Mitsubishi Pajero Sport review

Sure there’s a lot of respect for the Japanese company and plenty of respect for the Pajero brand name as well, but yes – Pajero, Montero, Outlander and now a Pajero Sport – that’s a lot of SUVs, which is puzzling. Of course the real reason the Pajero Sport exists is to take on competition like the Fortuner and Endeavour. It’s all about delivering as much SUV as you can on a budget. All three are based on light pick-up trucks sold en masse in Thailand, each is similarly specified and, all of them have attained their fair share of success in the region. The Pajero Sport, importantly, is also a thoroughly modern, up-to-the-minute, common-rail-diesel-equipped SUV; something HM Mitsubishi’s mountain goat, the Pajero, certainly isn’t. Put simply, what Mitsubishi is trying to do is deliver a Montero-like package at a Pajero-like price; that’s as close as you can get to a surefire recipe for success in India. 

Under the microscope

 Mitsubishi hasn’t done as well as it could have in India and so it’s easy to forget how impressive the company is with SUVs. Sure, the Japanese company makes some very capable compacts, saloons, and sports cars, and some of them are exceptional too, but it’s the SUVs that get special attention at Mitsubishi. They are thoroughly engineered, the company’s knowledge base on off-roaders is second to none and Mitsubishi is hungry for success.

 So hungry, in fact, that its designers have lifted the nose section right off the Pajero Evo rally car and grafted it directly onto the new Pajero Sport. The grille and headlights are aligned in a single narrow band, the massive wheel arches on either side provide plenty of excitement and the gaping chasm below the bumper gives the SUV a tough, purposeful look. The cabin gets tighter and tapers towards the   rear, the taillights are attractive and the Sport sits so high on its springs, it looks like it’s been given an aftermarket suspension job. Overall proportions, however, aren’t great, as the stubby nose and large cabin don’t exactly gel.

 Delve deeper and you come across the modified Triton truck chassis on which the engine, transmission, transfer cases and body are all bolted. Suspension at the front is handled by double wishbones, there are stout anti-roll bars at both ends (important considering how high off the ground this car sits) and the non-independent rear uses a three-link setup. Mitsubishi’s ‘Super Select’ transfer case allows you to shift from two-wheel drive high to four-wheel drive high on the move (upto speeds as high as 100kph), and you can uniquely lock the centre diff in both four-wheel high and four-wheel low.

 I step into the cabin and am pleasantly surprised. The dash is beautifully designed, good use has been made of the numerous textures and colours, and the quality of some of the bits is surprisingly good as well. The leather-covered steering wheel, for example, is superbly crafted, the doorpads look like they are from a more expensive SUV, and the central console with its multi-information display both looks good and has plenty of useful information on offer. Both the driver and passenger get powered seats, thigh and back support are good up front and there’s even plenty of legroom for tall passengers in the second row. Those sat in this row can also adjust the angle of the backrest, their thighs are well supported and visibility from the back is pretty good too. The Sport does feel a bit narrow though, and that means sitting three abreast is not as comfortable as it could have been. And while access to the third row is relatively easy and the middle-row seats flip beautifully upon pulling a lever, the space in the rear is only really useable by children. The cabin has plenty of storage, especially, in and around the central console, and there’s even space for some luggage in the rear.

A question of Sport

 The Pajero Sport’s 2.5-litre diesel may be smaller than its competitors, but what it loses in capacity it more than makes up for in specific output. Its 176bhp is very similar to the 168bhp put out by the Toyota Fortuner’s larger 3.0-litre engine and acceleration and performance are pretty similar as well. The Mitsubishi’s variable-geometry turbo has been tuned with performance in mind and after a small amount of vibration and some initial lag, power is delivered in a strong and steady stream all the way from 1800 to 4500rpm. The engine feels very smooth in the mid-range, there is considerable punch when you keep your foot pinned down, and after 100kph the Sport pulls away from its rivals with effortless ease. The engine is also particularly effective on the highway. As long as you are somewhere in the mid-range, there’s always plenty of punch available for overtaking. And because the motor always seems to have more to give, performance really does feel quite effortless. This is clearly Mitsubishi’s best diesel engine yet. What’s also impressive is the integration of the gearbox, the short gearing masking a bit of the turbo lag. The gearbox does have a typically long throw, but it’s light to operate and gears slot in perfectly every time. This helps when you want to go a gear lower in traffic.

 With so much daylight between the wheels and the wheel arches, the Pajero rides well on its tall springs as well. You can drive the Sport through some of the largest craters around and the suspension will take it in its stride. Come to think of it, this would be an ideal car in which to tackle long stretches of  broken tarmac, the rubber-footed suspension just soaking everything up. Stability at speed is surprisingly good too. It feels perfectly calm and composed, even at triple-digit speeds speeds, small directional changes are executed with little vagueness or lag, and the well-weighted brakes allow you to bleed speed in a drama-free manner too. Also impressive is the feelsome steering. It does feel a bit weighty at parking speeds, but as soon as you are up and running, the feel and feedback are exactly what you want. But while the Sport does have a reasonable amount of grip in corners and the feedback from the steering is good, it feels too top-heavy to corner with confidence. It’s the tall, off-road suspension setup that’s to blame. So the best way to tackle corners is to slow right down, gently tip the car in, and allow it to follow a smooth line out.

Executive Briefing
 

 The Pajero Sport has a lot going for it. It has a strong diesel engine, a spacious and comfortable cabin, and impressive levels of fit and finish. It is well specified and comes from a long line of successful Mitsubishi SUVs. What might let it down though, is that at Rs 23.5 lakh (ex-showroom, Delhi), it is approximately Rs 2.5 lakh more than the Toyota Fortuner, which means it is a contender, but a pricey one. Its handling may not be anywhere as sharp as we’d hoped and it can’t be bought with an automatic yet, but looked at as an overall package, it’s impressive enough to take on the best in its class. Mitsubishi and the once popular Pajero sure have come a long way. Source

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Mitsubishi Pajero Review

 Market development SUV (Sport Utility Vehicle) each year to make PT Krama Yudha Diamond Three-car manufacturers Mitsubishi Motors' Pajero Sport-release which share a platform with the Strada Triton. Synonymous with tough car that sailed the desert sand in the arena of the Dakar Rally, 7-seater SUV is carrying the concept of 'family all round SUV' that claimed to be robust in various fields, at a time convenient to the activity in the city.

Attendance Pajero Sport must be loud enough to compete in 7-seater SUV class with a ladder frame chassis. Pajero Sport must be head-to-head with the Ford Everest and Toyota Fortuner is earlier work in this class.


Because sharing a platform with the Strada Triton, Pajero Sport outer appearance is quite similar to his brother, especially on the front. In terms of looks, Pajero Sport looks more "stylish" than the Fortuner, especially Everest. Pajero design more "sweet" and modern, which combined a pair of muscular fenders. In addition, the Pajero fitted roof rails and foot step to facilitate female passengers climbed into the cabin. Home side rearview mirror is also wrapped to chrome accents add a luxurious impression.

Dimensions looks more compact, but more width when compared to Everest (1788 mm), and shorter than Fortuner (1850 mm). With a length of 4695 mm, width 1815 mm, height 1840 mm and 2800 mm wheelbase, Pajero Sport as an estate that stands tall. 215 mm ground clearance enough to traverse the heap of stone, soil, and even puddles in the streets when the city was flooded.

Pajero Sport pamper riders through the meter cluster is attractively designed and equipped with back-lit meters which gives the appearance of luxury and easy to read. The system used is capable of playing audio and imbued CD/MP3/WMA USB port. Meanwhile, the steering wheel has been equipped with audio switch controls which can be used adjust the volume, track selections, and sound mode controls.

Pajero Sport cabin feels quite comfortable thanks to the wrapping material for leather seats. Leg and head room is also quite a relief, both in the front, middle, and rear. Luggage space is available quite widely. And there is enough extra space behind the third row seat. We can save a few items covered under the floor cover floor. If the baggage is still deemed less roomy, we can pull the lever in the middle of each row seat to fold it. Mitsubishi claims, reached 866 liter trunk capacity when the third row seats folded and 1649 liters with the third and second row seats folded.

The heart pacemaker is still using a model that had already been used Strada Triton, which is 2.5 liter, DOHC, turbodiesel intercooler, with common-rail technology. Power 136 hp at 3500 rpm and 314 Nm of torque at 2000 rpm. Power and torque are channeled into the two rear wheels via a 4-speed automatic trasnmisi INVECS-II.

For power and torque, the Pajero Sport came in second place after the Ford Everest (143 hp and 330 Nm). While the Fortuner was in a position protruding (102 hp and 260 Nm). Despite weighing nearly 2 tons, the performance of the proffered Pajero Sport sufficient. Acceleration 0-100 kpj, finished in 16.3 seconds (14.6 seconds Everest). Acceleration 0-402 meters with a time of 20.6 seconds achieved by speed of 113.8 kpj.

In general it is comfortable to drive Pajero Sport. We feel the high seating position and provide a broad view to the front, so creates a sense of confidence while driving.

Chassis Pajero Sport was "rigid" when driving on smooth and rough road surfaces. In fact, it can be spelled a bit stiff when it hit the hole and damaged roads. However, solid feel when maneuvering.

As we face the winding roads and up and down with a speed of medium, Pajero Sport exciting show restraint. Only when driven faster around the corner, oversteer phenomena began to be felt.

In class, the Pajero Sport has a fairly competitive price tag of the positions above Everest 4x2 (USD 330-350 million), but still below the Toyota Fortuner G D-4D 4x2 (USD 373 million).

With the price of USD 370 million, Pajero Sport offers comfort in driving, and fresh design. Then MID features informative enough to provide some information we need. In addition, the Pajero Sport is equipped dual airbags and RISE Body designed to protect the safety of the passengers. Applications crumple zones at front and back, effectively absorb impact energy.

Fuel efficiency was quite satisfactory in its class, 8.8 MPA we get when driving in traffic density capital city. Meanwhile, when we rush out of town, the fuel consumption to reach 11.5 MPA.

Autocar Rating
Pajero Sport is developed from the car so that the image of rally Dakar Rally is very attached to this car. Satisfactory engine performance and efissiensi. The design is fresher and sweeter than their two rivals. If you are a family man who likes adventure with a family member, then the Pajero Sport is ready to accommodate that desire. Options Pajero Sport 4x4 would be more satisfying to you that really often explore mild off-road terrain. Give thanks to the ladder-frame chassis Pajero Sport adopted.

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Mitsubishi Eclipse Review

The Mitsubishi Eclipse is one of the last of its breed. Gone are the days of inexpensive, front-drive sport coupes hailing from Japan like the Acura RSX, Honda Prelude and Toyota Celica. Tastes have changed and corporate priorities have shifted. Today, there's been a renaissance of inexpensive fun cars, but most belong to the hot hatch genre. But for those who scoff at a dorky hatch and yearn for those good ol' days of the sport coupe, the  Eclipse is a pleasant relic. It's also one of the few convertibles in its price range. Since the moment it was introduced four years ago, the current Eclipse coupe and Spyder convertible have primarily stood out because of their outrageous styling, highlighted by a radically raked windshield, forward-sloping beltline and round, curvaceous rear end. A nifty touch is the GS models' clear rear lip spoiler, while the GT can be equipped with a funky two-tone interior scheme reminiscent of a Creamsicle. Sadly, though, that's mostly where the Eclipse's desirability ends. Its standard four-cylinder doesn't move the heavy coupe and convertible with any semblance of authority and its fuel economy isn't especially impressive. The big V6 found in the GT boasts robust power, but it overwhelms the front wheels with torque steer. The Eclipse coupe's handling is also a far cry from the Chevy Cobalt SS and Honda Civic Si (the other sport coupe relics) or hot hatches like the Mazdaspeed 3, Mini Cooper S and VW GTI. The Eclipse interior is nice to look at, but upon closer inspection, you'll discover unappealing hard materials. Common features like a telescoping steering wheel, rear seat head restraints and a navigation system aren't available, and there's also significantly less backseat room than in most competitors. Of the two Eclipse models, the Spyder is the more appealing of the two simply because there's a dearth of competition. Those that are similarly priced (Ford Mustang, Mini Cooper, VW Eos) are dramatically different types of drop tops. We think they're all worth a look. As for the coupe, as much as we fondly remember the Mitsubishi Eclipse's good old days, the 2011 version is but an interesting-looking shell of its former self. We'd be hard pressed to pick one in lieu of the Civic Si and Cobalt SS, or the rear-drive Chevrolet Camaro, Ford Mustang and Hyundai Genesis Coupe. If you care more about fuel economy and a low price, the Kia Forte Koup and Scion tC are appealing alternatives as well. Also, don't be so quick to dismiss those hot hatches. Times have changed and inexpensive sporty cars have evolved. The Eclipse may be a pleasant relic, but it's a relic nonetheless.

The Mitsubishi Eclipse is available in two body styles: coupe and Spyder convertible. Both seat four people and are available in GS Sport and GT, while the Coupe adds a base GS trim. The GS comes standard with 18-inch alloy wheels, air-conditioning, keyless entry, cruise control, full power accessories, a tilt-only steering wheel, a 50/50-split rear seatback and a six-speaker sound system with CD player. The GS Sport adds xenon headlights, foglights, a sunroof, heated power mirrors, heated leather front seats, a six-way power driver seat, Bluetooth and a nine-speaker Rockford Fosgate sound system with six-CD changer, satellite radio, auxiliary audio jack and steering wheel controls. The Spyder includes a power convertible roof. The GT adds a standard V6 engine, bigger rear brakes, a bigger rear stabilizer bar, large rear spoiler (coupe only) and automatic climate control. There are no significant factory options, though an iPod adapter is one of several dealer-installed accessories.

Every Mitsubishi Eclipse is front-wheel drive. GS models are powered by a 2.4-liter four-cylinder that produces 162 horsepower and 162 pound-feet of torque. The GS comes standard with a five-speed manual, while a four-speed automatic is optional on the GS and standard on the GS Sport. Estimated fuel economy with the automatic is 20 mpg city/28 mpg highway and 23 mpg combined. The Eclipse GT gets a 3.6-liter V6 good for 265 hp and 262 lb-ft of torque. A five-speed automatic is standard. This engine requires premium fuel and its estimated fuel economy is 16 mpg city/24 mpg highway and 19 mpg combined.

The Mitsubishi Eclipse comes standard with four-wheel antilock brakes, stability control and front seat side airbags. The coupe features front side curtain airbags and the Spyder gets taller side airbags that cover occupants' heads. There are no rear head restraints. The Eclipse Spyder received the Insurance Institute for Highway Safety's top rating of "Good" in both the frontal-offset and side crash tests.

The Eclipse's cabin is both stylish and simple, thanks to a sweeping dash and attractive chrome-rimmed gauges with cool blue backlighting. Unfortunately, this pleasingly modern design is tempered by the use of some low-quality plastic materials and a steering wheel that doesn't telescope. The front seats are well-contoured and supportive, but the upright rear seats have no head restraints and they fail to provide much headroom (especially with the sloping rear hatchback of the coupe). That hatchback design does provide some extra utility, however, as do the 50/50-split-folding rear seats. The Spyder features a three-layer convertible cloth top. Dropping it is a cinch. Release the header latches, hit a button and the top stows itself under the solid tonneau cover in 19 seconds, and it goes up just as rapidly. Unfortunately, this design severely limits rear visibility with the top up, and limits trunk space to only 5.2 cubic feet.

For many drivers, the  Mitsubishi Eclipse's driving dynamics may be a bit of a disappointment. The GT's V6 produces plenty of power, but getting all those horses to the pavement can often result in a large dose of wheelspin and torque steer. In contrast to the V6, the four-cylinder struggles with the Eclipse's heavy curb weight -- acceleration with the smaller engine could best be described as anemic. Another item of contention would be the large turning circle, which necessitates many more multiple-point turns than with other vehicles. Overall handling should satisfy most drivers, but those with an appetite for performance would likely find inspiration in any number of competing sport coupes or hatchbacks. The Spyder exhibits a little more chassis flex over bumps than we'd like, but it's not enough to spoil an otherwise enjoyable driving experience.

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Mitsubishi Galant Review

The Mitsubishi Galant is a competent midsize sedan with distinctive looks and solid value. It delivers responsive performance, crisp handling and notable fuel efficiency, in a tidy, yet roomy package. It comes with healthy complement of features at an attractive price.

Galant is offered in two trim levels, each with a four-cylinder engine, four-speed automatic transmission, and a generous complement of standard equipment.

The 2010 Mitsubishi Galant is powered by a 160-horsepower, 2.4-liter four-cylinder engine and comes standard with a four-speed automatic transmission with Mitsubishi's Sportronic system, which allows semi-manual shifting. Fuel economy for the Galant is an EPA-rated 21 mpg City/30 mpg Highway.

For 2010, Galant gets a silver-painted mesh grille for a different look. Galant ES and Galant SE have been given additional equipment and feature. The V6 is no longer available, and the Sport V6 and Ralliart performance versions are discontinued.

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