting using the paddle-shifters for a more ‘engaging’ driving experience at times.

It also makes a comfortable highway cruiser given its low engine, tyre and wind noise and suitably long gearing, that requires only 1500rpm from the V6 to maintain 110km/h and optimise fuel economy.

The Pajero Sport is reasonable on-road, although it is quite sluggish, not very dynamic, a bit noisy and there’s quite a lot of body-roll through sharp turns.

But it is a very nimble and capable off-roader, largely because the driver is able to tap into a few different things that have been engineered into the car to help them conquer tough low-range challenges.

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 braking, the aim being superior traction to suit specific conditions and terrains. 

But one of the major points of difference with its rivals is the fact the GSR has Super Select II 4WD. You can switch, via a dial to the rear of the auto shifter, from 2H into 4H (four-wheel drive, high-range), if you're not already driving with 4H engaged, and that gives you the best traction possible in low-traction conditions, which you may face on back-roads and dirt tracks.

There's no risk of transmission wind-up because the centre diff is open when 4H is engaged in the Pajero Sport, so Super Select II 4WD adds an extra element of safety and sure-footedness to your driving experience.

Then turn the dial to 4HLc (four-wheel drive, high-range, locked centre diff) and you're ready to take on more difficult terrain but at lower speeds, because the centre diff is no longer open.

If you're keen to tackle even harder stuff than high-range territory, turn the dial to 4LLc (four-wheel drive, low-range, locked centre diff) and the Pajero Sport has an opportunity to excel in low-speed low-range four-wheel driving.

So, along with decent high- and low-range gearing and a centre diff-lock – which is activated when 4HLc (4WD high-range, locked centre diff) or 4LLc (4WD low-range, locked centre diff) is selected – the Pajero Sport has a rear diff lock, which is engaged/disengaged via a button in front of the shifter and this further help you to easily maintain safe forward momentum. Hill descent control sustains a controlled low speed of 3.0-4.0km/h all the way down steeper, longer hills.

Its 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.

All-around, the Pajero Sport is an effective off-roader, and does everything in a safe and controlled way.

The maximum five-star ANCAP safety rating applies to Mitsubishi Pajero Sport vehicles built prior to January 1, 2023. Mitsubishi Pajero Sport vehicles built from 1 January 2023 are unrated.

Safety gear includes seven airbags (driver’s knee, driver and passenger front, driver and passenger front sides, and curtains) and this Pajero Sport’s suite of active safety and driver-assist tech includes AEB, adaptive cruise control, trailer stability assist, rear view camera and rear parking sensors, blind-spot warning with lane change assist, and rear cross-traffic alert.

The Pajero Sport’s AEB has a ‘AEB City’ classification, which denotes that it is a system which only “operates at lower speeds (usually between 10-50km/h)”, according to ANCAP.

It does not operate at higher speeds (“50-250km/h”), and it does not detect vulnerable road users, such as pedestrians, cyclists, or motorcyclists, when it is travelling at speeds of more than 50km/h.

The second-row seat has three child-seat top-tether anchorage points and an ISOFIX point on each outboard seat.

Nissan covers the Pathfinder with a five-year/unlimited km warranty including five years roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first.

Capped-price servicing for the first five scheduled services is $2581 or an average of $516 per service.

The Pajero Sport 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.

Service intervals are set for 12 months or 15,000km, and capped price servicing covers the first 10 regular services at those scheduled 15,000km/12 month intervals.

The average cost per service (over 10 years) is $599 – and that’s been calculated by CarsGuide’s crack team of bean-counters.