Owl Auto News (ID:owlauto), Mitsubishi Motors announced on October 29 that the new Pajero will be officially launched in the Japanese domestic market on December 17, with a starting price of 6.19 million yen, approximately 261,900 RMB at the current exchange rate. This marks the Pajero's return to the Japanese market 6 years after production ceased in Japan in 2019, becoming Mitsubishi's most expensive model currently sold domestically. Mitsubishi regards the return of this flagship model as a crucial step towards revitalizing the brand's overall performance.

Four trim levels are available in the Japanese market (GLS, GSR, Exceed, Super Exceed), with a price range from 6.19 million to 7.95 million yen, equivalent to approximately 261,900 to 336,400 RMB. Among them, the top-spec Super Exceed starts at 7.95 million yen (approximately 336,400 RMB), and the GSR starts at 6.76 million yen (approximately 286,000 RMB); these two models will be delivered first in December; the cheaper versions and other models will not enter production until April 2027.

This pricing directly targets the Toyota Land Cruiser. The Pajero's starting price is approximately 400,000 yen (about 16,800 RMB) higher than the main Land Cruiser model "250", placing it overall between the Land Cruiser 250 and the larger flagship model "300". Mitsubishi did not choose to cut in with a low price, but instead focused differentiation on driving performance and the premium feel of the interior: the body is narrower than the Land Cruiser, steering is more flexible, and it can switch to rear-wheel drive on paved roads to improve fuel economy; regarding the interior, seats and the area around the driver are wrapped in genuine leather, the entire vehicle is equipped with sound-insulating glass, and the soundproofing materials are specially designed to maintain a quiet cabin on rough roads.

In terms of powertrain, the new Pajero is equipped with a 2.4-liter twin-turbo diesel engine, with a maximum power of 201 horsepower and a peak torque of 470 Nm, paired with a 6AT or 8AT transmission. The new vehicle is developed based on the Triton pickup platform and produced at a Thai factory, utilizing a body-on-frame chassis structure, returning to the core positioning of hardcore off-roading. The body-on-frame structure makes it more inclined towards traditional off-roading rather than a city SUV positioning.

Market feedback has exceeded expectations. Since reservations opened in October, orders for the Pajero in Japan have reached 5,500 units, with 70% of customers choosing the top-spec Super Exceed, and 80% of customers coming from other brands. Mitsubishi has set a domestic monthly sales target of 1,000 units for this model.

The return of the Pajero is set against the backdrop of a general resurgence in the Japanese off-road SUV market. Driven by sustained strong demand for outdoor travel, Toyota Land Cruiser series sales reached 45,000 units in Japan in 2025, presenting a pattern of one dominant player. Facing this demand, Nissan plans to launch the Patrol in the first half of 2027, while Honda plans to import from the US market starting from the second half of 2026. Among this round of new off-road SUVs, the Pajero is the first to hit the ground; whether it can convert reservation heat into sustained sales is the next challenge facing Mitsubishi.

The Pajero is Mitsubishi's signature model. Evolving over four generations since its birth in 1982, it has won 12 Dakar Rally championships and has built a long-term reputation in the off-road community. The first generation was launched in 1982 and won the overall title at the Paris-Dakar Rally in 1985, thereby gaining recognition. In 2019, due to declining sales and pressure from emission regulations, Mitsubishi stopped production of the Pajero in Japan. Six years later, this legendary off-road vehicle returns to the Japanese market with a new identity; in the market dominated by the Land Cruiser, whether it can carve out its own share will be the focus of market attention in the coming period.

After being discontinued for six years, Mitsubishi Pajero has returned, and right upon return, it did something quite bold: selling at a price higher than the Toyota Land Cruiser.

On November 2nd, Mitsubishi announced that the new Pajero will go on sale in Japan on December 17th, with a starting price of 6.19 million yen, equivalent to just over 260,000 RMB. Sounds pretty good, right? But the top-spec Super Exceed sells for 7.95 million yen, approximately 336,400 yuan, making it Mitsubishi's most expensive car in Japan directly. This is interesting; an old name that was discontinued for six years is back, and the first thing it does isn't humble itself, but raise prices.

In terms of pricing, it is positioned quite strategically, about 400,000 yen higher than the main Land Cruiser 250 model, roughly over 16,000 RMB, but still not reaching the larger 300 model. Mitsubishi's idea is very clear: it won't compete on price, but will create a gap based on driving feel and the premium feel of the interior. The powertrain is a 2.4-liter twin-turbo diesel engine, 201 horsepower, 470 Nm torque, paired with a 6AT or 8AT. The body is slightly narrower than the Land Cruiser, making it more flexible in turns, and it has a function to switch to rear-wheel drive on paved roads, intended to save fuel. The interior seats and areas around the driver are leather, the whole car has acoustic glass, and effort was made with soundproofing materials, so it can be quieter inside on bumpy roads.

The market response has been quite gracious; since reservations opened in October, orders have already reached 5,500 units, of which 70% chose the top-spec Super Exceed, and 80% were from other brands. Mitsubishi's target in Japan is 1,000 units per month, and with this momentum, selling off the start is no worry.

In my opinion, the interesting part of Mitsubishi's move is that it did not use nostalgia as a price-cutting coupon. Many brands revive old names, and the first reaction is to sell cheaper to pull customers back, but Mitsubishi did the opposite, pricing directly above the Land Cruiser, clearly not wanting to get by on volume alone, but aiming to sustain prices with product strength. 70% choosing top-spec in orders, 80% switching from other brands, shows this strategy is currently getting a positive response.

But the problem is also right there: the cheapest version won't be produced until April 2027, and all high-priced cars will be delivered first, meaning it's testing the waters with high-spec first to establish the brand height before going down market. If this tactic fails to support later low-price versions, the hype will easily fade. There is another hidden risk: it's not produced in Japan, but in a Thai factory, which is somewhat lacking for buyers who value local sentiment. After being discontinued for six years and returning, the market is no longer the same as back then. How much trust is the Pajero brand name still worth? The 5,500 orders are just the beginning; the real test is whether monthly sales of 1,000 can be stabilized.

Written by | Du Yongfang

Editor | Huang Dalu

Design | Zhen Youmei

Cover Image | XY-AI

In 2016, under the leadership of then-chairman Carlos Ghosn, Nissan Motor acquired newly issued shares of Mitsubishi Motors for about 237.4 billion yen, securing a 34% stake to become the largest shareholder.

At that time, Mitsubishi had just admitted to fuel consumption data falsification, stock prices plummeted, and this cash infusion allowed it to breathe. Nissan intended to make both companies stronger by sharing technology, parts, and plants.

In October 2016, then Nissan Motor Chairman and President Carlos Ghosn (left) and then Mitsubishi Motors Chairman and President Osamu Masuko (right) after attending a press conference in Tokyo.

The transaction included a clause: for ten years from October 20, 2016, Nissan must obtain prior consent from Mitsubishi to transfer Mitsubishi shares. On October 20, 2026, this transfer restriction expired.

The initial savior itself fell into restructuring. In fiscal 2025, Nissan reported a net loss of about 533 billion yen, marking the second consecutive year of losses.

Although Mitsubishi maintained profitability, its financial situation is tight. For the same fiscal year, operating profit was about 75.5 billion yen, down 45.6% year-on-year; net profit was about 10 billion yen, down 75.6%.

More notably, sales: global sales dropped from 1.244 million units in fiscal 2018 to 797,000 units, a decrease of over one-third over seven years. Competition from Chinese brands in the Southeast Asian market, US tariffs, and the Middle East conflict are all adding pressure.

With both companies' situations deteriorating simultaneously, their capital relationship naturally needed re-evaluation.

Before the transfer restriction expired, Nissan stated it would maintain the existing capital relationship. According to a Kyodo News report on September 25, Nissan leans towards continuing to hold 26.67% of Mitsubishi's shares.

The reasons not to sell are realistic: shared lightweight car development is still needed for Nissan's reconstruction; factory restructuring is progressing as planned, with no pressure to cash out immediately; Mitsubishi's stock price is below the investment level, selling now might result in a loss.

The shareholding being 26.67% instead of 34% is related to a reduction in November 2024. At that time, Nissan's performance plunged, announcing layoffs of 9,000 people, while selling back about 149 million shares of Mitsubishi to Mitsubishi Motors, equivalent to 10.02% of Mitsubishi's then issued shares (excluding treasury shares). The selling price was 460.6 Yen per share, lower than the entry price of 468.52 Yen eight years ago.

Since Mitsubishi's buyback also changed the share base used to calculate shareholding, Nissan's shareholding dropped to 26.67%. In other words, before the transfer restriction expired, the capital tie between both parties had already loosened once.

Product relations are also changing. Mitsubishi is giving its own answer: The new-generation Outlander is preparing to switch to an independent platform, the Pajero is returning at a higher price, while establishing product cooperation with Honda and Honghua Advanced.

Nissan remains a major shareholder, but Mitsubishi is taking back more decision-making power in product development and re-selecting partners.

10-Year Alliance, Shared Benefits Come with Costs

The alliance has indeed left visible results. The Outlander shares a platform with the Nissan X-Trail; Nissan Sakura and Mitsubishi eK X, two lightweight pure electric vehicles, were co-developed by both sides.

The Mizushima Plant located in Okayama Prefecture used to produce the Lancer Evolution; now about 80% of output is lightweight vehicles, including models of Nissan brand. Nissan provides some core development capabilities, Mitsubishi undertakes manufacturing, so both sides share investments and utilize existing capacity.

But outside of lightweight vehicles, the cost advantages of shared development are not always realized.

A Mitsubishi executive believes some Nissan part specifications are higher than the demand of Mitsubishi's target markets, which actually weakens the cost advantage brought by sharing.

Mitsubishi's main markets are emerging economies like Southeast Asia. Specifications developed by Nissan according to North American and European demands, placed in price-sensitive Southeast Asia, may not make consumers pay more, but could drive up Mitsubishi's costs.

The premise for platform and part sharing is that product requirements between the two are close enough. Facing different customers and price ranges, after sharing they need to re-adapt and validate, and the development fees originally intended to be saved could be offset by these extra costs. The division of labor that works on lightweight vehicles is hard to replicate verbatim across the entire product line.

The next step for Outlander reflects Mitsubishi's adjustment to development methods. The new-generation Outlander expected to be launched around 2028 will switch to an independently developed Mitsubishi platform; the company judges this can bring higher profitability.

Independent development means bearing more development expenses and sales risks. In fiscal 2025, Mitsubishi's R&D expenses were 116.8 billion Yen. To allow limited budgets to undertake more tasks, the company plans to integrate platforms from five to three, shortening the development cycle from 45 months to 36 months.

Mitsubishi hopes to digest potentially increased investment after reducing alliance sharing through internal reuse and faster pace. Whether the independent platform is ultimately cost-effective depends on how many models it can support and how many vehicles it sells.

Elevate Brand with Niche Products

Mitsubishi places hope for the new round of growth on its strengths: four-wheel drive, off-roading, and durability, hoping consumers pay for these capabilities.

Behind this is a lesson. Mitsubishi once expanded scale by rushing sales, but deep discounts damaged brand value; after shocks like the pandemic arrived, it had to close factories and contract business. The new round of product plans needs to find reasons that better support selling prices.

The Pajero undertakes this task. On October 19, the new-generation Pajero launched in Thailand, produced by Mitsubishi's Thailand Laem Chabang plant; Japan and Australia plan to start sales in mid-December, and the Middle East, Central and South America, etc., will be targeted from the next fiscal year.

Mitsubishi Motors positions the new Pajero SUV as a flagship model in the Japanese market, thereby demonstrating its new strategy of creating niche models.

Pricing in the Japanese market best illustrates Mitsubishi's intent. The new Pajero is expected to start at 6.19 million Yen in Japan, the previous generation started at 4.53 million Yen.

Although the specs and cost environment of the two generations differ and cannot be simply compared, the new car is clearly striving for a higher price segment. Japanese pre-order bookings have reached 4,000 units, showing the Pajero still has brand appeal.

Mitsubishi also prepares to launch mid-size and compact Pajeros. The mid-size version is expected to launch in Japan around 2028-2029, sharing some parts with Outlander; the compact version targets around 2030. Large cars build brand image, smaller cars expand coverage, and shared parts help share investment.

The Japanese market provides a realistic basis for this approach. The Delica D:5 MPV and the light vehicle Delica Mini drove Mitsubishi's sales growth in Japan. The performance of the two cars indicates that Mitsubishi's niche products still have demand in the home market; the company hopes to replicate this experience to the Pajero family.

The Japanese market is also one of the export directions for Mitsubishi to reduce dependence on Southeast Asia. Southeast Asia accounts for about 30% of Mitsubishi's global sales, but operating profit in the region dropped from 63.6 billion Yen in fiscal 2019 to 22.9 billion Yen in fiscal 2025.

Competition from Chinese brands, plus weak demand in Thailand and Indonesia, is eroding Mitsubishi's original profit sources.

However, product upgrade does not equal unlimited price hikes. Some dealers are already worried that prices are rising too fast for some rural customers to afford.

Flagship models can attract new customers but may also keep existing familiar Mitsubishi customers at bay. After the first batch of Pajero orders, the more important question is whether demand will sustain.

Mitsubishi also incorporated used car business into growth plans. Previously, trade-in cars were mainly purchased and resold by individual dealers, with some circulating via auctions, at lower prices. In the future, HQ plans to strengthen centralized management and sell high-quality used cars through its own channels.

For old car owners, the higher the trade-in price, the less the price difference to pay for a new car; for customers with limited budgets, used cars are also an entry point to this brand. Whether this arrangement can support new car sales depends on whether Mitsubishi can improve vehicle residual value and circulation efficiency.

By fiscal 2029, Mitsubishi hopes to raise global sales from 797,000 units to 900,000 units, operating profit from about 75.5 billion Yen to 160 billion Yen, and operating profit margin to 4.5%.

Sales grow by only about 13%, but profits more than double.

Reversing from a 4.5% operating profit margin, 160 billion Yen operating profit corresponds to about 3.6 trillion Yen in revenue.

Mitsubishi needs to improve model structure and revenue per vehicle while increasing sales to support larger revenue scale. Reducing development and manufacturing costs helps turn increased revenue into profit.

Whether the Pajero can maintain its selling price, family models can share investment, and used car business can support new car trade-ins will affect how far this goal can go.

Build Core Independently, Borrow Shortcomings from Partners

Striving for more autonomy does not equal breaking up with Nissan. The product cooperation between the two has instead seen a clearer two-way division of labor.

Mitsubishi produces Rogue PHEV models for Nissan, and Nissan's mid-size pickup Navara developed based on Mitsubishi Triton; conversely, Mitsubishi prepares to use Nissan to return to the North American pickup market.

The US business needs this complementarity the most. Mitsubishi has no complete vehicle factories in the US, relying on exports from Japan, and faces tariff pressure.

Mitsubishi plans to introduce a pickup around 2029, based on products from Nissan's Canton plant in Mississippi, and continuously launch new cars, expanding the North American model lineup from 4 in 2024 to 8 around 2030.

Borrowing from partners to complete the product lineup can first stabilize the dealer network, buying time for independent model generations.

Honda has also entered this division of labor network. At the end of 2024, Honda and Nissan started business integration negotiations, Mitsubishi once considered joining; negotiations broke down in early 2025, but specific business cooperation continues.

Now, Honda and Mitsubishi are planning a pickup supply cooperation for the Southeast Asian market, with timing pointing to around 2028.

Mitsubishi's pickup products and manufacturing experience can help Honda expand business, and Mitsubishi has the opportunity to increase supply volume and share production costs.

Pure electric products reflect another trade-off of Mitsubishi: independent R&D focuses on hybrids, plug-in hybrids, and vehicle driving performance, while some pure electric models are purchased externally.

The pure electric version of Eclipse Sportback for North America is supplied by Nissan; the ASX VR-e announced in August is provided by Honghua Advanced, a joint venture electric vehicle company between Hon Hai Precision and Yulon Group. ASX VR-e is planned to launch in Australia and New Zealand within 2026, Mitsubishi conducted local road tests and exclusive suspension tuning for it.

This saves some investment from developing from scratch, filling the product lineup faster. But after putting the Mitsubishi badge on it, consumer expectations for driving feel, quality, and after-sales still need to be fulfilled by Mitsubishi.

For Mitsubishi with annual sales of less than 800,000 units, the direction is clear: master core models and key technologies independently, and supplement missing products, capacity, and development resources through cooperation.

Whether this path works depends on business results. From April to June 2026, Mitsubishi's operating profit increased by 80% year-on-year, but global sales dropped by 8%. Part of the profit improvement comes from exchange rates and selling prices.

Whether the Pajero family can expand sales, whether the independent platform can lower costs, and whether cooperative models can bring sustained revenue will determine if the goal of doubling profits can be realized.

Ten years ago, Mitsubishi first needed Nissan's money. Ten years later, it needs to make its four-wheel drive, plug-in hybrid, and manufacturing capabilities reasons for partners to want to procure and invest long-term.

The transfer restriction expiration opens up capital choices. Ultimately, what decides Mitsubishi's next chapter is what it can present in its own hands.

Recently, Honda and Mitsubishi Group officially signed a Memorandum of Understanding (MoU). The two parties will launch vehicle mutual supply cooperation for the first time. The first cooperation project will be based on the Mitsubishi Triton pickup truck to develop a new pickup truck model for Honda, expected to officially enter the market for sale in 2028.

This means Honda will own a pickup model sharing the underlying architecture with the Mitsubishi Triton in the future, thereby further expanding its product lineup, especially to meet the needs of consumers in markets with high pickup demand such as Southeast Asia. However, currently neither party has announced the official name, specific specifications, and the first market for the new vehicle.

This cooperation stems from the strategic cooperation framework signed by Honda, Mitsubishi Group, and Nissan on August 1, 2024. At that time, the three Japanese automobile manufacturers agreed to explore cooperation opportunities in multiple fields, including product and technical resource sharing, to enhance competitiveness and reduce development costs.

Among them, vehicle mutual supply is regarded as one of the important cooperation directions. By utilizing existing products and production resources of each brand, the three companies can expand their product lineup with lower development costs and shorter time, while adjusting product strategies according to the needs of different markets.

As the Triton serving as the basis for this cooperation is an important global strategic model under Mitsubishi, the current sixth-generation Triton was launched globally as early as 2023, with Thailand as the main production base. The new vehicle adopts a redesigned chassis architecture and offers different output versions of a 2.4-liter four-cylinder turbo diesel engine to meet the needs of different markets and uses.

In comparison, Honda's current product lineup in the Southeast Asian market is mainly concentrated on sedans, SUVs, and MPVs, and does not have traditional ladder-frame chassis (Ladder-Frame Chassis) pickup models. Although Honda owns the Ridgeline pickup in the North American market, the vehicle adopts a unibody (Unibody) design, which is significantly different from pickups like Triton that focus on cargo capacity and off-road capability as main selling points.

Therefore, by cooperating with Mitsubishi, Honda will be able to quickly enter this market segment without having to invest huge funds to develop a brand-new pickup platform independently, and further improve its product lineup.

For Mitsubishi, this cooperation also has commercial value. Since the new vehicle will be developed based on the existing Triton and produce related models for Honda in the future, it is expected to further increase the overall production scale and improve the capacity utilization rate of the Thailand production base, thereby improving production cost-effectiveness.

However, the official side has not yet revealed what kind of exterior design the "sister car" of this Triton will adopt, and whether it will use the powertrain, four-wheel drive configuration, and chassis settings of the existing models. Whether the new vehicle is simply a brand Logo change or will undergo more significant design adjustments targeting Honda's brand positioning still awaits further official announcement.

In the global mid-size pickup market, Honda, having been absent for many years, is finally looking to fill this gap. According to Japanese media reports, Honda is collaborating with Mitsubishi to develop a brand new mid-size pickup. The new vehicle will be based on the current Mitsubishi Triton platform, sold under the Honda badge as a rebadged version. It is planned to launch in the Southeast Asian market as early as 2028, and potentially expand to other regions depending on the situation.

Honda does have pickup products, but its sole model, the Ridgeline, does not fit the mainstream market: produced in the United States, offering only left-hand drive, and featuring a unibody construction, its positioning leans towards recreation. It cannot compete with traditional body-on-frame pickups like the Ford Ranger and Toyota Hilux in terms of off-road and heavy-load capabilities. This has left Honda absent for a long time from Southeast Asia, a major hub for pickups.

The new vehicle will go into production directly at Mitsubishi's factory in Thailand, sharing the platform and main body structure with the Triton. Differences will focus primarily on exterior components such as headlights, grilles, wheels, and bumpers. The powertrain is expected to retain the 2.4T diesel engine. This model already has precedent: Since 2025, Nissan has been selling a newly rebadged Triton-based Navara in Australia and New Zealand, with only the front fascia design changed. Once the Honda version is launched, the same production line will produce three models: Triton, Navara, and the Honda pickup, further improving the production capacity utilization rate of Mitsubishi's Thailand factory.

"One vehicle, multiple badges" is not new in the industry. Stellantis launched the Fiat Titano and Ram Dakota in Brazil, both rebadged from the Chinese Changan Hunter (Kaicene F70); the Ford Ranger and Volkswagen Amarok, Isuzu D-Max and Mazda BT-50 are also "relatives". The next-generation South American Amarok will even be built on the basis of the LDV Terron 9. Honda itself has precedents - between 1996 and 1998, it rebadged Isuzu TF (i.e., Holden Rodeo) in Thailand for sale as the Tourmaster.

It is worth noting that merger negotiations between Honda and Nissan broke down in early 2025, when Mitsubishi, a Nissan Alliance partner, was reportedly unenthusiastic about the merger. However, after the merger fell through, business cooperation did not stop: Both sides have announced collaboration in areas such as software and electrical/electronic architecture. Honda may also purchase more models from Mitsubishi and explore joint development of parts such as instrument clusters.

Another clue lies in North America. Reports say Nissan has already negotiated with Honda, planning for its Canton, Mississippi, USA factory to produce a rebadged Frontier pickup for Honda. Honda Vice President Hasehara Noriya stated back in January 2025: "If needed in the short term, we can also acquire Nissan models; in the future, perhaps joint development." The Triton project exposure confirms that this line of thought is being implemented.

In Conclusion: Developing a body-on-frame pickup from scratch requires massive investment and a long cycle. Rebadging allows Honda to enter the large-volume niche market with the lowest cost and fastest speed. However, as of now, neither side has officially announced it. It remains to be confirmed whether this rebadged Triton can leave Southeast Asia and which markets it will ultimately cover. But it is certain that under the dual pressure of cost and production capacity, Japanese brands that once emphasized technological independence are also lowering their stance to embrace the "badge-swapping alliance".

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.

In 2021, the last fourth-generation Pajero rolled off the line at the Gifu Plant. The Japanese hardcore off-road benchmark that has spanned nearly 40 years globally and sold over 3.29 million units entered a 5-year dormancy period.

Recently, Mitsubishi Motor officially unveiled the new Pajero. The fifth-generation product is manufactured in Thailand and launched in Japan and Australia markets. Next year it will be sold in over 100 countries and regions — among which China is likely not included. Besides the diesel engine debut by Mitsubishi not fitting local conditions, the expected starting price of around 330,000 overseas, combined with tariffs and freight, results in a price over 400,000 domestically, also facing severe challenges from same-class products.

For example, GAC has accumulated experience from joint ventures with Mitsubishi and Jeep, launching the Trumpchi Yue 7 with a pre-sale price starting at 179,800. The two models used similar gold paint as advertising color, but the new Pajero loses in size, power, and configuration. Only after 27 years does it return to a body-on-frame chassis, giving the new Mitsubishi car the confidence to challenge the Toyota LC250 Prado again.

01

Body-on-Frame Chassis Revival, Hard Specs Inferior to Yue 7

Focusing on the new Pajero, the first thing to discuss is its chassis. Starting from the third-generation Pajero released in 1999, Mitsubishi switched to a unibody with a built-in ladder frame. This new car is developed based on the latest Triton pickup platform. On one hand, it is a return to reason and ancestral teachings, passing the torch of V97 to Trumpchi Yue 7. On the other hand, it also solves the cost difficulty of independent Pajero development, providing material basis for its resurrection.

This also explains why the new Pajero is manufactured in Thailand — after all, this is the hometown of the Southeast Asian version L200. However, the new Pajero is not simply understood as the off-road version of Triton. Mitsubishi only uses pickup design for the front suspension and front floor; all other chassis components are newly built. The new car adopts a traditional independent ladder frame chassis. High-strength steel and enlarged cross-section make its anti-torsion and anti-bending rigidity improved.

The new Pajero front suspension is double wishbone structure. The rear suspension consists of a solid axle with five links and coil springs. Compared with the four-wheel independent suspension of the previous two generations, its comfort on the highway may be compromised, but the suspension travel and impact resistance will be better. Combined with improved load capacity, the performance of the new Pajero in off-road scenarios is likely stronger than the old model.

On the existing platform basis, Mitsubishi cannot equip the new Pajero with dual-chamber air suspension, variable damping shock absorbers and other chassis hardware like GAC Trumpchi Yue 7, so its ground clearance is fixed at 230mm. Unlike Yue 7 which can adjust from 230-310mm, it is even slightly 5mm lower than the previous generation, but higher than Prado's 221mm. Combined with a wading depth of around 800mm, it is enough for the new Pajero to boast.

As for the 30.4° approach angle, 25.8° departure angle, and 22.6° ramp breakover angle, there is no progress compared to V97, the advantage over Prado is not significant, and it is even more impossible to compare with the lift-able Trumpchi Yue 7. Friends pursuing ultimate passability need to reach the goal through modification later.

02

Diesel Power Main Push, Plug-in Hybrid Still on the Way

The choice of powertrain limited the future of the new Pajero in the Chinese market. Currently, Mitsubishi will only continue to use the 4N16 diesel engine from Triton. The new Pajero is equipped with a twin-turbo 2.4L version, featuring variable geometry turbine technology. After the tail gas after-treatment system, it is the first Mitsubishi diesel engine to meet Euro 6d emission standards.

Moreover, the new Pajero can output 150kW peak power. The 480N·m torque is improved by 10N·m compared to the pickup version, performing better than the previous generation Pajero's 3.2T diesel engine, consistent with the LC250 Prado's 2.8T power, just 20N·m lower in torque.

Choosing the 2.4T diesel engine, the advantage of the new Pajero lies in wide applicability. Although looking at the book values, it is significantly lower than Yue 7 dual motors' 550kW, and acceleration performance has a significant gap, Mitsubishi off-road vehicles can achieve 3.5 tons of towing capacity, which is an ability Trumpchi cannot possess.

Moreover, from information revealed after the press conference, the new Pajero will have HEV and PHEV models later. Among them, Mitsubishi is likely to transplant the Outlander PHEV powertrain to the new Pajero. The combination of 2.4L gasoline engine and dual motors will be more suitable for Chinese owner needs, and can also face off against Tank 500 PHEV in overseas markets.

Regarding gearbox choice, the new Pajero did not continue to use the Triton's 6-speed transmission, but changed to Mitsubishi's latest developed 8-speed automatic transmission.

It may be optimized based on the Aisin AL80F set of Pajero Sport and Prado. Compared with the old 5AT transmission, using tighter gear ratios shows better performance in smoothness and efficiency, and also reinforces oil cooling, meeting the diesel engine's long-time high torque load, calmly coping with the new Pajero's 7 driving mode changes.

Moreover, the new Pajero transmission can also work with S-AWC all-wheel control system and SS4-II Super Select 4WD system, utilizing the newly added AYC active yaw control to help it achieve more stable driving performance. This function mainly uses front wheel braking to vector distribute torque between left and right wheels, correcting driving attitude and trajectory in curves and slippery roads.

Mitsubishi's signature SS4-II is also present. It has four modes: 2H, 4H, 4HLc, and 4LLc. It can realize the switching between two-wheel drive and full-time four-wheel drive on paved roads within 100km/h through planetary gear center differential lock, and can also perform torque-sensing center differential locking and low-speed four-wheel drive independent control, achieving better off-road performance.

03

Dimensions Not as Good as Chinese Off-Roaders, Design Catches up to Mainstream Aesthetics

From body-on-frame chassis, diesel power to Super Select 4WD system, Mitsubishi gives the new Pajero leading performance in class, and in terms of dimensions, it shows even more ambition to steal Prado's business.

The new Pajero's length, width, and height are 4920mm, 1925mm, and 1910mm respectively, with a wheelbase of 2870mm. Compared to V97, it is slightly increased. Except for the wheelbase being 20mm more, each of Mitsubishi new car's three-dimension data is shorter than Prado's. For Japanese consumers who have long been troubled by Toyota's delivery waiting list, the smaller dimensions will instead be an advantage of the new Pajero. If compared with 5-meter level domestic manufacturing like Trumpchi Yue 7 and Tank 500, Mitsubishi's restraint is even more visible.

As for the design part, Mitsubishi improved significantly on the basis of Triton, while maintaining the high body stance of off-road vehicles, paying tribute to classics in details, making the new Pajero follow mainstream aesthetics without disappointing off-road players.

From body lines and surfaces, we can feel Mitsubishi's understanding of toughness. From the bulges on both sides of the hood, the creases of upper and lower waistlines, to the high head, flared fenders and side steps, the new Pajero has a tough look. The black cladding connecting the front and rear bumpers to the wheel arches is selected by Mitsubishi using slightly glossy plastic parts, improving the overall refined feel.

The new Pajero's front face is highly recognizable. It did not continue to use Triton's shape. The square head has a sense of power. The T-shaped DRL combined with the through light strip incorporates the six horizontal bars of the grille, echoing the shape of the rear light clusters, with rich details. The two-tone body reveals the fashionable vibe missing from Mitsubishi in the past.

Disappointing for old car fans, the new Pajero cancels the rear-mounted spare tire, changing to a plain upward-opening tailgate. To save face, Mitsubishi deliberately uses the upper and lower waistline to gather. Combined with the tailgate convex shape, it forms a hexagonal contour to pay tribute to its past self. As for the designer emphasized decoration at the C-pillar position originating from the roll cage of the first-generation Pajero convertible, it is even more of an inside joke element.

Also paying tribute to the first-generation Pajero is the new car's interior. Mitsubishi mainly wants to find the style of that year on the horizontally laid instrument panel. The camel leather trim decoration below the air conditioning vents similar to subway seats does have a retro meaning. Large amounts of soft package stitching use Japanese traditional wood grain craftsmanship. The A-pillar and passenger grab handle have off-road flavor, but the integrated large screen with two 14.3-inch screens pulls people back to 2026.

The center screen can digitally replicate Mitsubishi off-road vehicles' classic three-cluster gauge, and display off-road information such as altitude, heading, pitch angle, roll angle, etc., and can also switch dynamic effects according to driving modes. The new car's center screen also provides wireless smartphone connectivity, and can automatically switch 16 background themes over time, or display a 3D multi-view panoramic image system with透视 chassis.

Mitsubishi first equipped 8 airbags including front outboard airbags on the new Pajero. Coupled with forward collision mitigation and forward collision warning, as well as the first-equipped lane keep assist system capable of offset correction, its active safety capability is enhanced. As for smart assisted driving, the new Pajero's MI-PILOT only has adaptive cruise control with lane keep capability, with a significant gap compared to domestic models.

New Pajero users may not have high requirements for intelligence. Comfort features might be more appealing to them. Mitsubishi prepared acoustic glass for front and rear side windows for the new car, coupled with body noise reduction upgrades, and Yamaha 12-speaker + dual amplifier audio system with active noise cancellation. The new Pajero will have better suppression of engine noise and wind noise.

The new Pajero this time focuses on seven-seat layout. Through the second-row seat 150mm slide and fold, it optimizes the convenience of third-row passenger access. On the basis of improving the first two-row seat ergonomics experience, Mitsubishi equipped seats with heating and ventilation functions. The third row adjusted seating posture. Combined with toe room left after lifting the second-row seat, and three-zone air conditioning that can be independently adjusted, the new Pajero's third row can also satisfy adult sitting. According to current information, the Japan market only has seven-seat version, while the Australia version has five-seat and seven-seat options.

04

Driving Review Summary

Mitsubishi only announced the new Pajero pricing in Australia so far — the entry-level GLS five-seat and seven-seat versions are 68,490 AUD and 69,990 AUD respectively. The top-spec GSR is 84,990 AUD, approximately 330,000 to 410,000 RMB. Compared to the 54,990 AUD before V97 sales stopped, the new Pajero price increased significantly. Compared to the same-spec Triton, it is 8,000 AUD more expensive, but still lower than the Toyota LC250 Prado diesel GX starting price of 72,500 — this price locally should be able to buy the Tank 500 Vanta top-spec version, it just depends on whether consumers have an obsession with the Pajero name.

Domestic off-road players do not need to despair. Although Mitsubishi does not officially introduce the new Pajero, the parallel import channel still exists. At least I heard that some merchants still have stock V97. If the market demand scale is large enough and customer groups can accept a starting price above 400,000, in the future we still have the opportunity to see the new Pajero running on domestic roads — however, it can no longer return to the glory of 20 years ago, after all, the current domestic Prado monthly sales are just above four digits.

In Mitsubishi's plan, Pajero may become an independent series like Range Rover and Defender. In the future, there might also be mid-size Pajero with SUV style and small Pajero with two-door all-electric style. Hope that in the era of new energy ruling the market, domestic car enthusiasts still have the opportunity to play "niche" models, and find different fun in homogenized products.

(END)

More Stylish Exterior, More Tech Interior: New Mitsubishi Pajero Official Images Released, Is It Still a Hit for Off-Road Enthusiasts?

Whether in China or abroad, anyone in the "off-road circle" naturally knows the nickname "Mountain Cat". Even though Mitsubishi has exited the Chinese market and the model has been discontinued for 5 years, it is still often compared when discussing off-road vehicles. Just a few days ago, Mitsubishi officially released the official images of the new Pajero model. As its fifth-generation vehicle, the new car will be manufactured in Thailand and will gradually roll out to over 100 countries in regions like ASEAN and the Middle East next year.

Design-wise, there is basically no major connection with the "Mountain Cat" Pajero we knew before, although the new car continues the family's signature rugged style. At the front, the new car adopts a split headlight design with vertically oriented daytime running lights on either side of the bumper and a horizontal light bar matrix layout inside. A through-type LED light strip connects the headlight groups, giving the overall look a more fashionable feel, leaning towards new energy vehicles. The large central grille features a blackened honeycomb layout for a sportier appearance, while the dual raised contours on the hood add a muscular look.

The body design also changes the impression of the Pajero among Chinese consumers. The overall lines are richer and more youthful. The segmented body creases are agile yet powerful. The body trim, wheel arches, and mirror housings all use black finishes, and the A, B, C, and D pillars along with the roof are painted black. The contrasting body color is more fashionable, and the silver trim on the C-pillar adds depth to the new car.

The rear also features a new through-type light group design, with taillight shapes echoing the headlights. The new car cancels the external spare tire design common in previous fourth-generation models. Combined with the octagonal tailgate, complex lines, and spoiler design at the bumper, it lacks the wildness and steadiness of the old models, instead interpreting sportiness, fashion, and technology.

After seeing the exterior, let's look at the interior. Like the exterior, the new car's interior design has no connection with previous models. The dual-screen combination of a floating LCD instrument cluster and a large infotainment screen brings plenty of technology and intelligence to the cabin. Below the large screen are air conditioning buttons, while the central instrument panel features a physical gear selector and 4WD knob. According to official images, the interior uses extensive leather material wrapping, and the overall premium feel is significantly better than the old models.

In terms of dimensions, the new car measures 4920/1925/1910mm in length, width, and height, with a wheelbase of 2870mm. Compared to the old model's 4900/1875/1900mm dimensions and 2780mm wheelbase, the new car sees improvements across the board. More importantly, the new car does not adopt the external spare tire design, meaning the actual length increase is greater than the specs suggest. Inside, it uses a three-row seven-seat layout, although the third-row seats are more suitable for occasional emergency use based on the parameters.

Regarding power, the new car will be equipped with a 2.4T diesel engine, generating a maximum of 204 horsepower, mated to an 8AT transmission.

Final Thoughts:

Combining current information, the new car's profile is clear, and its product positioning and trends are aimed at accommodating both "off-roading and family" needs. The new design is more fashionable and tech-focused, but it lacks the steadiness of before. It remains to be seen if everyone will still accept it.

The Mitsubishi Pajero, once dominant in the off-road community, has officially returned after five years of production halt. The fifth-generation model takes up the flagship SUV flag for Mitsubishi once again, not only adopting a traditional body-on-frame ladder chassis structure but also featuring the Super Select 4WD-II four-wheel drive system, a 2.4-liter diesel engine, and a three-row seven-seater layout. The name that once accompanied countless off-road enthusiasts traversing the wilderness now returns in a brand new form. The new vehicle will be produced in Thailand, while models previously produced at the same Thailand factory also include the Mitsubishi L200/Triton pickup.

After four generations of development, the previous generation model was officially discontinued in 2021. In the Japanese market, Pajero production ended even earlier, in 2019. Since its first launch in 1982, the Pajero has accumulated production of over 3.29 million units, and this model was once sold in more than 170 countries and regions worldwide. In the 1990s, the Pajero was one of the important representative models in the off-road vehicle field. Meanwhile, the Pajero has also left a significant mark in motorsports: Mitsubishi began participating in the Dakar Rally in 1983 and eventually won the championship 12 times, including the glorious feat of winning 7 consecutive titles.

The design of the all-new Pajero clearly references the historical heritage of this series. The body adopts a square and upright design style, making the whole vehicle appear heavier and more powerful. Mitsubishi has also incorporated some historically significant design details. For example, the striking C-pillar design is reportedly intended to pay homage to the roll cage elements on the open-top first-generation Pajero models.

The hexagonal shape of the tailgate symbolizes the spare tire mounted on the exterior of the rear end in the past. However, the new model will no longer continue to mount a spare tire on the tailgate.

In terms of interior, Mitsubishi adopted a wide, horizontally laid-out dashboard design; the high-spec model consists of two 14.3-inch screens, while the entry-level version uses a 12.3-inch display.

The digital dashboard draws upon the classic triple-gauge layout of past Pajero models, while adding more modern information displays, including: altitude, compass direction, outside temperature, vehicle climb angle, and vehicle lateral tilt angle.

The all-new Pajero offers three rows of seats, accommodating up to 7 passengers in total. The second-row seats support forward and backward sliding within a 150 mm range, which not only facilitates passengers entering the third row but also allows flexible adjustment of the interior space according to actual needs. For third-row passengers, Mitsubishi has further increased headroom and legroom.

From a technical perspective, the new generation Pajero has undergone significant upgrades compared to previous models. The fifth-generation model reintroduces a high-strength ladder chassis structure; by using special steel and increasing the chassis structure cross-sectional area, the overall torsional and bending rigidity of the body has been improved.

Regarding suspension, the new car's front suspension uses a double-wishbone independent setup, while the rear suspension features a solid axle connected via a five-link structure and is equipped with coil springs. This design provides larger suspension travel and achieves superior wheel traction and vehicle cross-axle capability in complex off-road environments.

In terms of powertrain, the all-new Pajero is equipped with a 2.4-liter four-cylinder diesel engine, adopting variable geometry turbocharging technology, with the engine capable of outputting a maximum torque of 480 N·m. Currently, Mitsubishi has not yet announced specific power parameters. As a reference, the same diesel engine has a maximum power output of 204 hp in the Mitsubishi L200 pickup model. Regarding the transmission system, the new car matches a newly developed 8-speed automatic transmission and offers a sport mode.

In terms of off-road capability, Mitsubishi equips the new Pajero with a further upgraded Super Select 4WD-II super-select four-wheel-drive system, offering four drive modes, and also features the S-AWC Super All-Wheel Control system, which integrates multiple technologies such as Active Yaw Control, Traction Control System, Vehicle Stability Control, and ABS Anti-lock Braking System. Among them, the Active Yaw Control system enhances vehicle stability in different driving environments by precisely controlling brake intervention and adjusting power distribution between the left and right wheels of the front axle.

For different road conditions, the new Pajero offers seven driving modes, which adjust the vehicle's powertrain and stability control system strategies accordingly based on different terrain environments. Meanwhile, another feature of the all-new Pajero is the 3D Multi-Angle Monitor System, which collects images through four cameras and combines them with a 3D vehicle model to achieve a panoramic display of the vehicle's surrounding environment.

Additionally, the vehicle also offers a front chassis transparency function. When the driver selects the 4HLc or 4LLc mode, this function automatically activates, displaying images of the area below the front bumper and ahead of the vehicle; this view helps the driver observe obstacles that cannot be directly seen from the driving position.

It is reported that the all-new Pajero will first be produced in Thailand and is planned to launch in the local market in fiscal year 2026. Subsequently, this model will enter the Japanese and Australian markets. Starting from fiscal year 2027, Mitsubishi plans to gradually promote the new Pajero to approximately 100 countries and regions. In some markets where Pajero was previously sold under different names, the new model will also reinstate the name "Montero", although official pricing information has not yet been released.

In 2021, the last Pajero quietly rolled off the line at the Gifu factory in Japan. At that time, almost everyone thought the era belonging to the Pajero had come to an end. This lone mountain cat from the South American wilderness now only lives in memories and the second-hand market. However, today, Mitsubishi Motors officially unveiled the all-new Pajero, a generation legend, to the world in Tokyo. With a full 20 years of accumulation, it returns in a high-profile manner.

This is the fifth-generation Pajero. The new car is manufactured at Mitsubishi Motors' Thailand production base and will debut in the Thai market first. In fiscal year 2026, it will be launched in Japan and Australia. Starting from fiscal year 2027, it is planned to go on sale in approximately 100 countries globally, covering ASEAN, Latin America, Middle East, and other markets.

Regarding power, the new Pajero is equipped with a 2.4-liter turbocharged diesel engine, matched with an 8AT transmission. Maximum power is 204 hp, maximum torque is 480 Nm. The new car features Mitsubishi Selectric 4WD-II (SS4-II) and S-AWC Super All-Wheel Control integrated dynamic control system. It offers four modes: 2H rear-wheel drive, 4H full-time four-wheel drive, 4HLc locking center differential, and 4LLc low-range four-wheel drive lock.

The new car reintroduces a ladder-frame body-on-frame chassis (the previous generation Pajero used a unibody). The suspension configuration features front double-wishbone independent suspension, paired with a newly developed rear five-link solid axle structure. Mitsubishi proposed a unique development indicator: "Off-Road Comfort". It does not just require the vehicle to pass complex obstacles, but also reduces bumps from bad roads, optimizes the body vibration isolation structure, filters excess vibrations, and achieves a two-way balance between off-road capability and on-road driving quality.

Regarding appearance, the fifth-generation Pajero is built based on the "Grand Charisma" design concept. The entire vehicle uses powerful horizontal lines. The upright and substantial body posture continues the classic design genes. The flared and raised wheel arches intuitively highlight the performance orientation. The sculptural body surfaces give the whole vehicle a strong visual presence. The full-LED lights at the front adopt a new generation T-shaped design.

The overall length is 4920 mm, width 1925 mm, height 1910 mm, and wheelbase is 2870 mm. The entire side focuses on a box-style shape, with approach angle 30.4°, ramp breakover angle 22.6°, departure angle 25.8°. The rear end cancels the external spare tire, switching to a liftback tailgate, while also selecting a through-light group design.

The interior continues the first-generation iconic horizontal dashboard layout, balancing functionality with luxurious texture. The dual-screen UI design replicates many classic Pajero elements. The former three-dial mechanical instrument cluster has evolved into a modernized multi-functional Multi-Meter display, which can show altitude, heading, body pitch and roll angles, and 4WD system status in real-time. Key information during off-road travel is at a glance. The dashboard and door panels are covered with large-area soft materials. Stitching draws on traditional Japanese craftsmanship, textures are layered, bringing the premium feel that a flagship should have down to every detail touchable by fingertips.

Cabin quietness is the focus of improvement for this generation. Except for the windshield, front and rear doors all use acoustic glass. Noise-reducing materials are arranged at multiple points on the body to suppress wind noise and engine noise. It is equipped with a 12-speaker Yamaha co-developed audio system inside.

In terms of space, the fifth-generation Pajero adopts a three-row seven-seat layout, equipped with a seat ventilation system for natural heat dissipation of the seats as a whole, and also features three-zone automatic air conditioning and independent temperature adjustment.

In terms of safety, the new car is equipped with active safety configurations such as collision warning, emergency lane assist, cross-traffic alert, and adaptive cruise control. Additionally, the new car provides 8 airbags.

In the current market, off-road vehicles are constantly competing on refrigerators, TVs, and spacious sofas. The inclusion of motors further strengthens the performance of off-road models, yet gradually dilutes the most fundamental ability of "conquering roads". Adhering to the pure mechanics of "traditional methods", the all-new Pajero provides the answer for old-school off-road players: A truly excellent flagship off-road SUV should be able to commute safely on city roads and take the family out comfortably; and when needed, rush to unpaved remote destinations.

Regrettably, based on Mitsubishi's current product launch plans, this highly-anticipated hard-core flagship is temporarily unavailable in the domestic market, and domestic consumers currently have no way to experience this new Pajero through official channels. But this does not mean we lack quality hard-core choices. In recent years, local independent brands have risen rapidly in the hard-core off-road track, and a batch of powerful domestic hard-core off-road vehicles has emerged constantly. They also possess body-on-frame chassis, powerful 4WD capabilities, balancing home comfort and cross-country strength. They understand domestic consumers' yearning for outdoor exploration, and fully adapt to local road conditions and usage scenarios, providing a high-standard localized solution for off-road enthusiasts. However, for older generations of domestic consumers and users, the reliability, power, and stability brought by the names "Mountain Cat" or "Pajero" are deeply ingrained.

After fading from the market for many years, Mitsubishi has officially launched the all-new Pajero. The new car is positioned as a global flagship off-road SUV, based on a body-on-frame structure, equipped with a 2.4T diesel engine, and will be sold in 100 markets worldwide.

The new Pajero body is 4920mm long with a 2870mm wheelbase, dimensions directly competing with the Toyota Land Cruiser 250 series. The exterior adopts a boxy and rugged design language, the front face is a new family design, retaining the Mitsubishi three-diamond logo. A horizontal through-type LED daytime running light strip spans the entire front, with vertical LED light groups arranged on the left and right, highly recognizable. Large honeycomb-style black grille, paired with a heavy front bumper, with a black protective plate at the bottom. The front lines are straight and rugged, typical of hardcore off-road style.

The boxy and straight body profile features concave lines on the doors and a rugged body line. Doors are equipped with embedded steps for easy entry and exit; door handles are traditional pull-out type. Behind the windows are signature vertical decorative louvers, paying homage to the design of the old Pajero. Paired with large multi-spoke dual-tone off-road wheels, thick-walled tires, flared wheel arches, black fender flares, highlighting off-road attributes.

The rear is square and neat, with a through-type red taillight, vertical light groups on both sides, multi-layer bulb design inside the taillight. "PAJERO" lettering is printed in the middle of the taillight, with the Mitsubishi logo placed above. The rear bumper is thick, with a black bottom protective plate, and red reflectors embedded on both sides. The tailgate is an integrated design, no longer using the old spare tire mount solution.

Body colors available in Armor Copper Metallic and Phantom Blue Metallic (with gold accents).

In terms of interior, the new car adopts a three-row seven-seat layout, with significantly improved materials and craftsmanship, offering Camel leather with black inserts and fine stitching. In terms of tech configuration, high-spec models are equipped with dual 14.3-inch displays (low-spec is 12.3 inches), with 16 built-in theme backgrounds and the "Digital Tri-Gauge" paying homage to the old Pajero, which can display off-road data such as altitude, compass, temperature, pitch/roll angles. The audio system is from Yamaha, equipped with 12 speakers, dual amplifiers, and noise cancellation features.

In terms of sound insulation, measures such as acoustic glass are used, reportedly allowing normal conversation even at high speeds and in high-noise environments. Safety configurations include 8 airbags, MI-PILOT driving assistance kit, and 3D panoramic view (including transparent chassis function).

The chassis is based on the Triton ladder frame, but the suspension system has been exclusively tuned - front double wishbone independent suspension, rear five-link solid axle, tuning referenced Dakar Rally engineering experience. Ground clearance 230mm, approach angle 30.4 degrees, breakover angle 22.6 degrees, departure angle 25.8 degrees.

In terms of power, equipped with a 2.4-liter diesel engine (single variable geometry turbocharger), maximum torque 480 N·m (some specs are 470 N·m), matched with an 8-speed automatic transmission and permanent all-wheel drive system, equipped with Mitsubishi S-AWC Super Select 4WD (including AYC Active Yaw Control and seven terrain modes). Electric power options will be launched in the future.

The new car will be manufactured in Thailand, launching in Thailand, Japan, and Australia before the end of March 2027, then expanding to 100 markets including Southeast Asia, Latin America, and the Middle East. Some markets will use the Montero name. Mitsubishi stated "have not decided whether to introduce to the US", but may enter North America in some form before 2030. In addition, the Pajero will become a sub-brand, and K-Car models and compact SUVs will also be launched in the future.

As for domestic Chinese brands, Hardcore SUVs such as the Fang Cheng Bao Titanium Series, Tank Series, and BYD Yangwang U8 have already secured a share in the Chinese market. If the Pajero has the opportunity to enter the Chinese market in the future, it will face not only the Toyota Land Cruiser and Ford Bronco, but also these Chinese brands with significant advantages in electrification and intelligence. However, the Pajero has deep roots in the global market, especially in the Southeast Asian, Middle Eastern, and Australian markets, its brand appeal remains significant.

The electrification transformation of mainstream Japanese pickups has finally taken a substantial step. Recently, according to foreign media reports, Mitsubishi Motors has confirmed the launch of a hybrid version of the Triton pickup, this model will go into mass production along with the new Pajero hybrid SUV through the electrification upgrade of its Thailand production base. For this, Mitsubishi plans to add a 16 billion baht investment in the Thailand factory, aiming to build it into a global export hub for electrified pickups and rugged SUVs by 2030.

The first mass-produced version will be the HEV (Hybrid Electric Vehicle) version of the Triton, subsequently, further progress will be made on the R&D of PHEV (Plug-in Hybrid Electric Vehicle) and even fully electric pickups based on battery technology iterations and global market demand. Mitsubishi Global Engineering and Product Strategy Head previously clearly stated, the hybrid solution can be directly compatible with the existing body-on-frame platform, requiring no large-scale modifications to the chassis or underframe structure, resulting in lower short-term implementation costs, and better ensuring the heavy-load capacity and off-road reliability of the pickup models, making it the most pragmatic technical path at present.

Notably, Mitsubishi did not adopt the e-Power extended-range technology from alliance partner Nissan, instead choosing to independently develop a hybrid system exclusive to pickups, the core purpose is to retain the core performance attributes of rugged pickups, avoiding sacrificing load capacity, towing capability, and off-pavement adaptability due to electrification.

Mitsubishi's acceleration of pickup electrification is essentially a market choice forced by the wave of Chinese new energy pickups going overseas. Taking Australia, a global core pickup market, as an example, in 2025 the Mitsubishi Triton sales ranked 17th; while the BYD Shark 6 plug-in hybrid pickup caught up in just one year, ranking 18th. Apart from BYD, the Great Wall Cannon Alpha plug-in version has also landed in the Australian market, combined with the entry of the Ford Ranger plug-in version, the Australian pickup market originally monopolized by diesel power has seen electrification competition fully start.

Unlike Chinese brands that generally prioritize layouts of plug-in hybrids and pure electric routes, Mitsubishi chooses to enter the pickup track from hybrid electric, which fits the core demands of traditional pickup users for reliability and low operating costs, and also avoids the pain points of insufficient charging infrastructure in remote mining areas and off-road scenarios. However, this conservative route also faces challenges: current Chinese brand plug-in hybrid pickups have already achieved technical advantages of all-electric range over 100 km and combined range exceeding 1,000 km, price ranges continue to drop, further squeezing the survival space of traditional diesel pickups.

Conclusion: For Mitsubishi, electrification upgrades are not only a mandatory choice to respond to global emission regulations but also a core layout to resist the overseas expansion of Chinese pickups. With the promotion of the Triton hybrid version, the global mid-size pickup market will welcome a direct confrontation between Japanese hybrids and Chinese plug-in hybrids. The debate on pickup electrification technical routes will also extend from sales competition at the market end to the long-term game of technical paths.