Mitsubishi Releases Class-Leading Diesel Pajero
Since
its debut here two years ago, sales of the NM Pajero have continued to
show it is one of the most popular four-wheel drive vehicles in Australia.
Though it often runs neck and neck with the Toyota Prado, NM Pajero has
consistently and convincingly outsold other contenders in the class, including
the Land Rover Discovery and the Holden Jackaroo.
Now, there's a new variant of the vehicle that since its release in 1982, has more than any other brought safe outback touring and backcountry exploration within the reach of thousands of Australian families.
In recent years, Pajero sales have run at about 90% petrol, the 3.5 litre V6 proving an extremely popular engine with buyers of all specification levels. Now that's about to change with the introduction of the 3.2 litre direct injection turbocharged diesel engine.
Codenamed 4M41, the new engine pushes out 121kW of power (at 3800rpm) and a whopping 373Nm of torque (at a low 2000rpm), making it the most powerful in its class. Compared with the new Pajero engine, Prado (96kW/343Nm), Jackaroo (118kW/333Nm), Nissan Patrol 3-litre (116kW/354Nm), Land Rover Discovery (102kW/315Nm), Patrol 4.2 litre (114kW/330Nm) and the 4.2 litre naturally aspirated Toyota LandCruiser (96kW/285Nm) are all down on both power and torque.
Together with the uprated displacement, 4M41 features a fuel injection system where fuel spray goes directly into a combustion bowl on the top of the piston. The switch to direct injection reduces heat losses normal in an indirect injection engine. It is also much quieter than an indirect injection diesel.
All this, together with improved breathing efficiency thanks to the new four-valve DOHC configuration, realises about 25 per cent improvement in fuel economy, even though power output is up by the same amount. Torque is up by 28 per cent over the 2.8 litre indirect injection it replaces.
The difference is most dramatically demonstrated by comparing performance figures between the two engines. Where the old 2.8 litre engine needed 17.3 seconds to reach 100km/h from a standing start, the DDI takes just 12.0 seconds. More significantly, where the old diesel took 20.0 seconds to cover the standing 400 metres, the replacement does it in just 18.1 seconds (manufacturer testing).
Market Overview
Since
1996 the Medium All-Terrain market has experienced strong growth, averaging
over 19% a year.
In 2001 this growth was largely due to new products in the Lower Medium category (Tribute, Escape, Santa Fe etc).
The Medium ATW market is now almost twice as big as the Large ATW market as a result. Large ATW volumes have remained steady over the last 10 years, with stepped increases only being evident in 1997 and 1998.
The Medium ATW has seen several new entrants to the market which have quickly gained sales and market share. Subaru Outback and Toyota Prado both entered the market in 1996.
Prado ended 2001 as market leader in this segment with 7,517 units - a small lead over the 7,491 sales of Pajero.
Outback grabbed 6,253 sales, while new entrants Mazda and Ford entered in early 2001, and captured 6,638 and 2,842 sales respectively.
Although diesel variants comprise a smaller proportion of total sales in the Medium ATW market, with the introduction of new generation engines sales are now growing. History shows that diesels have traditionally been more popular with consumers of Large ATWs than petrol.
Overall, sales of diesel engines have increased in proportion with the rapid expansion of the ATW market.
Since 1994 there has been a distinct acceptance of automatic ATWs in the Medium category. Sales of diesels mated to manual transmissions have remained relatively constant over the last 10 years, so it is the growth in automatic diesel sales which has largely driven the growth in the Medium ATW segment.
There is a similar pattern in the Large ATW segment.
The chart below shows that diesel Pajero sales have fallen away, in spite of the launch of the all-new NM series in mid-2000. Fewer than 500 units were being sold in recent years, and it is estimated a further 400 units a year could have been sold if an automatic variant was available, something which up until now has not been offered.
Land Rover Discovery, Holden Jackaroo and more recently Toyota Prado have all taken advantage of this engine/transmission combination, and have added to the growth in the overall market by offering automatic versions of their diesels.
Buyer Profile
MMAL research suggests that the Pajero diesel buyer has a far different profile to petrol Pajero buyers.
Predominantly male, the buyer places more emphasis on fuel efficiency and towing capability. He is also more likely to use the vehicle off-road than a petrol buyer.
Though obviously, buyers from all driving age groups are potential purchasers, the average buyer will be male 35-49 years old, married, with an annual income of either $60,000-$79,999, or over $120,000 a year.
He will live in a household with more than one income, and is more likely to be a tradesman than a professional. According to the research, he buys a Pajero because it represents 'visible achievement'.
The vehicle will be used predominantly for private purposes, not business, and, in descending order, will be driven on highways, city roads with heavy traffic, unsealed and rough roads, steep uphill roads and in paddocks and on farm roads. Its 4WD capability will be used, but less than once a month by 30% of buyers.
While two percent of buyers will use the Pajero diesel as a 4WD daily or on most days, 23% will use it as a 4WD once or twice a month.
Technical - Engine
The new 3.2 litre powerplant represents a substantial increase in capacity and performance over the previous 2.8 litre 4M40 engine. The cylinder head has two intake and two exhaust valves for each of the four cylinders, and uses high efficiency crossflow intake and exhaust ports. The injector nozzles are located centrally above each cylinder, promoting a more even distribution of spray mist in the combustion chamber. Injection pressure is up by a big margin, going from 400kgf/sq cm to 1200kgf/sq cm. This results in greater atomisation of the fuel spray, promoting a better mixture of air and fuel. This is turn leads to cleaner emissions and better fuel consumption.
Use of an EGR cooler and an oxidation catalyst also promotes cleaner emissions. Cooling the recirculated exhaust gases promotes a significant reduction in Nox and black smoke, while the catalyst effectively reduces particulate emission.
Using a larger engine cover and a backlash eliminator for the injection pump gearing has reduced engine noise levels. Combustion noise at idle has also been reduced by the utilisation of two-spring injection nozzles.
The new engine is fully compliant with Japan's stringent 2005 diesel vehicle fuel consumption standards, and also fits well within the guidelines of the Japanese long-term emissions regulations.
Pajero's Di-D engine is class-leading. It features the latest technology in diesel fuel delivery (direct injection), and is DOHC with four valves per cylinder controlled by an electronic engine management system. It's emmissions are much lower than the latest standards dictate, making it much more environmentally friendly.
| Pajero | Prado | Jackaroo | Patrol | |
| Injection | direct | indirect | common | direct |
| capacity | 3.2L | 3.0L | 3.0L | 3.0L |
| config | inline | inline | inline | inline |
| no. of cyl | 4 | 4 | 4 | 4 |
| compress | i/turbo | i/turbo | i/turbo | i/turbo |
| valve gear type | DOHC | SOHC | DOHC | DOHC |
| valves/cyl | 4 | 2 | 4 | 4 |
| comp ratio | 17:1 | 21:1 | 19:1 | 17.9:1 |
| bore/stroke | 98.5X105.0 | 96.0X103.0 | 95.4X104.9 | 96.0X102.0 |
| power(kW) | 121@ 3800 | 96@ 3600 | 118@ 3900 | 116@ 3600 |
| torque(Nm) | 373@ 2000 | 343@ 2000 | 333@ 2000 | 354@ 2000 |
Technical - Transmission
Mitsubishi offered its acclaimed INVECS II 'Sports Mode' tiptronic-style five-speed automatic transmission with the NM series Pajero petrol variant when it was launched in mid-2000.
Now this transmission is also available with the introduction of the 3.2 litre Di-D Pajero, to meet the changing needs of ATW buyers.
INVECS II adaptive uses logic to tailor the transmission's operation to the individual driver's characteristics, while 'Sports Mode' lets drivers enjoy the hands-on control of a manual and the convenience of a regular automatic. In 'Sports Mode' shifting gears is as simple as moving the lever forward to change up a gear, or back to change down without the need to operate a clutch.
Alternatively, the vehicle can be driven as a normal automatic.
A five-speed manual transmission is also availabe with Di-D Pajero.
Pajero's 'Super Select' transmission has long been regarded as the best 4WD system available, as it allows shifting on the fly.
The system has four modes - 2H for normal highway driving and economical performance, 4H for high-speed driving in inclement conditions or on gravel roads, 4HLc and 4LLc (with the centre diff locked for superior off-road traction).
The centre diff - planetary gears and a viscous coupling unit as before - apportions 33:67 front/rear torque split in 4H with the ability to go up to 50:50 if wheel slippage is detected. This ensures safer performance and better high speed cornering.
The front free-wheeling diff allows transfer from 2H to 4H to 4HLc at speeds up to 100 km/hour, and back at any speed.
Technical - Body
The adoption of a one-piece monocoque body shell with the introduction of NM Pajero has changed the driveability and roadholding of large 4WDs forever.
The monocoque body, with its integral frame, produces a body profile which is lower and more aerodynamic, without reducing interior room or ground clearance.
Other benefits are the three-fold increase in body rigidity and lowering the centre of gravity, as well as enhancing collision safety through the impact-absorbing crumple zones and strategic cabin reinforcement.
The result is a quieter, better handling vehicle without compromising Pajero's famous durability.
Technical - Suspension
Pajero's fully independent suspension has set new standards for ride and handling amongst large 4WD wagons.
The front is double wishbones with coil springs, while the rear is multi-link with coil springs.
Both the front and rear suspension are fitted with anti-roll stabiliser bars, and are attached to the subframes to isolate bumps and vibrations,.
Combined with the rack and pinion steering the suspension reduces understeer and improves responsiveness and traction.
Towing
The new Pajero diesel is made for towing.
With the combination of a monocoque body that's three times stronger than the previous model, best diesel engine in class and a flexible five-speed automatic or manual gearbox, horse floats, boats and caravans will present no problems. The tow rating has been set at 2500kg. Towball download rating is 250kg.
The flat torque curve of a powerful diesel is far better suited to towing applications than more peaky petrol motors, allowing smooth takeoff and measured acceleration.
Sales Forecast
MMAL expects to sell approximately 190 Di-D Pajeros a month, with about 50% of the sales expected to be GLX, 30% GLS and 20% Exceed. We expect the new five-speed automatic to account for approximately a half of all sales.
Pricing
| GLX five-speed manual | $49,990 |
| GLX five-speedautomatic | $52,990 |
| GLS five-speed manual | $55,810 |
| GLS five-speed automatic | $58,810 |
| Exceed five-speed manual | $61,490 |
| Exceed five-speed automatic | $64,490 |
| Note: | GL diesel has been deleted from the model line-up. All Di-D models now have Cruise Control as standard |
Conclusion
Pajero 3.2 litre turbocharged diesel offers effortless performance. It's the diesel that drives like a petrol.
Fully independent suspension, and the monocoque construction - with high energy absorbing front and rear sections and very rigid cabin structure - reinforce Pajero's position as one of the safest 4WDs in the market.
This latest Pajero not only builds on a tradition of desirability with a great proportion of the Australian 4WD buying public, but embodies the durability and strength that only a vehicle that's proved itself in the toughest off-road competition - Paris/Dakar - can claim.
Specifications
| Engine | |||
| 3.2 litre DOHC 4-valves per cylinder, four cylinder intercooled turbo diesel direct injection engine | |||
| Maximum power | 121 kW @ 3800 rpm | ||
| Maximum torque | 373 Nm @ 2000 rpm | ||
| Suspension | |||
| Front | Double wishbone, coil spring and stabiliser bar. | ||
| Rear | Multi-link, coil spring and stabiliser bar | ||
| Brakes | |||
| Power assisted, Load Sensing Proportioning Valve. Electronic Brake Force Distribution (EBD) on ABS models. |
|||
| Front | 16" ventilated disc | ||
| Rear | 16" ventilated drum-in-disc | ||
| Electrical System | |||
| Battery 622 CCA | |||
| Alternator | 90 amp | ||
| Steering | |||
| Power assisted rack and pinion | |||
| Wheels | |||
| GLX | 6.0JJ X 16" steel rims | ||
| GLS, Exceed | 7.0JJ X 16" alloy rims | ||
| Tyres | |||
| GLX | 235/80R 16" steel belted radials | ||
| GLS | 265/70R 16" steel belted radials | ||
| Fuel tank capacity | |||
| 90 litres | |||
| Turning circle (kerb to kerb) | |||
| 11.4 metres | |||
| Weight (kgs) | |||
| GLX | GLS | Exceed | |
| Kerb mass | 2100 | 2110 | 2135 |
| GVM | 2810 | 2810 | 2810 |
| GCM | 5310 | 5310 | 5310 |
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