Mitsubishi has revamped its off-road offerings. First up was the new L200 pick-up earlier this year. Now comes the new Pajero and Outlander. Motoring editor Michael McAleerput the two latest entrants through their paces.
MITSUBISHI PAJERO
It's evolution rather than revolution when it comes to the new Pajero. While other marques are busy trying to catch the attention of suburban SUV buyers, Mitsubishi is focusing on pleasing its large crop of current owners for whom off-road ability is a great deal more important than suburban street cred.
Some 8,000 Irish motorists already own Pajeros and most are more enamoured by reliability and off-road capability, rather than how it copes with the school run and whether or not it offers the latest luxury gadgets.
With these owners in mind, Mitsubishi has opted to revise rather than revamp the latest model. Not that it doesn't retain its muscular stance and on-road dominance. It's just that its true talents lie amid the mud and mountains rather than on the motorways.
Power still comes from the same 3.2-litre diesel engine as the outgoing model, now offering 170bhp and with increased torque of 380Nm, particularly useful at lower revs for better towing ability.
Perhaps the most welcome development is a reduction in engine noise by 20 per cent. It was a serious flaw in previous editions and it's still not class-leading in this regard, but it's a step in the right direction.
Despite its strong sales success in the Irish market, we've never been a big fan of the Pajero, largely because of its noisy diesel engine, vibrating gearbox and severe bodyroll. All of these have been addressed to some extent with the new model, though there remains plenty of room for improvement.
Mitsubishi claims that along with reduced engine noise, they have also cut bodyroll by 25 per cent, giving better high-speed stability both on-road and off. Those are impressive statistics, though they also highlight the amount of ground that needed to be improved on in the older models.
On regular roads, the new Pajero barrels along without too much complaint, though the manual version still features a gearstick that rattles around, sending engine vibration up through your arm every time you grab it to change gear. Our personal preference would be for the much more refined automatic gearbox.
On long open motorway stretches the new model holds its course much better than its predecessors and while it could never be regarded as sporting, the reduction of bodyroll is noticeable. It still sways in the corners and you'd be brave indeed to keep your right foot to the floor in even the most sweeping bend.
Given the need to cater for serious off-roading, engine power is tuned to kick in at low revs and there's an impressive level of torque to get you out of those tricky situations when you're bogged down in a field. On the road, performance is less impressive, though once it has gathered momentum it's no slouch.
For all its limitations on tarmac, the Pajero really comes into its own as a mud-plugger. We put the new model through its paces on an arduous mountain trail in Spain. With sheets of rain beating against the windscreen and mud caking to the wheels, the Pajero handled itself with great aplomb, conquering treacherous rutted routes that seemed too much for some of the support crew on quad bikes who accompanied us on our hour-long trek.
You could hardly stand on the ground without sinking ankle deep into the mud, yet the Pajero clambered through it without complaint.
Only once did we feel like we were destined to radio for assistance in our route. On ground that could qualify for quicksand and halfway up an incline that would challenge any hill climber, we came to a halt as the wheels struggled valiantly for grip. Slowly we began to slide sideways towards the edge of the road, from which there was a 20 metre sheer drop. It's in these sort of conditions that off-roaders come into their own and man must place his trust in machine.
There was nothing for it but to leave the Pajero to its own devices and let it do all the work. Somehow, and despite our questionable off-road driving ability, the Pajero dug us out of danger.
This is a vehicle that's capable of tackling approach angles of 37 degrees and wading through water up to 700mm in depth; while inside occupants are cosseted from the extremes in a practical yet comfortable setting.
In keeping with its ultra-practical ethos, Mitsubishi has shied away from introducing a dial based four-wheel-drive system, such as that on the Land Rover Discovery. Nor has it opted to turn the interior into anything like a luxury saloon. It's a practical cabin, but there's little in the way of stylish design traits. The great slab of plastic that serves as the dash feature good quality trim, but the designers clearly didn't spend too long perfecting the look.
Overall, the Pajero remains a devoted off-roader, at its best battling the elements. This latest version features has more on-road manners, but is still some way short of several of its competitors. It's an improvement to the outgoing model and given the strong customer loyalty to the brand, sales should continue to keep it at the top of its league. Personally, we still prefer the Toyota Land Cruiser.
Factfile:
Engine: 3,200cc common-rail turbocharged diesel engine offering 160bhp and 381Nm of torque @ 2,000rpm
Performance: 0-100km/h in 12.1 secs; top speed of 177km/h
Fuel consumption (combined): 9.2 L/100km (30.7mpg)
CO2 emissions: 244 g/km
New features: cruise control, traction control and air-con now standard on all models
Pricing: Commercial range starts at 29,720 ex-VAT for SWB and 30,960 ex-VAT for LWB. Passenger range starts at 47,150 for SWB and 58,250 for LWB
Sales: 1,500 units in 2007, 90 per cent of which will be commercials.
MITSUBISHI OUTLANDER
The original Outlander epitomised the problems at Mitsubishi at the turn of this century. As market attention focused on small suburban SUVs, Mitsubishi should have been at the forefront of these efforts, considering its long-established reputation in the off-road market.
Yet when the time came to launch a soft-roader, its entrant came with just one engine derivative: a 2.4-litre petrol unit. For the US, this was perhaps a relevant competitor, but bringing the Outlander to Europe without a diesel option was a dream come true for its rivals.
Customers were not queuing on the forecourts. The fact that Irish dealers managed to off-load any of them is to their credit.
The good news for dealers and customers alike is that not only is the new version more eyecatching, it is now powered by a 2-litre 16-valve diesel engine, the same Volkswagen-sourced powerplant that features in the brand's Grandis people carrier.
The most striking first impression is that the new model has followed the recent trends and increased significantly in size. As with its main rivals - Hyundai Santa Fe and Toyota Rav4 - the Outlander could no longer be described as a "small" SUV. These vehicles may be meant for on-road action, but they are bigger than many fully-fledged off-roaders from previous generations. At one stage a new Outlander was parked beside a 1990s Nissan Patrol and the Mitsubishi was certainly the more imposing of the two.
The new look is far more influenced by traditional off-road styling than its predecessor and as such looks less of a sporty estate car on stilts. It's a stylish and well-finished package that's a worthy rival to the likes of the Santa Fe in terms of appearance. Some nice touches include the use of LED light clusters on the rear, and the longer sweeping bonnet up front.
In terms of power output, the smooth 2-litre 140bhp diesel engine is very well suited to the new car and offers plenty of torque and pulling power, even if the manual six-speed gearbox lets it down, with ratios that are too long, resulting in a noticeable power lag when you change up. In particular, between second and third there's a noticeable dip in output while fifth gear seems to be designed for cruising, calling into question the necessity for a sixth gear. It's a pity, because the engine does seem to be willing for much more effort. An automatic gearbox will be offered later in 2007 and it may well be the one to wait for.
Mitsubishi has done a credible job in limiting the noise intrusion into the cabin from the diesel engine, though there is still some engine vibration coming through the floor in the passenger footwell.
While the diesel will undoubtedly put the Outlander on to a shortlist for potential buyers, one feature that could see it top their list is its handling ability.
Built on Mitsubishi's new GS platform, which it shares with former partner DaimlerChrysler, it features the same underpinnings as the upcoming Lancer saloon. This was our first time testing the new chassis and its stability in corners certainly whetted our appetite for the Lancer's arrival.
Despite its stature - standing at 1.7m tall - the car seems remarkably confident on the road and while we climbed the winding hills north of Barcelona, its only flaw was a tendency to understeer in the wet corners. That could have been as much to do with the tyres fitted on the test car as the vehicle's dynamics.
In general, it's a very confident on-road performer, offering saloon car handling despite its size and stature. That's an important feature to consider, given that many new buyers are coming out of saloons and don't like the bodyroll that features on many entrants in this market segment.
Mitsubishi engineers have worked hard to reduce bodyroll in corners. New features include an aluminium roof panel on the Outlander that lowers the weight on top.
The interior is worth complimenting as well, and the quality of the plastics is better than on the previous model. There are plenty of cubbyholes and the new driver-focused instrument cluster is stylish. Designed in the style of a motorbike binnacle, the dials are set down deep funnels and angled around the steering wheel.
Criticisms inside largely centre on the failure to allow reach adjustment on the steering wheel. Though you can change the rake, it's an annoying omission on a vehicle that will sell for over €36,000.
The addition of an optional third-row of seats will prove popular with some families. Potential buyers should note, however, that the very back row only offers legroom for children and when in use there's little or no bootspace. It's really a 5+2 rather than a full seven-seater.
As this is a soft-roader rather than a fully-fledged mountain climber, the four-wheel-drive system is electronically controlled using an illuminated dial next to the handbrake, offering a choice of two-wheel-drive, four-wheel-drive, and four-wheel-drive lock for the trickiest conditions.
We tested the Outlander on a muddy dirt track during a downpour and it handled the jarring drive adequately, though it did slip and slide around on the regular road tyres fitted to the vehicle. Mitsubishi may have a strong pedigree in off-roaders but the Outlander is not going to set any new standards in this area.
For those looking for more serious off-road ability, the Outlander does not match the likes of the new Freelander, but it's comparable to other direct soft-road rivals. For all the electronic off-road gadgetry, its real home is on the road.
This latest soft-roader is competing in one of the most active sectors in the market and Volkswagen, Citroën and Peugeot are all preparing to introduce entrants to this sector in the coming months. Indeed Mitsubishi has been directly involved in the development of the Citroën C-Crossover and the Peugeot 4007, both of which are based on the Outlander.
It's likely that in return for providing the off-road expertise to the French brands, Mitsubishi will also get to use PSA's new 2.2-litre HDI diesel unit in the Outlander in the near future.
After struggling to make any mark with the original version, Mitsubishi finally has a soft-roader that can compete with established rivals like the Santa Fe and Rav4.
Pricing is not as competitive as we would have liked, but the overall package is worthy of consideration by anyone buying in this market. Finally Mitsubishi has a model it can compete with in Europe's burgeoning soft-road market. Better late than never.
Factfile:
Engine: 1968cc 140bhp 16-valve DOHC turbocharged diesel engine with six-speed manual gearbox (auto version to come). Max torque is 310Nm @ 1,750rpm
Performance: 0-100km/h in 10.8 seconds
Top speed is 187km/h
Fuel consumption (combined): 6.7 L/100km (40.9mpg)
Specification: Three equipment levels on offer, with the folding third row of seats available in the top two specifications.
Pricing:
INVITE: €35,995
INTENSE: €38,995
INTENSE+: €41,995
On sale: February 8th 2007
Expected sales: 400 next year