Fifth Generation Mitsubishi Pajero Released, Ladder Frame Returns!

On September 2nd, in Tokyo, Mitsubishi Motors officially released the fifth-generation Pajero.

After seven years, the "Mountain Cat" returns to the mountains.

The key change with this vehicle is: the ladder frame is back.

The unibody structure used for over twenty years on the third and fourth-generation Pajeros has been abandoned. The new vehicle is built on the Triton pickup platform, adopting a ladder frame body-on-frame structure again, with double wishbone front suspension, five-link rear solid axle, and coil springs.

This marks the first time since the 1999 third-generation model that Pajero has returned to a body-on-frame chassis design.

However, this model only offers a 2.4T diesel engine: no hybrid, no pure electric, and no petrol version. In an off-road market redefined by new energy, Pajero's return is a choice of "what to hold onto and what to give up".

Chassis Returns

The history of the Pajero chassis is a history of "tug-of-war between hardcore capability and comfort".

When the first-generation Pajero was launched in 1982, it used a body-on-frame structure, being a pure hardcore off-road vehicle.

In 1999, the third-generation Pajero made what seemed a very bold decision at the time: abandon the independent ladder frame and adopt a unibody structure similar to passenger cars, while the rear suspension also changed from a solid axle to a multi-link independent suspension.

Mitsubishi designed stronger reinforcement ribs for the chassis, calling it "embedded ladder frame", claiming body rigidity increased threefold compared to the previous generation while reducing weight by 100 kg.

The reason was quite sufficient at the time: many Pajero owners used it for urban commuting, so improving on-road comfort was the right way. Indeed, the third-generation Pajero saw a qualitative leap in handling on paved roads, with cornering performance even exceeding the Toyota Prado LC90 of the same era.

However, off-road veterans didn't buy into it. Without an independent ladder frame, it wasn't considered a true hardcore off-roader in their view. As for on-road users? They found Pajero not luxurious or comfortable enough and switched to buying Prados.

The third and fourth-generation Pajeros fell into an awkward position of not pleasing anyone. Although Pajero won the Dakar Rally for seven consecutive years, the glory on the track could not cover up the market's decline. In 2019, Pajero production ceased in Japan.

The fifth-generation Pajero made a decisive choice: returning to body-on-frame. Vehicle dimensions are 4920x1925x1910 mm, wheelbase 2870 mm, ground clearance 230 mm, approach angle 30.4 degrees, departure angle 25.8 degrees. In the hardcore off-road market, these figures represent standard mid-to-large off-road SUV specifications.

Mitsubishi's intention is clear: no longer pursuing on-road comfort; hardcore off-roading is where Pajero should be. But a key question stands before them: can they go back?

Core of 4WD System

Super Select 4WD is Pajero's core technical asset.

The fifth-generation Pajero is equipped with Super Select 4WD-II, offering four drive modes: 2H, 4H, 4HLC, and 4LLC.

The brilliance of this system lies in: it is actually an all-wheel-drive system, but can be switched separately to a 2H two-wheel-drive mode similar to part-time four-wheel drive to improve economy.

More crucially, this system can freely switch between 2H and 4H modes at speeds under 100 km/h, and even directly engage or disengage the center differential lock while driving straight at a constant speed.

In 4H mode, torque between front and rear wheels can be automatically adjusted between 33:67 and 50:50, almost equivalent to all-wheel drive. This system offers both hardcore off-road recovery capability and all-wheel drive on-road applicability.

This is the core advantage distinguishing Pajero from the Prado and Wrangler.

The fifth-generation Pajero integrated S-AWC Super All-Wheel Control on the basis of Super Select 4WD-II, providing 7 driving modes: Normal, Eco, Gravel, Snow, Mud, Sand, Rock, plus a Lock mode.

The original transfer case lever has been replaced with a rotary knob control for easier operation.

The powertrain is the main controversial point of this vehicle. Equipped with a 2.4-liter inline-four common rail direct injection clean diesel turbo engine developed specifically for the Pajero, with a maximum power of 150 kW and a peak torque of 480 N·m, matched with a newly developed 8-speed automatic transmission.

This powertrain has been used on the Triton pickup for years, with reliability verified by the market. The diesel engine's characteristic of high torque at low speeds matches the needs of off-road recovery perfectly.

But the times have indeed changed. The 2026 Toyota Prado series is fully equipped with a 2.4T oil-electric hybrid powertrain, with a combined system power of 243 kW, peak torque of 630 N·m, and WLTC combined fuel consumption of 10.11 L/100km.

The Prado hybrid system significantly improves fuel efficiency while maintaining powerful output. Pajero's 480 N·m torque is mid-to-upper level for diesel engines, but facing the Prado hybrid's 630 N·m, the gap is significant. Putting the focus on diesel is a high risk for Mitsubishi.

Market Squeeze

In terms of interior, the fifth-generation Pajero has improved. The dual-screen display consists of two 14.3-inch large screens; the digital instrument cluster can real-time display off-road condition information such as pitch angle, roll angle, and tire angles.

The 12-speaker audio system co-developed with Yamaha was tuned personally by Yamaha audio masters. The dashboard features a recreation of the classic three-dial instrument design of the first-generation model, presented in a fully digital form.

A large number of physical buttons are retained, allowing for more precise operation on bumpy roads. However, the infotainment system only supports basic phone connectivity functions; localization apps for the smart cockpit, voice recognition fluency, and OTA upgrade capabilities have not been announced.

However, the market Pajero is entering is a hardcore off-road market redefined by Chinese brands.

In 2026, the global hardcore off-road landscape has changed. In the Chinese market, the Tank 500 Hi4-T has a starting price of 335,000 RMB, equipped with a 2.0T plug-in hybrid system, featuring three locking differentials and intelligent four-wheel drive.

The Fang Cheng Bao Leopard 5 main models are in the 250,000 to 300,000 RMB range, equipped with a plug-in hybrid system, leveraging BYD's DiSus chassis technology to quickly seize the market, with cumulative sales exceeding 120,000 units in the first half of 2026.

In addition, a large number of Chinese brand hardcore off-road vehicles such as Tank 400 New Energy, Tank 700 New Energy, Deepal G318 are flooding into this track.

Pajero pricing in the Australian market has been announced: GLS 5-seater version 68,490 AUD (approx. 330,000 RMB), 7-seater version 69,990 AUD, Exceed version 79,990 AUD, high-spec GSR version 84,990 AUD.

Overall pricing is slightly lower than the Toyota Prado in the same class. In the Australian market, Prado's starting price is 73,200 AUD; Pajero is nearly 5,000 AUD cheaper than it. Before the price announcement, over 3,000 Australian buyers had already expressed interest in the vehicle.

But in the Chinese market, the purely imported Pajero finds it hard to compete on price with domestic Tanks and Fang Cheng Baos. The acceptance of diesel power in the Chinese market is a practical issue.

Refueling diesel cars is inconvenient, they are noisy, and vibrate heavily; this is the general consumer perception. In the European market, several countries have already implemented restrictions on diesel vehicles entering cities; Pajero is basically ineligible for Europe.

Mitsubishi's diesel route mainly targets markets in the Middle East, Southeast Asia, Australia, Central and South America, etc., where diesel vehicles still dominate.

Currently, there are no official announcements regarding the import of the fifth-generation Pajero to the Chinese market. Considering Mitsubishi has essentially exited the passenger car business in the Chinese market, the possibility of Pajero returning to China is very low. This also means that the true contest between this vehicle and the Chinese hardcore off-road market will not happen in the short term.

The fifth-generation Pajero is planned to be sold in about 100 countries and regions globally, with a global production and sales target of 10,000 units for the 2026 fiscal year. Production takes place at the Thailand Laem Chabang factory.

This number itself explains Mitsubishi's positioning for this vehicle: Pajero is not a volume-selling model, but a brand flagship and strategic symbol.

Mitsubishi Motors President Keisuke Kishura said at the launch event: "The new Pajero gathers the essence of Mitsubishi Motors technology and pours a lot of effort into it." But the fate of a brand is never decided by a single car.

Mitsubishi's global sales have continuously declined since peaking at 1.24 million units in the 2018 fiscal year, dropping to approximately 797,000 units by the 2025 fiscal year.

To reverse the situation, Mitsubishi explicitly stated in its mid-to-long-term development strategy released in May 2026 to focus on core 4WD technology and electrification paths primarily based on hybrid power, planning to launch 13 new models cumulatively by the 2031 fiscal year, with 7 being off-road oriented products.

The positioning of Pajero in this strategy is very clear: it is the brand flagship and the starting point of the "Pajero Series". Mitsubishi plans to expand Pajero from a single model to a series: launching the Mid-size Pajero in 2028-2029, and the Compact Pajero in 2030.

Mitsubishi also plans to add investment of 16 billion Thai Baht (approx. 470 million USD) in Thailand before 2030, turning the local production base into a hub for production and export of electrified models.

Mitsubishi Product Manager Kunetaka Itagaki revealed in an interview that the initial version only provides a diesel engine, but Mitsubishi is actively developing hybrid and PHEV plug-in hybrid technologies, meeting stringent standards for off-road performance and durability simultaneously.

This indicates that diesel is just the first step; hybrid and plug-in hybrid are Mitsubishi's true subsequent choices.

Final Thoughts

Returning to the question at the beginning: Why did Mitsubishi choose to bet on the future of Pajero by "returning to the ladder frame"? Because Mitsubishi has no other cards left to play.

On the tracks of pure electricity and intelligence, Mitsubishi lags far behind US and Chinese competitors. The remaining field of accumulation for Mitsubishi is 4WD technology and off-road vehicle manufacturing experience. Pajero's return is betting the last chips on what it is good at.

As for whether diesel power will become the Achilles' heel of this car, Mitsubishi's answer is: sell the car with diesel first, then release hybrid and plug-in hybrid versions subsequently.

Whether the fifth-generation Pajero can help Mitsubishi reverse its decline, the answer lies not at the Tokyo launch event, but in the deserts of the Middle East, the wilderness of Australia, and the rainy seasons of Southeast Asia—places where diesel cars are still needed.