Introduction
The Mitsubishi Pajero, an SUV with a history spanning four generations, is a vehicle whose reputation has won hearts and set records worldwide. From the first generation (1982–1990) through the second (1991–1999), third (1999–2006), and fourth (2006–2021) generations, the Pajero kept evolving considerably, but still, each version retained the 4WD DNA that made the name so widely respected.
That also means today’s used-car buyer has plenty of choices, and plenty of reasons to look carefully. An older Pajero offers straightforward mechanics and traditional off-road character, while later models bring greater comfort, refinement, and everyday usability. The fourth generation, in particular, stayed in production for an unusually long 15 years.
Its reputation wasn’t built on styling alone. The Pajero’s 12 overall Dakar Rally victories provide some pretty convincing evidence of how seriously Mitsubishi tested its durability.
When comparing Pajero models by year, don’t simply assume that the newest one is the best. Your budget, the roads you travel, and how much age-related maintenance you’re willing to accept should guide the decision.
Best Suited for
The Pajero makes the most sense when its size, 4WD ability, and running costs match your usage. I’d narrow the choice down to these buyers:
The rough-road traveller: 3rd generation (1999–2006). If your regular route involves long stretches of corrugated tracks, loose gravel, mud, or badly maintained roads, this is the generation I’d look for. It has the old-school toughness people expect from a Pajero without the age of the earliest models.
The long-distance family driver: 4th generation (2006–2021). For someone covering big distances with passengers and luggage, I’d spend more in the fourth generation. Its extra refinement makes hours behind the wheel easier, while it still has the 4WD capability for roads that suddenly become difficult.
The budget-minded 4×4 buyer: 2nd generation (1991–1999). This is where an older Pajero can be tempting. Purchase prices are lower, and its mechanical character is relatively straightforward. But I’d only recommend one if you have access to a reliable mechanic and can source parts locally.
The enthusiast or vintage collector: 1st generation (1982–1990). This is the Pajero I’d recommend to someone who enjoys classic 4x4s or wants to add an early example to a vintage collection. Its age, distinctive styling, and importance in the Pajero story give it an appeal that goes beyond everyday transportation. Just make sure you pick a well-maintained example, and keep in mind that ownership costs can be high and sourcing age-specific parts may require patience.
And who should skip the Pajero? Urban drivers who rarely leave paved roads. If you don’t need its 4WD hardware, a smaller SUV, or even something like the Suzuki Jimny compared with the Pajero Mini, may be easier and cheaper to live with.
Key Specifications
| Generation | Years | Engines | What defines it |
| First (L040) | 1982–1991 | 2.6 petrol 4G54 · 2.5 turbodiesel 4D56 · 3.0 V6 6G72 | Body-on-frame, leaf-sprung at the rear. The crudest and the simplest to fix anywhere. |
| Second (V20) | 1991–1999 | 2.8 turbodiesel 4M40 · 3.0 V6 6G72 · 3.5 V6 6G74 | Independent front suspension and Super Select 4WD arrive. The durability sweet spot. |
| Third (V60/V70) | 1999–2006 | 3.2 DI-D 4M41 · 3.5 V6 6G74 · 3.8 V6 6G75 | Switched to a monocoque body with Super Select II. Far more comfortable on the road. |
| Fourth (V80/V90) | 2006–2021 | 3.2 DI-D 4M41 · 3.0 V6 6G72 · 3.8 V6 6G75 | The refined evolution of the monocoque car. Newest, best equipped, most expensive. |
Mitsubishi Pajero Generations Explained
First Generation Pajero (1982–1991): The Original Body-on-Frame 4×4
The first Pajero established the formula that Mitsubishi would spend the next four decades refining: a proper 4WD with a ladder-frame chassis that was still comfortable enough for ordinary road use.
When the Pajero arrived in 1982, serious 4x4s were usually built with work in mind. Mitsubishi wanted something different, so it combined a strong body-on-frame structure with independent front suspension to make the vehicle less cumbersome on paved roads. Early engines included the 2.3-litre 4D55 diesel and 2.6-litre 4G54 petrol, while later versions gained the familiar 2.5-litre 4D56 turbo-diesel and 3.0-litre 6G72 V6.
Today, the first generation is a very different proposition from a newer Pajero. A good one can be wonderfully simple and characterful, but you’re buying a vehicle that is now more than 30 years old. Rust, cooling systems, suspension bushes, seals, and previous repairs deserve more attention than the odometer.
One detail I like about these early cars is the suspension seats fitted to some versions. They weren’t just a gimmick: Mitsubishi deliberately trying to make the rugged 4×4 less punishing on long journeys. That tells you a lot about what the Pajero was intended to become.
Second Generation Pajero (1991–1999): Independent Front Suspension Arrives
The second-generation Pajero took the original’s off-road ability and made it considerably easier to live with on ordinary roads, most notably through the introduction of Super Select 4WD.
This generation brought a larger, more sophisticated body and a major change in the way the 4WD system worked. Super Select enabled drivers to seamlessly switch between two-wheel drive, full-time four-wheel drive, locked four-wheel drive, and low range. It was a clever answer to an old 4×4 problem: you wanted traction off-road, but didn’t necessarily want a locked drivetrain on a high-grip road.
Engine choices included the 2.5-litre 4D56 turbo-diesel, 2.8-litre 4M40 turbo-diesel, and 3.0-litre 6G72 V6, with larger petrol engines such as the 3.5-litre 6G74 appearing later. The 4M40 is particularly interesting to used buyers because it gives the Pajero with the low-speed diesel character that suits heavy vehicles and long-distance travel.
At this age, condition is everything. A clean second-generation Pajero can still be a very capable 4×4, but neglected examples may need work on the cooling system, transmission, turbo-diesel equipment and suspension. Parts availability is also something I’d check locally before buying.
One small detail separates the serious second-generation cars from the generic descriptions you often see online: Super Select was designed to let the driver change between 2WD and 4WD while moving, rather than treating four-wheel drive as something you had to stop and manually engage.
Third Generation Pajero (1999–2006): Monocoque and Super Select II
The third-generation Pajero was the biggest engineering departure yet, replacing the traditional separate-frame approach with a monocoque body incorporating an integrated frame structure.
That change was about more than just saving weight. Mitsubishi wanted a Pajero that behaved better at speed, and felt more settled on the road without sacrificing its capability on the beaten path. The new generation also introduced Super Select 4WD II, an electronically controlled version of the system. The fuel tank was repositioned between the axles to distribute weight and underbody packaging, while independent suspension was used at both ends.
The engine lineup included the 3.2-litre 4M41 Di-D turbo-diesel, the 3.0-litre 6G72 and 3.5-litre 6G74 petrol V6s, and the 3.8-litre 6G75 was also available in certain markets. For a used buyer, the 4M41 is one of the engines worth knowing by name: its strong torque suits the Pajero’s weight particularly well.
This is probably the generation I’d look at if I wanted genuine 4WD ability but expected to spend plenty of time on highways. It feels less agricultural than older cars and has a more comfortable, stable character. Age-related issues still matter, though, particularly with diesel systems, cooling components, and the 4WD electronics.
Here’s an interesting bit of Pajero engineering that often gets lost: the third-generation Super Select II used planetary gearing and electronic control, allowing the system to vary the front/rear torque split rather than simply locking the axles together. It’s one reason this Pajero feels so composed on mixed surfaces.
Fourth Generation Pajero (2006–2021): The Final and Most Refined
The fourth-generation Pajero didn’t reinvent the formula; instead, Mitsubishi spent 15 years refining it into the most complete version of the original idea.
Underneath, it remained closely related to the third generation, retaining the integrated-frame construction and Super Select 4WD II. Mitsubishi concentrated on details that buyers would notice every day: improved suspension tuning, stronger rear axle components, better safety equipment, a quieter cabin, and more sophisticated electronic stability and traction control. The 4M41 diesel was the base engine, while the 3.8-litre 6G75 V6 petrol was available in certain markets.
For today’s used buyer, this is the easiest to recommend. A well-maintained diesel is comfortable enough for long highway journeys yet still has the hardware for difficult tracks, while the petrol V6 is appealing to buyers who prefer smoother petrol performance and aren’t as concerned about fuel consumption. The catch is that even the newest examples are no longer new cars, so service history matters enormously.
One detail I find particularly telling is how little Mitsubishi needed to change the basic Pajero formula throughout this generation’s long life. The company kept refining Super Select II rather than replacing it with something fundamentally different. By the end of production in 2021, the Pajero had become less about adding headline features and more about quietly getting its original job right: covering distance comfortably while remaining genuinely useful when the road disappears.
If you’re interested in what came after this four-generation story, you can read our separate guide to the 2026 Mitsubishi Pajero. That article covers the new model separately, while this guide remains focused on the Pajero generations produced from 1982 to 2021.
Mitsubishi Pajero: What Years to Avoid
If I were buying a used Pajero, I’d be particularly careful with early 2nd-generation 4D56 diesels, older 4M40 diesels, and poorly maintained early 4M41 models from the 4th generation. I wouldn’t automatically reject these years, but I would be much less forgiving of warning signs because some repairs can quickly turn a bargain into an expensive project.
The 4D56 needs a healthy cooling system. Evidence of repeated overheating, disappearing coolant, white exhaust smoke, or a temperature gauge that behaves strangely would make me walk away. A minor oil leak, however, is a different story. If it’s genuinely small and the rest of the vehicle is sound, I wouldn’t reject a Pajero over something that a competent mechanic can repair cheaply.
With the 4M40, listen carefully for unusual timing-chain noise and check for signs that the engine has previously overheated. A noisy chain or neglected cooling system would be a deal-breaker for me.
On an older 4M41, pay attention to difficult starting, excessive smoke, rough running, and evidence of neglected intake or EGR maintenance. These problems deserve proper diagnosis before buying.
My advice is simple: don’t avoid a Pajero just because it’s old. Avoid the specific car that has been badly maintained. For a buyer putting serious money into an import, I’d choose a clean, well-serviced older Pajero over a newer example with an unhealthy engine or neglected 4WD system every time.
Mitsubishi Pajero Fuel Consumption by Generation
Like any vehicle, the Pajero’s fuel bill varies depending on what’s under the bonnet. The diesel versus petrol decision matters far more than small differences between model years, particularly if the vehicle will frequently be used for traveling long distances.
| Pajero generation / engine | Typical consumption | Basis |
| 1st gen – 2.5L 4D56 diesel | Around 10 km/L (10 L/100km) | Owner-reported |
| 2nd gen – 2.5L 4D56 diesel | Around 7–9 km/L (11.1–14.3 L/100km) | Owner-reported |
| 2nd gen – 2.8L 4M40 diesel | Around 8–10 km/L (10–12.5 L/100km) | Owner-reported |
| 3rd gen – 3.2L 4M41 diesel | Around 8–10 km/L (10–12.5 L/100km) | Owner-reported |
| 4th gen – 3.2L 4M41 diesel | Around 10.0–10.6 km/L (9.4–10.0 L/100km) | Manufacturer-claimed |
| 4th gen – 3.8L 6G75 petrol | Around 7.7–8.2 km/L (12.2–13.0 L/100km) | Manufacturer-claimed |
A simple way of putting these numbers into perspective is. At 2,000 km a month, a vehicle averaging 10 km/L would use about 200 litres. At 7 km/L, the same distance takes roughly 286 litres. In twelve months, that difference becomes substantial.
That’s why I’d lean toward a diesel Pajero for frequent or long-distance driving. The petrol V6 is a nicer choice if you appreciate its smoothness and stronger performance and don’t put huge mileage on the vehicle.
Just don’t expect the advertised figure to be your personal result. A heavily loaded Pajero on rough roads with large tyres and plenty of air-conditioning can consume considerably more.
If fuel costs are a significant factor in your decision-making, I’d choose a well-maintained diesel over a cheaper petrol Pajero.
Final Verdict
If I were to purchase a Pajero today, then I would buy a fourth-generation Pajero, ideally a well-maintained 2010–2015 diesel. It would mainly be due to this being the time in the Pajero’s history where I think the old-school 4×4 character and everyday usability are well matched.
The 4M41 diesel is my preferred engine for this generation. It suits a large SUV that may spend long hours on the highway, carry several passengers, or venture onto rough roads, and the mature version of Super Select 4WD II remains one of the Pajero’s strongest features.
The downside is age. Even the newest fourth-generation examples are now several years old, so buying on appearance alone would be a mistake. A neglected diesel, tired 4WD system, or poorly maintained suspension can wipe out the advantage of choosing the newer generation.
If your budget won’t stretch to a good fourth-generation car, I’d rather buy a carefully inspected third-generation Pajero than a cheap, abused fourth-generation example.
My final choice is a clean 4th-generation diesel with documented maintenance. I’d spend more for the right car rather than compromise on condition.
Frequently Asked Questions
Which Mitsubishi Pajero generation is the most reliable?
The fourth-generation Pajero is my pick for overall reliability. It benefits from years of development and uses proven engines such as the 4M41 diesel. That doesn’t make every example trouble-free, though. At this age, maintenance history matters enormously, so I’d take a well-serviced older Pajero over a neglected newer one.
How many kilometres will a Mitsubishi Pajero last?
A well-maintained Pajero can reach 300,000 km or more. Some examples go considerably further, particularly when servicing is done on schedule, and the engine isn’t repeatedly overheated or abused. For a used buyer, I’d pay more attention to how those kilometers were accumulated than to the number itself.
Is the Mitsubishi Pajero expensive to maintain?
The Pajero is reasonably affordable to maintain for a large 4×4, but it isn’t a cheap car to neglect. Routine servicing is manageable, particularly where Mitsubishi parts are readily available. The expensive bills tend to arise from worn 4WD components, diesel-system repairs, transmission problems, or neglected suspension.
What is the difference between the Pajero and the Pajero Sport?
The Pajero and Pajero Sport are different SUV lines, not simply two versions of the same vehicle. The Pajero was Mitsubishi’s flagship 4×4, while the Pajero Sport was developed as a separate, more utility-oriented SUV. Their platforms, engines, dimensions, and driving characteristics can differ significantly by generation and market.
I am a Telecom & ICT specialist with a career spanning over 15 years in the demanding Tanzanian telecom industry.
I am also an avid DIYer with a good knack for everything technical and a wealth of vocational skills, with automotive being the top, and here I am writing about cars.
In 2017 a guy created a WhatsApp group called MyCar for the sole purpose of members helping each other with all matters regarding cars. I joined this group in 2018, and with my enormous wealth of knowledge regarding cars, and my readiness to share the knowledge with others, I became a top contributor, and that didn’t go unnoticed, as one member thought I was a potential writer and had contacts with Be Forward Japan who were looking for writers then. Fast forward to January 2020, I began writing for the Be Forward blog with 2024 being my fourth year.
As far as I can remember, I love cars, and growing up in the farming and tourist city of Arusha Tanzania in the ’80s and ’90s, I ended up being drawn to the Ranger Rover Classic for leisure and Land Cruiser 70 pickup as a workhorse. These were tough cars then, cars that could take you anywhere any time no matter the weather.