The four-wheel-drive wagon market is full of new models but there are fewer and fewer that are useful work wagons that can also easily be used as a comfortable weekend bush warrior and do duty hauling heavy trailerboats. The Pajero is one of the few vehicles left on the market that makes a fair fist of it and although it has been around in its basic form since 2000, it has just been upgraded for 2009.

The new-for-2009 NT Pajero's most salient new feature is its improved 3.2lt diesel engine, which has a multitude of changes with the end result being better power and torque outputs, and a claimed reduction in noise and harshness.

All long-wheelbase Pajero models now have a 3000kg towing capacity, up 500kg from the outgoing NS, but ball load drops to from 250kg at 2500kg to 180kg between 2500 to 3000kg.

Another new model is the entry-level GL, which will appeal to fleets with its combination of safety features including ABS, stability and traction control, and 757kg payload (767kg as an auto) for $47,790 as a five-speed manual. However, we tested a new mid-range model grade that Mitsubishi hopes will appeal to families, the GLS, which costs $59,790 as a DI-D automatic (plus on-road costs).

GSL HIGHLIGHTS

The GLS includes features such as rear air-conditioning, 17in alloy wheels, trip computer, cruise control, front and rear fog lights, roof rails, in-dash six-CD player with steering wheel-mounted controls, leather steering wheel, gear levers and handbrake gaiter, three accessory sockets in the cabin, power windows and mirrors, and side steps. The GLS also has body coloured exterior trim and a new full chrome grille.

There is plenty of safety equipment, too, with Active Stability and Traction Control (ASTC), driver and passenger SRS airbags, side and curtain airbags, an Anti-Lock Braking System with Brake Assist and Electronic Brake Force Distribution.

The Pajero's interior is not as well finished as its main competitor, the Toyota Prado, despite the several upgrades Mitsubishi has done to it. It's not bad, but there are points where you can see that money was spent elsewhere - the lower centre console, with its hard plastic and cheap looking lidded compartment come to mind - and it's hard to justify given the $60K spend involved.

The seats are very comfortable up front, and the view ahead and to the sides is very good, although large rear headrests and a tailgate-mounted spare restrict rear vision. Rear parking sensors are optional.

There are loads of storage spaces up front, with a deep centre bin, various cupholders and reasonably large door pockets.

The buttons on the sound system are bigger, more legible and more intuitive to use than previous models, but still take some getting used to. The side mirrors are large and even though you'd be best off with a set of towing mirrors if you're hauling something wide, for most trailerboats you'd be pretty happy with the standard mirrors.

The rear seat is an old-school design, and is quite flat in cushioning but offers plenty of head, leg and foot room. The third row seat is for children only and limited to 70kg per seat, and while it'll drop down conveniently into the cargo floor, you can't raise just one seat - both have to be raised together, which is annoying if you wanted to make use of one seat and use the rest of the available flat cargo space.

The cargo area, when third-row seats are folded, is a well squared-off space for loads, and the 60-40 split-fold second row is easy to drop down even if it's not the latest thing in folding and space efficiency.

The cargo area has useful tie-down points and the strut-assisted swing-out tailgate has a lockout mechanism that works well on cambered roads to keep the door from swinging shut. One of the main problems of this old design is that if you are trying to load in a confined space - and especially if you have to load from the right rear of the vehicle, the door gets in the way.

MORE HORSES
The new engine has an 18 per cent improvement in power and torque over the previous 3.2lt diesel model. This has been achieved by using a bigger variable-geometry turbocharger and a modified swirl ratio and port form of the Swirl Control Valve.

Changes to the emission controls include upgrades to the airflow, intake air temperature and boost pressure sensors, and EGR valves and coolers.

The new NT diesel Pajero has an upgraded version of the five-speed automatic transmission with sports mode, lock-up and intelligent shift control.

Mitsubishi also claimed that an improved noise insulation package was fitted, including increased use of sound-deadening material.

All models in the NT series continue with the sophisticated full-time dual-range 4WD system, the Super Select 4WD II.

While Mitsubishi says that the new diesel is quieter, it isn't by much - in fact, it only reminds you just how noisy the last Pajero DI-D engine was.

While the rattly diesel sound and booming could be heard, and some coarseness could be felt at middling to high revs, this was not an issue when cruising at around 2000rpm, with it only getting really obvious from about 2500rpm. It's probably about the same or a fraction louder than the Prado diesel.

From a standing start there is typical turbo lag, but as revs reach 2000rpm the solid mid-range torque chimes in, giving excellent throttle response. The diesel will rev to its 4200 redline and beyond, but not as smoothly as some other turbo-diesels.

Even though it's responsive enough at lower speeds, the new engine comes into its own on the highway, where it just builds a head of steam and takes off. It has very good overtaking response.

The five-speed auto shifts quite well, although the lurch when manually shifting from second to first in low-range on slow, steep tracks, shows it to not be the most sophisticated transmission.

Even though small sharp bumps are not soaked-up especially well in the Pajero, once you get on fast, undulating country backroads it comes into its own. It's noisier and feels a bit harsher inside than the Prado, but it is much more planted on the road.

AT THE BOWSER
Fuel consumption averaged 10.1lt/100km when driving without a trailer on the freeway and with some city driving thrown in, while towing a trailer weighing 2046kg (and 189kg ball load), fuel consumption averaged 18lt/100km.

The Pajero tows beautifully. Sure, it exhibits a little pitching, but it moves along really smoothly, without any indication it wants to yaw or pitch heavily.

Performance when towing was also exceptionally good, with the Pajero not much affected by having two tonnes behind it. The engine feels responsive and not badly affected by turbo lag at low speed and on the open road there is a reserve of power.

Engine braking is not bad, but a dab on the brakes was required more often than you'd think necessary when holding gear down hills.

TOWING BALANCING ACT
The ‘new' towing capacity of 3000kg can be a problem if your trailer puts the typical 10 to 15 per cent of its weight on the nose. With a restricted towball download of 180kg it is illegal to tow any trailer weighing between 2500 to 3000kg with 10 per cent of its weight on the towball. It won't affect most trailerboats, but if your set-up weighs in this region on the trailer, it's best to check what the balance is to be legal.

When towing regularly, the 7500km/six-month standard service intervals are shortened to 3750km/six months for oil changes; the oil filter remains a 7500km change. Brake fluid and coolant changes are set for 45,000km/24 months.

Even though it is starting to feel dated in its interior presentation and the engine is not the smoothest diesel, the Pajero is a good all-rounder that tows well (within its limited weight capabilities), drives well on-road and is a very good off-roader. It might lack the refinement of the Prado, but is a better handling and performing wagon and arguably a better tow vehicle.

Thanks to Waves Overseas, 40 Parramatta Road, Summer Hill, NSW, 2130 - phone (02) 9716 8555 - for the loan of the trailerboat in this test.

For more information about the Mitsubishi Pajero, visit www.mitsubishi-motors.com.au

MITSUBISHI NT PAJERO GLS DI-D
Engine: Inline 3.2lt turbocharged four-cylinder diesel
Max. power: 147kW at 3800rpm
Max. torque: 441Nm at 2000rpm
Transmission: Five-speed auto
Length: 4900mm
Width: 1875mm
Height: 1900mm
Wheelbase: 2780mm
Ground clearance: 225mm
Kerb mass: 2331kg
Gross Vehicle Mass: 3030kg
Gross Combined Mass: 6030kg
Fuel: 88lt
Roof load: 100kg
Towing capacity: 750kg unbraked; 3000kg braked
TBM maximum: 250kg at 2500kg ATM, 180kg between 2500kg and 3000kg ATM