What kind of body does the Mitsubishi Pajero 2 have? Off-road veteran - Mitsubishi Pajero II. Mitsubishi Pajero II: price, technical specifications, photos, reviews, Mitsubishi Pajero II dealers

I often get asked questions: “I want a Pajer, which one should I choose?”

I collected everything I know about the Pajero II configuration here (well, everything I remember now).

Body options

naturally 3 or 5 door

3-door: three options Van (V), Canvas (C), Wagon (W). Canvas is a semi-convertible, Van is a poor version of Wagon. Van only comes without fender extensions and on narrow tires. The Pajero Evolution, which has many original parts, stands out separately.

5-door: Van (V) and Wagon (W), as above - Van is a poor version of Wagon. Five-doors differ in roof height - standard or high roof (rare).

From 1997 to 1999, a “restyled” body was produced, externally distinguished by different wings and a front bumper.

The weak points of the body are corrosion of the front arches (at the junction with the floor and above the wheel), corrosion of the rear arches (rear part), under the plastic of the flares.

The frame spars are closed type, rectangular in section. Body mounting brackets for modifications with 2.8L and 3.5L engines are 25mm higher ("factory body lift").

The weak points of the frame are corrosion in the area of ​​the rear wheels due to poor ventilation inside the side members.

Engines

4G54 is the simplest in-line 4-cylinder gasoline engine with a working volume of 2555 cm3 (2.6L), features - Mikuni carburetor, camshaft drive - a separate chain. Can be equipped with balancer shafts (driven by an oil pump chain), hydraulic valve clearance compensators, electronically controlled carburetor, catalyst, contactless ignition.

4G64 - in-line 4-cylinder gasoline engine with a displacement of 2350 cm3 (2.4L), features - electronically controlled fuel injection, camshaft drive - belt.

4M40 - in-line 4-cylinder diesel engine displacement 2835 cm3 (2.8L) features - camshaft drive - chain, turbocharging with intercooling. Options - with a simple mechanical injection pump or an electronically controlled injection pump (EFI).

4D56 - in-line diesel 4-cylinder engine displacement 2476 cm3 (2.5L) features - camshaft drive - belt, turbocharging.

6G72 SOHC - reliable V-shaped gasoline 6-cylinder engine with a working volume of 2972 ​​cm3 (3.0L), features: camshaft drive - belt, one camshaft per cylinder head (two camshafts in total), electronically controlled fuel injection. Options: reliable and simple 12-valve 6G72 (ignition - distributor); 24 valve (4 valves per cylinder, microprocessor ignition).

6G74 - V-shaped petrol 6-cylinder engine with a working volume of 3497 cm3 (3.5L), features: camshaft drive - belt, electronically controlled fuel injection. Options: 6G74 DOHC - four camshafts (two per head); 6G74 SOHC - one camshaft per cylinder head (two camshafts in total); 6G74 MIVEC - version with variable valve timing, installed on Evolution; 6G74 GDI - with GDI direct injection system and valves in intake manifold, changing its geometry.

V4AW2 is a four-speed automatic transmission from Aisin Warner (according to the proprietary classification AW 03-72L or Toyota A40) without electronics, complete hydraulic mechanics. Installed on 4D56 and 6G72 engines (12 valves). Aggregated with a “small” transfer case.

V4AW3 is an “indestructible” four-speed automatic from Aisin Warner (AW 30-43LE, also known as Toyota A340) with partially electronic control (a separate computer for the box, a bunch of sensors, but with cables). Installed on engines 4M40 and 6G72 (24 valves), 6G74 (DOHC and SOHC). Aggregated with a “big” transfer case.

V4A51 is a four-speed automatic transmission from MMC with fully electronic control, without cables. Installed since 1997 on some 4M40 with EFI. It is considered significantly weaker than its predecessor. Aggregated with a “big” transfer case.

V5A51 is the fastest automatic (on PII) from MMC with fully electronic control, five-speed Tiptronic. Like V4A51, it is considered significantly weaker than V4AW3. installed with 6G74 GDI. Aggregated with a “big” transfer case.

Manual transmission (all 5-speed):

V5M21 - "small" manual transmission. considered the weakest. Available with 4G54 and 4G64 engines. Aluminum body with non-detachable clutch bell. Aggregated with a “small” transfer case.

V5MT1 - “small” manual transmission. Cast iron body with detachable clutch bell. Aggregated with a “small” transfer case. Available with 4D56 and 6G72 engines.

V5M31 - "large" manual transmission. Available with 4M40 and 6G74 engines. Aggregated with a “big” transfer case.

FAQ on automatic transmission - http://pajero4x4.ru/bbs/phpBB2/viewtopic.php?f=246&t=66468

Handouts

As everyone has already understood, there are “small” and “large” RKs on PII. Transmission to the front cardan is a multi-row chain. Each size comes in either Part-Time or SuperSelect. The “small” ones have a square hatch under the PTO, the “big” ones have a rectangular one.

Part-Time is a transfer case without a center differential with a “rigid” connection of the front axle.

SuperSelect - transfer case with center differential and the ability to disable the front axle. Center differential with the possibility of forced locking.

Suspension

Front suspension: independent, longitudinal torsion bars, with stabilizer lateral stability. On Pajero Evolution - spring, on double levers.

Rear suspension - two options: leaf spring or spring. Pajero Evolution again stands out - independent rear suspension.

Leaf springs - on two semi-elliptical springs (attached from the bottom of the bridge), shock absorbers are spaced back and forth, stabilizer on more expensive trim levels, rear brakes are drum only.

Spring - two springs, two trailing arms (“sticks”), one wishbone(“Panhard rod”), shock absorbers are moved forward, anti-roll bar on all trim levels (with spring suspension), rear brakes are disc only.

The rear axle is a continuous beam (except Pajero Evolution). It comes in three sizes (according to the size of the GP) 8", 9", 9.5".

The heaviest and most durable (reinforced axle shafts) 9.5" was installed only with “large” transfer cases. https://www.drive2.ru/l/8236614/

Differential rear axle depending on the configuration in 4 options: free non-locking; limited slip differential (LSD); forcibly blocked (pneumatic blocking); some kind of hybrid version of LSD (I know little about it).

8" axle shafts - diameter 30.5mm 28 splines

9" axle shafts - diameter 30.5 mm 28 splines (No. 80 and No. 21 - without pneumatic block, No. 81 and 82, No. 75 and 76 with pneumatic block)

9.5" axle shafts - diameter 35.5 mm, 32 splines (for local ones - No. 7, No. 8)

Front axle gearbox - four options: small (7.25") or large (8"); SuperSelect or PartTime. The front cross-axle differential is 2- or 4-satellite, non-locking. Possible in large cases self installation pneumatic blocking devices from third-party manufacturers.

I’ll add to the heap the main pairs (from high-torque to high-speed) info from the pajero4x4.ru forum, thanks to Zhiper and ruber. http://pajero4x4.ru/bbs/phpBB2/viewtopic.php?f=4&t=94431

The most high-torque 5.285 (37/7 teeth) - installed on long cabs with a 4D56 engine, 9" rear, 7.25" front

4.900 (49/10 teeth) - for long cabs and cabs with a 4M40 engine, 9.5" rear, 8" front

4.875 (39/8 teeth) - ... rear 8", front 7.25"

4.875 (39/8 teeth) - very popular size, 9" rear, 7.25" front

4.875 (39/8 teeth) - this pair is in question, it seems there was such a larger GP with the same drive, rear 9.5", front 8"

4,636 (51/11 teeth) - with engine 4M40, 6G72 (24 cells + automatic), 6G74, rear 9.5", front 8"

4.625 (37/8 teeth) - 9" rear, 7.25" front

4,272 - with 6G74 engine, rear 9.5", front 8"

Possible features of the configurations:

Spring suspension of the front seats

Recaro seats

Hydraulic damper in steering

Hydraulic ride height adjustment system

System for changing the stiffness of shock absorbers (3 positions)

Mechanical winch (with PTO) https://www.drive2.ru/l/1848641/

Rear gate with canister

Sunroof (several options)

Electric antenna drive (in the wing, manual option, there is also an option in the windshield pillar).

Additional rear heater

Dual-zone climate control (rear air conditioning on long)

Standard navigator

Electric heating of the wiper area

Electrically heated seats

Electrically adjustable front seats

headlight washer

Heating the fuel filter (diesel)

Additional seats in the trunk (in the long one there are two double benches - a 9-seater option or two single folding ones; in the short one there is also an option for Asia with two simple stools in the trunk).

Heated mirrors

Various spoilers, body kits, running boards...

transmission is required Superselect, rear axle pneumatic blocking

If it’s a diesel, then take the 2.8 (it’s indestructible IMHO, and it comes with a “big” manual transmission and automatic transmission).

If it’s gasoline, then 3.0 (I think more reliable) or 3.5 (more powerful, and larger boxes).

Mitsubishi Pajero- This legendary SUV SUV class from the Japanese concern, which has long won recognition in the world. It was first shown at the Tokyo Motor Show in 1973, but then it was a prototype.

The production car was demonstrated in 1981, its mass production began in 1982. The car was equipped with one of four engines, which was very rare in those days. In total there are 4 generations of cars with their own engines.

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The very first Pajero was produced from 1982 to 1991, that is, for 9 years, which indicates high demand for the car. During all this time, 9 were installed on it different engines with automatic, mechanical and hydromechanical boxes transmission

Engines:

Name	Number of cylinders	Number of valves	volume, m3	Power, hp	Torque, Nm
4G54	4	8	2.555	103	188
4D55	4	8	2.346	75	147
4G63	4	8	1.997	110	164
4G63T	4	8	2.000	137
4D55T	4	8	2.346	181	181
6G72	6 (V6)	12	2.972	143	168
4D56	4	8	2.476	95	234
4D56T	4	8	2.476	99	240
4G64	4	16	2.350	145	206

Cars based on these engines are outdated - the last one came off the assembly line in 1991, so it is already more than 26 years old. The first generation Pajero is still available, but there are very few of them.

The first generation turned out to be very successful - during 1989 to 1990 alone, the Japanese produced more than 300 thousand cars. At the peak of its glory, Pajero entered its second generation. Now the cars have become larger, have a different body, and most importantly, they have not adopted the shortcomings of previous models.

Many engines from the first generation migrated to the second, plus new ones appeared power plants.

Name	Number of cylinders	Number of valves	volume, m3	Power, hp	Torque, Nm
6G72 SOHC	6	12	2.972	150	230
6G72 SOHC	6	24	2.972	181	265
6G74 SOHC	6	24	3.497	194	316
6G74 DOHC	6	24	3.497	208	324
6G74 DOHC GDI	6	24	3.497	245	343
6G74 DOHC MIVEC	6	24	3.497	280	348
4D56	4	8	2.476	105	240
4D56T	4	8	2.835	125	294
4M40 EFI	4	8	2.835	140	314
4G54	4	8	2.555	103	196
4G64	4	8	2.350	112

In the second generation, 3-liter engines with the SOHS system, 12 valves and technology appeared electronic distribution fuel mixture. A 2.5-liter diesel unit also appeared with new system cooling, and Super Select 4WD technology, thanks to which the driver was able to select the type of drive while on the move - at speeds of up to 100 km/h. Plus, for the first time in Japanese cars used a new multi-mode ABS system.

Mitsubishi Pajero was produced from 1991 to 1999. By the way, in 1997 they carried out a restyling, during which the design and power plants were changed. In particular, instead of the 6G74 with the DOHC MPI system, they began to use the 6G74 DOHC GDI, updated the transmission and added an automatic 5-speed gearbox for the 3.5-liter internal combustion engine, and a 4-speed for the 2.8-liter engine.

Pajero III cars were produced from 1999 to 2006. New turbocharged diesel power plants were installed here, as well as gasoline units with a huge cylinder capacity of 3.8 liters. Some motors have come since the 1st generation, albeit with some improvements.

Name	Number of cylinders	Number of valves	volume, m3	Power, hp	Torque, Nm
6G72	6	24	2.972	173	255
6G74	6	24	2.972	181	265
6G75	6	24	3.828	231	339
4D56	4	8	2.476	105	240
4M40	4	8	2.835	140	314
4M41	4	8	3.2	168	351

Thanks to these engines Mitsubishi cars Pajero has become firmly established in people's minds as extremely reliable vehicles, combining high level comfort, maneuverability, power. The only competitors are Land Rover Discovery and Toyota Land Cruiser.

The last third-generation car was released in 2006. Already in September of the same year, the 4th generation car was presented, which caused a mixed reaction. Many experts believed that this was a restyled version from the 3rd generation, since the cars are similar to each other, especially in interiors. However, this was not a restyling. These cars are produced even today, in 2018, and they can be equipped with one of three engines.

Name	Number of cylinders	Number of valves	volume, m3	Power, hp	Torque, Nm
6G72	6	24	2.972	173	188
6G75	6	24	3.828	250	339
4M41	4	8	3.2	200	441

That is, all power units have been transferred from the previous generation. Of course, some design changes take place - hence the changes in technical characteristics.

6G72 is the only internal combustion engine that was installed on cars of all four generations, starting with the model released in 1986. It was in this year that the first 6G72 rolled off the assembly line.

Options:

Manufacturer	Kyoto engine plant
Cylinder block	Cast iron
Nutrition	Injector
Type	V-shaped
Number of cylinders	6
Valves per cylinder	2 or 4 (depending on modification)
Piston stroke	76 mm
Cylinder diameter	91.1 mm
Exact volume	2.972 m3
Power, torque, compression ratio	Depends on modification
Fuel	Gasoline AI-95 or AI-98
Consumption	Mixed - 13-15 liters per 100 km
Required oil viscosity	0W-40, 5W-30, 5W-40, 5W-50, 10W-30, 10W-40, 10W-50, 10W-60, 15W-50
Engine oil volume	4.6 liters
Oil change via	10 thousand km; better – after 7000 km.
Resource	400+ thousand km.

6G72 is a three-liter internal combustion engine with a V-shaped cylinder block made of cast iron and an aluminum cylinder head. There are 5 different cylinder heads in total:

• SOHC 12V (162 hp, 250 Nm)
• SOHC 24V (185 hp, 265 Nm)
• DOHC 24V (225 hp, 278 Nm)
• DOHC 24V GDI (240 hp, 304 Nm)
• DOHC 24V Turbo (324 hp, 427 Nm)

The 12-valve cylinder heads SOHC 12V received hydraulic compensators and do not require valve adjustment. Later, the manufacturer switched to 24-valve heads with a single camshaft (SOHC 24V), as a result of which the power increased to 185 hp.

Since 1990, twin-shaft cylinder heads with 24 valves (DOHC 24V) have been used. This engine produced 225 hp. Certain engines with such a head were equipped with a direct fuel injection (GDI) system - the compression ratio in such units increased to 11, and power - to 240 hp.

In addition to naturally aspirated engines, a turbocharged version with two superchargers and intercoolers was also produced. It used a different intake, exhaust camshafts, compression pistons 8, oil cooler and injectors, sensors, etc. Depending on the turbocharger and boost force, the power may vary. The most powerful engines reached a power of 324 hp. with supercharging 0.8 bar.

By the way, the 6G72 engine was produced for 22 years, which speaks of its exclusivity, reliability, and enormous service life.

Problems and disadvantages

It’s worth starting with the obvious - the 6G72 uses a timing belt, so the rollers, pump and belt should be replaced every 90 thousand kilometers. If the pistons break, the valves bend, which is accompanied by expensive repairs. However, this cannot be called a disadvantage, since this is a feature of the technology.

Typical problems for 6G72:

• Oil consumption. After 100-150 thousand kilometers it is possible increased consumption lubricants Most likely, this is due to stuck oil scraper rings and caps. There is only one solution - change the rings and caps.
• Knocking in the engine. Often the cause is hydraulic compensators. The solution is to buy and replace with new ones. Rarely, knocking occurs due to rotation of the connecting rod bearings - this is a more serious problem that requires major repairs.
• Floating speed, which occurs due to a malfunction of the regulator idle move. This may also be affected throttle valve which requires cleaning.

Also, after 100 thousand kilometers, replacement of spark plugs is required. If in most engines there are no difficulties with this, then on the 6G72 this procedure is complicated, since it requires removing the intake manifold.

If you systematically undergo technical inspection, pour only high-quality oil and fuel, then such an engine will run for a very long time. With high-quality maintenance and timely replacement of consumables, the service life is 400+ thousand kilometers. After the overhaul, the engine will travel another 200 thousand km. exactly.

6G74 and 6G75

A natural continuation of the 6G72 internal combustion engine is the modified versions 6G74 and 6G75. The first to appear was the 6G74 in 1992. It was installed on Pajero of the 2nd and 3rd generations, and on the latest models they used 6G75.

6G74 is developed on the basis of 6G72. Its cylinder block is bored to 93 mm and adapted to the crankshaft with a piston stroke of 85.8 mm. Naturally there is various modifications with different performance characteristics. The most common engine is with a SOHC system, 24 valves and a compression index of 9.5. Its power reaches 180-222 hp. There were also 6G74 engines with a DOHC system, 10 compression and 208-230 hp. The latest version received a DOHC 24V GDI cylinder head. This engine was equipped with direct fuel injection technology, the compression index increased to 10.4, power - up to 245 hp.

Like the previous 6G72, the new 6G74 uses the same belt-driven timing mechanism, which requires replacement every 90 thousand km. In 2003, they stopped producing it, and instead they created an advanced 6G75, made in a new cylinder block, increased by 2 mm in height.

6G75 is installed on cars of the 3rd and 4th generations, but in fact it came from the 1st, albeit in a modified form. This engine is installed on Mitsubishi Pajero even today. This is a V-shaped engine with 6 cylinders and 24 valves. It differs from its predecessor 6G74 by a new cylinder block, designed for a crankshaft with a piston stroke of 90 mm, and cylinders with a diameter of 93 mm. The manufacturer also supplied forged connecting rods.

The cylinder head with 24 valves was equipped with a system for adjusting valve lift height and changing valve timing. These are the main differences from previous engines. The timing belt drive remains - the rollers with the belt require replacement after 90 thousand km.

As for the problems of the 6G74 and 6G75 motors, they are exactly the same as those of the 6G72. That is, there is an “oil burn” on engines with a mileage of 100+ thousand kilometers. You can drive and add oil, but this is fraught with premature wear of the CPG; ideally, the oil scraper rings and caps will need to be replaced. Knocking in the engine occurs due to worn hydraulic compensators, and floating speed indicates a malfunction of the idle speed controller. All these problems occur on 6G series engines. Owners can be advised to use high quality gasoline and oil, change consumables in a timely manner, which will eliminate problems with the engine for 400 thousand kilometers.

4D56

The 1-2-3 generations used a 4D56 engine, but the 4th generation cars do not have it. This is a classic 4-row diesel engine that has been produced since 1986. The engine cylinder block is cast iron, the cylinder diameter is 91.1 mm. Inside they placed a forged crankshaft with a piston stroke of 95 mm, 2 balancer shafts. Its volume is 2.5 liters.

On top is an aluminum cylinder head with a single camshaft, which drives 8 valves - 2 on each cylinder. Hydraulic compensators are not used here, so valve clearances require adjustment every 15,000 km. When the engine is cold, the intake and exhaust clearances are 0.15 mm.

The timing drive is a belt drive, and it lasts 90 thousand kilometers; however, it must be changed, otherwise the belt will break or fly off, which will lead to bending of the valves.

And although the 4D56 is a reliable motor, it has some disadvantages:

• Noises caused by the crankshaft pulley becoming unusable. A simple solution is to replace it with a new one.
• Oil leaks. Everything is standard here: on worn-out engines (and today they are almost all worn out), balancer shaft seals, valve cover gaskets and pan gaskets leak.
• Cracks in the cylinder head. A characteristic symptom of a crack is the bubbling of antifreeze in expansion tank. The head can be welded, but this is a temporary measure. Ideally, you will have to buy a new cylinder head.
• Smoke from the engine. The reason for its appearance is incomplete combustion of fuel. In most cases, the injectors fail; after replacing them with new ones, the operation returns to normal.

On the 4D56, you should check the balancer shaft belt - it requires replacement after 40-50 thousand kilometers. If it breaks, it will fall under the timing belt. Some mechanics simply remove the balancer shafts, but this risks causing the crankshaft to break at high speeds. Well, the standard problem is the EGR valve, which requires cleaning after 30-40 thousand km. It can be turned off without harm to the engine.

4M40 and 4M41

The 3rd and 4th generations of cars use 4M40 and 4M41 engines. The versions continue each other. 4M40 is a 4-cylinder engine with 2 valves per cylinder, which was produced from 1993 to 2006. This is a diesel 2.8-liter internal combustion engine equipped with an MHI TF035HM-12T turbocharger.

In 1999, it was modified and the 4M41 was released, which is installed on the 4th generation Pajero even today. This is also a diesel 4-cylinder engine, but with 4 valves per cylinder, its volume is 3.2 liters. There is a turbocharger - MHI TF035HL. The unit develops power up to 200 hp, and its torque at 2000 rpm reaches a maximum of 441 Nm. This internal combustion engine is huge - it holds 9.3 liters of oil, and its service life reaches 400+ thousand km.

Both engines - 4M40 and 4M41 - have the same problems:

• Timing chain noise is observed on engines after 150-200 thousand km. mileage This is a clear sign of wear on the mechanism - the chain needs to be changed before it breaks.
• Loss of power, smoke. First of all, you should check the injection pump. This is anyone's weak point diesel engine, which becomes unusable due to low quality fuel. By the way, the average service life of fuel injection pumps is 300+ thousand kilometers.
• A whistle from under the hood indicates a stretched alternator belt. The easiest way is to tighten it, ideally to replace it.
• Injectors after 100 thousand km. become unusable; the turbine lives 300 thousand km.
• The EGR valve becomes clogged, causing the mixture to become lean. It needs to be cleaned every 30-40 thousand kilometers, although particularly experienced drivers turn it off.

Like all engines on the Pajero, the 4M40 and 4M41 engines do not require any unique maintenance operations. Everything is standard: use high-quality oil and fuel, change consumables on time, and for 400 thousand km. forget about the problems.

4M41 and 6G75 are the most modern and technologically advanced engines on the Mitsubishi Pajero. With proper overhaul after 400 thousand km. they will travel another 150-200 thousand km, and sometimes more. Depending on condition and mileage, prices vary widely. There are motors for 200 thousand rubles, but there are also cheaper ones - for 85,000 rubles. Unit 6G75 in good condition You can get it for 145+ thousand rubles.

By itself contract engines and cars older than 10 years are not recommended for purchase. Their service life is completely exhausted, so they will have to be repaired frequently. It is best to look at the 4M41 and 6G75 engines after the 2010 release.

This is one of the most important parts of this machine and at the same time one of the most expensive to repair. Even with a completely acceptable service life of cardan shafts and gearboxes, there are still plenty of problems. I already talked about the rear axle in the first part; this is a very expensive unit that is easily damaged by careless off-road driving. What about transfer cases?

They are divided into “full” Super Select and “simply” 4WD, that is, hard-wired part-time. Each transfer case is available in two versions, “large” and “small”, for the corresponding gearboxes and rear axles.

The “part-time” 4WD, which is simpler in design, however, is not absolutely glitch-free, because here the connection of the front axle axle is controlled by pneumatics (excluding rare budget purely mechanical versions). The system is not very complicated: vacuum from a vacuum pump (on diesel engines) or from a manifold through a vacuum tank and a pair of actuators is supplied to the actuator. Everything is managed by a pair of sensors and a control unit. However, there are plenty of glitches on older machines. If the light flashes while driving all-wheel drive, it always means something is going wrong.

In the photo: Mitsubishi Pajero Metal Top "1991–97

Superselect's device is more complex, there are many more sensors and actuators. It also has a center differential, which means that in addition to modes with rear axle drive, simple and reduced all-wheel drive, it can also perform permanent all-wheel drive with center locking.

Standard problems with all distributors of older cars are stretched chains, damage to bearings and oil leaks. Plus, on all Pajero transfer cases, the sensors of the all-wheel drive system cause a lot of trouble.

In addition to controlling rows and locks in transfer cases, the Pajero can also control rear axle locks, which... yes, you guessed it, exist in several versions. There is a basic version without any locking at all, there is an “automatic” version with an LSD viscous clutch, and there is also a rigid pneumatic one. Naturally, the life of the viscous coupling is finite, and the pneumatics are simply glitchy, so the effectiveness of the blocking decreases with age.

All systems should be checked when purchasing: if the car seems to be driving, but something is blinking on the dashboard or doesn’t connect right away, then the cost of restoration can be absurdly high. After all, you don’t need a Jeep without all-wheel drive, do you?

Mechanical boxes

Not everything is so simple with them either. The “mechanics” of the V5M31 series is definitely considered reliable; it is combined with a “large”, more durable transfer case and its problems mainly come down to oil loss and wear of the second and third gear synchronizers. It was used standardly with 2.8 and 3.5 engines, but is also found with a 3.0 engine on restyled cars. The V5MT1 series manual transmission is a little weaker, more prone to oil leaks, sometimes loses synchronizers and clutches in frequently used gears, but rarely breaks down completely.

In the photo: Mitsubishi Pajero Wagon GL "1991–97

Used with 2.5 and 3.0 engines before and after restyling. Older machines may have problems with bearings and shafts, but this is more likely a consequence of oil loss or water ingress than a purely resource problem. This box is combined with a “small” transfer case, and with a 3.0 engine its resource may already be too short.

The V5M21 manual transmission is only available with 2.4 and 2.6 four-cylinder petrol engines, and it cannot withstand even their low power. Damage to bearings and shafts is common, but cars with these engines are generally rare and their age is usually maximum. It can only be combined with a “small” transfer case, which is in no danger with such engines.

Automatic boxes

Probably, there is no need to say that there are a lot of automatic transmission variations on the Pajero?

The four-speed Aisin AW03-72L can be found mainly on the simplest modifications of the Pajero II Wagon with a 2.4 engine until 1994, as well as on the American Montero II, even with V6 3.0 engines, which are clearly redundant for it.

In the photo: Mitsubishi Pajero Wagon "1997–99

The automatic transmission is well known from Toyotas - it was installed on Hulux pickups with 2.0–2.7 engines, as well as Cresta/Mark II/Chaser, Crown cars and many other models with engines of similar size. And she proved herself to be excellent. If you don’t forget to change the oil and don’t overheat, it can go several hundred thousand kilometers. The resource limitation is mainly due to wear of the clutches, less often due to loss of pressure by the pistons or valve body seals. It rarely gets dirty even with a “standard” oil change interval of every 60 thousand, since the gas turbine engine lock rarely works and wears out little.

On the Pajero, water is also added to its enemies - when overcoming fords, water may enter the ATF, and if you do not immediately clean the oil system, the emulsion will quickly kill the cardboard clutches.

Rear cardan shaft

price for original

55,362 rubles

The automatic transmission of the Aisin AE30-43/AW30-70LE series is no less reliable. These boxes are perhaps more reliable than the machines themselves. They were installed with all engines before 2006, and this is a truly excellent “automatic”. Boxes were also used on Toyotas and Lexuses, in particular on the GS430, LX470, Cressida, the same Crown, Mark II and others. Failure, again, most likely, after an unrealistic mileage or serious overheating. It is extremely difficult to disable it in any other way; it can withstand loads more serious than even a 3.5 engine can create.

Automatic transmissions developed by Mitsubishi itself, the V4A51 series, are no longer as reliable as the Aisins of the old series, but still quite strong. It almost always lasts up to a mileage of 200 thousand kilometers; more is no longer a fact. In addition to purely resource limitations, there are also electrical problems with sensors and wiring, and contamination of the valve body. The service life of gas turbine engine blocking linings is large, but hardly more than 250–300 thousand kilometers. They are found mainly with a 2.8 diesel engine and on cars manufactured after 2000 with a 3.5 engine assembled in India.

The five-speed V5A51 is made on the basis of a four-speed gearbox and is also a development of Mitsubishi itself; in terms of reliability it is not much inferior to its predecessor, but the car with it is noticeably more economical. It was used mainly on cars with 3.5 engines produced after 1998, and after the cessation of production of Pajero II in Japan - on regionally assembled cars with all engines.

Gasoline engines

The engines on the Pajero II are mostly already familiar to those who have read. But in addition to the gasoline 2.4 series 4G64, 3.0 6G72, 3.5 6G74 and diesel 2.5 4D56, older gasoline engines 2.6 4G54, a new turbodiesel 2.8 series 4M40, as well as several new variants of the 6G74 engine were added .

Gasoline in-line fours on the Pajero II are rare and are mostly the good old 2.4 4G64 in different versions. The power supply system is always distributed injection, reliability is at the level of one of the best engines 4G63 series, in fact it differs only in cylinder diameter and piston stroke. On a heavy SUV, the power is no longer enough, but nevertheless, the engine can travel several hundred thousand kilometers without serious problems. Unfortunately, cars with this unit are mainly versions before the intermediate restyling of '94. This means that they are the oldest, worn out and have spring rear suspension, that is, not the most the best option basically.

The extremely rare 2.6 4G54 engine is most often found in a carburetor version on cars from 1990–1992, and after that, sometimes in a version with distributed injection. It is considered phenomenally reliable and indestructible, but, alas, it will not be possible to test it. This is a real rarity, almost a legend, because it was on this engine that Mitsubishi first tested the combination of electronic injection and turbocharging, although in this version it was not installed on the Pajero II.

In the photo: Mitsubishi Pajero Metal Top "1991–97

The title of the most common engines is held by the V6 3.0 series 6G72 in two forms: before 1997 - the SOHC version with 12 valves and after - also SOHC, but with 24 valves. The power and ignition systems also differ. 12-valve engines have an ignition system with a coil and distributor, while 24-valve engines have a more traditional ignition module.

The motors are extremely reliable, the block is cast iron, the piston group is moderately conservative. The timing belt is driven by a thick and high-quality belt. On older engines, problems are often associated with gradual coking of the piston group due to oil leaks through valve seals, because the crankcase ventilation system is far from perfect and requires regular maintenance.

The control system on both 12- and 24-valve engines is not without fault, but is quite reliable. Failure of lambda sensors and intake leaks are its main problems, which subsequently lead to the destruction of catalysts. Which in turn can lead to accelerated wear of the piston group.

If you keep the oil level at the upper limit, then the second drawback is the vulnerability of the crankshaft when oil starvation– also not a problem, but for off-road driving it is recommended to even exceed the maximum level by another liter.

In the photo: Mitsubishi Pajero Metal Top "1991–97

Problems with the crankshaft pulley also occur: unfortunately, when the key is not carefully tightened and the old sprocket is used in the timing drive, the key is cut off, and the drive pulley for additional units rotates on the shaft. To prevent such troubles, it is recommended to replace the pulley mounting bolt with a new one every time the belt is replaced, and the crankshaft sprocket at the slightest looseness. By the way, do not count on 120 thousand kilometers of belt service life; in our conditions it is recommended to change it once every 60–90 thousand maximum, including replacing all the rollers, checking the operation of the hydraulic tensioner and replacing the front cover seals.

The engine cooling system was initially rather weak, and over the years its capabilities have not improved. Radiators clog easily, especially on versions with air conditioning, where the “sandwich” of radiators becomes dirty not only from the outside, but also from the inside. The lifespan of the pump is very modest, and the reliability of the hoses is also questionable. And the viscous coupling with the fan is also far from eternal, the fan simply loses its blades, the viscous coupling not only jams, but sometimes begins to slip due to loss of oil.

More powerful engines of the 3.5 6G74 series initially have an ignition system with a module, without a distributor, otherwise similar to the 6G72 series. After 1997, you can also find a DOHC version of this engine with a power of over 200 hp. s., and the MIVEC version with phase regulators was installed on the Evolution version. On Japanese cars later releases you can even find a GDI version of the engine, which is equipped with direct injection of the first generation and which should be avoided due to.

Diesel engines

Diesels are represented mainly by the older 2.5 series 4D56 engine, which is considered not the most successful Mitsubishi unit, and the more recent 4M40 series engine from commercial vehicles, with a volume of 2.8 liters. The latter turned out to be noticeably more reliable, but, unfortunately, more expensive to restore.

The 2.5 4D56 engine has already “lit up” in the story about, but I will repeat it here. The design, tested over the years, turned out to be not suitable for increasing power. 99 l version. With. can still be considered relatively strong, but more and more powerful variants suffer a lot of damage under prolonged load: the cylinder block, camshaft failures, cylinder burnouts...

Radiator

price for original

48,460 rubles

Even the timing belt on the 2.5 diesel engine has an unstable service life; it often breaks during a “children’s” mileage of 30–40 thousand kilometers due to problems with camshaft lubrication and rocker failures. Fuel equipment before 1994 was considered frankly unreliable, after that it was noticeably better, but not ideal. In general, this is the case when you can say an unequivocal “no” with a clear conscience.

After 1994, another engine appeared for the Pajero II, this is the 2.8-liter 4M40 engine. This series of diesel engines, unlike the very old 4D56, has a seriously reinforced design, and a fairly reliable chain is used in the timing drive. The engine easily handles the conditions in which the good old 4D56 gave up - prolonged driving at high speed and prolonged full load when driving uphill and with a trailer. If you need a diesel engine, then you already know what volume it will be.

In the photo: Mitsubishi Pajero Metal Top "1991–97

What's the result?

The main conclusion that a potential buyer of the Mitsubishi Pajero 2 should make for himself is that you should not rely on an archaic design that will ensure a trouble-free 20-year service life. Pajeros often break down if you don't take care of them. Therefore, diagnostics must be comprehensive and thorough, checking the machine’s performance in all modes, including “ground”.

As for the optimal modification, everything is not obvious. The most durable versions are with the most powerful engines, petrol 3.5 and diesel 2.8. Some mechanical boxes turn out to be less reliable than automatic machines. Superselect is predictably more expensive than “part time” to operate, but will provide more freedom of action. For moderate operation “city-dacha-forest on holidays” the “petrol 3.0 with automatic transmission” option is quite suitable.

Would you buy a Mitsubishi Pajero 2?

Everything is good in time - this proverb fully applies to our hero. What do we care about its indestructible suspension, mass of body options, many engines and the revolutionary Super Select transmission, if such an all-terrain vehicle were not available! “Pajero” - the car was named after a wild cat native to Argentina - would have flashed in the form of a small black and white photograph under the heading “In the World of Motors” - and that’s all. Horrible, isn't it? Fortunately, by 1991, the date of birth of the second generation Mitsubishi-Pajero, our country changed the vector of development, opening the borders for foreign cars. Today, the Pajero II is still in price: 435,000 rubles are asked for a 1994 model with a 2.5-liter turbodiesel four-cylinder engine and a mileage of 300,000 kilometers.

SIDE VIEW

Externally, the all-terrain vehicle does not look outdated at all. Moreover, in style it is not very different from the fourth, most modern generation of the car. My “lean”, as the car is sometimes called in slang, is tinted in the overseas manner: the windshield and front door windows are untouched, everything else... I would immediately rip off such art, they look too cheap.

Despite having lived for 17 years, the car simply sparkles in the sun. This is not the result of secret Japanese technologies in the field of varnishes and paints - this is pre-sale preparation in Russian. The car, as the servicemen say, was “drenched all over.” This operation in Moscow costs a lot of money: from 70,000 to 120,000 rubles. The exception is the roof: there is a factory paint layer, 140 microns. On others body parts- from 280 to 340 microns. The worst situation is with the back door: there is a lot of putty, the total thickness of the coating reaches 1000 microns!

The SUV is shod with expensive imported tires that still last a couple of seasons. But you will have to part with the stainless kengurin, it does not pass according to the current rules. Minor scuffs on the bumpers and clouded plastic of the headlights complete the almost blissful image of this warrior.

Let's go to the salon. Time has not been kind to him: the stale smell of tobacco, slightly shaded by cheap car perfume a la the spray of the Adriatic, the seats of all three rows have been cleaned more than once (the car has been preserved in the seven-seater version!), the seized steering wheel and the transmission lever knob polished to a mirror shine - the traditional bouquet of a not new car , who has seen a lot and many.

Trying to adjust the driver's seat, I realized that the lock for the longitudinal movement of the slide had done itself hara-kiri, and not yesterday. Left rear window didn't go down. Probably, out of solidarity with him, the door of the same name was not opened from the inside.

INSIDE OUT

A quick inspection of the car on a lift showed that the main expenses would be on restoring the chassis, preventive changes of oil, filters and timing belt. Although there may be changes in the program: the car is old. The belt costs about 1,500 rubles, the rollers cost 700–900 (depending on the brand), fuel filter- 400, oil is 200 rubles cheaper. If you change it yourself, everything is clear, but on the side it will result in an additional investment of 2500 to 4000 rubles.

By the way, there are absolutely all spare parts for this model - official car sales in Russia have had an impact. In addition, the car was actively imported from secondary markets Europe, America and Asia in all versions, including right-hand drive.

With a mileage of 300,000 km, only incorrigible optimists can hope for the performance of the turbocharger. All that remains is to find a non-new one at disassembly (10,000–12,000 rubles) or sort through the old one, replacing the cartridge, which will cost almost the same money. There is a third option: buy a new one for 24,500 rubles.

The ball joints in the suspension will have to be replaced immediately. The upper ones cost 450 rubles, the lower ones are more expensive: 870 rubles plus labor. On our car, they also asked for replacement of the upper control arms, which would cost an additional 3,500 rubles. If the fuel injection pump of a 99-horsepower engine becomes capricious, you need to prepare about 6 thousand more. However, it’s better to take a look at the frame first - you may not need to spend this money. If it is terribly rusty or bears traces of all kinds of welding and welding, there is no point in further inspecting such a car, because this is the main detail in an elderly all-terrain vehicle. Pajero II is not particularly resistant to corrosion, and its traces are visible from below.

The frame on this car is quite passable, but the VIN is very difficult to read. In addition, this example is equipped with new fender lockers that fill the wheel wells. It looks like they were installed for a specific purpose - to cover the rotten mudguards of the car. Agree, 2,500 rubles spent on this matter are mere trifles compared to the global body repair, but that doesn’t make it any easier for us. The exhaust system is dented in places, but will last for some time. Of the little things - a small oil leak through the engine oil seal.

IN MEMORY OF SHARIKOV

As soon as we started the engine, the car, like an elderly cat, let out a trickle of oil and smoked like a tractor. For some reason, I remembered Sharikov’s famous “We strangled and strangled cats...” Or the motor does not have enough air, which can be treated by a simple replacement air filter, or you need to look fuel system under the conditions of a specialized service. When turning on the front axle while driving, fortunately “Super Select” allows you to do this without damaging the transmission, the all-wheel drive icon flashed treacherously. Most likely, the valve responsible for the connection did not work, which means waste again.

So should you take this car or not? Although in general the Pajero went through the demonstration program quite cheerfully, only those immediately detected were eliminated weak points you will need 21,640 rubles. But it is still unknown why the car smokes so much (overhaul of the engine would easily cost 100 thousand), what is wrong with the front axle connection, and why the electric shock absorber adjustment motors do not work. What about repairing the “dead” glass of the rear left door? No, for this money it is better to find either a new domestic all-terrain vehicle, or a not so famous, but more recent imported one. Or even look for Pajero II, released at the end of the series, in 1998–1999. Yes, this one costs a lot more money, but it makes sense to save up. Remember the fairy tale? It’s better to drive through the fields of the Marquis of Carabas than to ask the locals the name of the place where the car will finally break down.

OUR HELP

Mitsubishi-Pajero II, a frame all-terrain vehicle, was produced from 1991 to 1999. The limited edition “Pajero Classic” lasted at the company’s factories in the Philippines until 2008. In China, Pajero was produced under the Libao-Leopard brand. The car was equipped with the famous “Super Select” transmission, which made it possible to drive with all-wheel drive on dry surfaces thanks to the center differential. Some of the cars were equipped with ordinary hard-wired all-wheel drive (“Easy Select”). Gearboxes were both mechanical and automatic.

The second generation was equipped with shock absorbers adjustable from the interior. Engines - petrol and diesel. In 1997, the model was restyled. There are standard foglights, climate control, heated mirrors and windshields, an anti-lock braking system and a distribution system braking forces(EBD) in the brake drive. The list of custom equipment included an electric sunroof and leather upholstery.

Mitsubishi Pajero II has many modifications: 3-door “Metal Top” and open-top “J Top”, 5-door “Mid Roof” and “Kick Up Roof” and so on. In addition, Pajero is equipped with two types of engines: a 3-liter V6 and a 2.5-liter turbodiesel, as well as two types of transmissions: a 5-speed manual and a 4-speed automatic. The most expensive trim levels are still labeled “Super Exceed” - versions with a seven-seat interior in the list of options, front fog lights, power accessories, including drive side mirrors, sunroof, leather interior, wood-look interior trim, electric and heated seats, cruise control, dual air conditioning, CD player, etc. They also differ from the basic versions in appearance - due to a special body kit and coloring. In 1997, a restyling was carried out, which slightly changed appearance. In particular, minor modifications to the wings gave the car a more masculine, “dauntless” look. In the same year, a sports modification, Evolution, was released.

At first, the new Pajero was equipped with engines of the previous generation, which had undergone a slight modernization - 4D56 diesel engines (atmospheric and turbo with 85 and 105 hp, respectively) and gasoline 6G72 (V6, 155 hp). In 1993 the line power units was expanded with new generation engines: gasoline 6G74 (3.5 l, 208 hp) with two overhead camshafts and diesel 4M40 (2.8 l, 125 hp) with intercooler and timing chain drive. After restyling, engines with the GDI system (direct injection) began to be installed on this car. Buyers were offered a choice of two manual transmissions, differing from each other in different ways. gear ratio main and first gears and one automatic transmission.

The second generation Mitsubishi Pajero uses the latest development of that time: the Super Select 4WD all-wheel drive system. The shortcomings of the all-wheel drive transmission of the previous generation Pajero, when 4WD could only be used when driving in poor road conditions, forced Mitsubishi engineers to develop a fundamentally new type of transmission. Now, using the lever transfer case, the driver can switch from rear-wheel drive to all-wheel drive on the go at any time, and the choice of modes is quite rich: it can be rear-wheel drive only (2H), permanent all-wheel drive (4H), with a center differential lock (4HLc). When stopping, you can turn on the all-wheel drive mode with a rigidly locked center differential and the lower row in the transmission (4LLс) for heavy vehicles. road conditions, fully mobilizing the off-road capabilities of the transmission. Also, as an option, a limited-slip limited-slip differential was installed on the front axle.

Mitsubishi Pajero has also made significant progress in terms of safety. For the first time, the second-generation car used the Multi Mode ABS anti-lock braking system and the EBD system, which ensured full functionality brake system in all Super Select transmission modes, since, for example, braking with a locked center differential requires completely different braking characteristics. In addition, the list now includes options such as driver and front passenger airbags, child seat mounts, and door stiffeners.

The 1991 Mitsubishi Pajero, like the previous generation, is based on a frame structure, and, as a result, high strength and reliability, which is important for the operation of a used car. This is definitely one of the best SUVs of its time. In addition, in general, this generation is distinguished by moderate prices.