Hello everyone.
I’ll try to write an objective review of the 2007 Pajero-4. with diesel 3.2l.
I'll be a little critical. I bought the car with 65 thousand km mileage. in 2010 year. After I parted with Sorento I wanted a diesel engine. I kept dreaming about Pathfinder, but the P-4 turned up. I looked at the car and it was stuck. Almost the maximum configuration. Leather, sunroof, xenon, automatic transmission super select 5-speed with manual control function, interaxle and interwheel locking in the rear axle, lowering, independent suspension, disc brakes, ASC, ABS , music, leather and a huge sunroof. Almost complete set except for the rear view camera, DVD and GPS . I had to get a loan.
Since then I have driven 87,000 km. I traveled to the south several times. The car did not disappoint. It holds the road perfectly, almost like a sedan, but is tough on its original tires. This summer I changed the tires to Michelin ones and the car was transformed. She doesn’t react the same way to potholes, but she has become a little rolly. Among the breakdowns, one of the pair of alternator belts broke. Moreover, he managed to break himself on the way on Sunday. It happened near Ulyanovsk. I had to take the second one to Ulyanovsk and look for craftsmen. Fortunately, a sympathetic guy (Denis) turned up and with his help I found the belt and he changed it for me. For which I am very grateful.
Every 10 t.km. I change the oil and filter. It turns out that you cannot save on the fuel filter. The originals are a little expensive, but you can install a not very expensive alternative. This is all I mean, at the end of August 2012. My engine error light came on and the engine began to stall when cold. I went to the masters. The computer was displaying an unidentified error. I changed the filter, although I only drove 2000 km on the old one. They erased the error, but two days later the error appeared again. I went to other masters. The error was erased. Here she is again! I did the maintenance, changed the filter again and the car stopped stalling. After some time, the error disappeared on its own. I think I came across left-wing filters twice. Now I have a notebook and write down the brands of all filters, etc. There were no other breakdowns at all. Japanese quality, probably. Yes, and I try to take care of the car.
The ergonomics of the car need a little improvement. The mirror control buttons are a little awkward. When parking in our yard, sometimes you have to use them, and you don’t find them right away. Shutdown button ASC (similar to ESP and antibuksa) is generally hidden. I constantly touch the button to turn on the fog lights with my knee and push it down. The rest are all conveniently located. Consumption on the highway is 9.5 liters, in the city twice as much. The difference with the included front end is 1L. and 1.5 l. respectively.
Now I will list in more detail the disadvantages of this machine.
1. Very uncomfortable footrest. I even fell a couple of times last winter. Maybe they were counting on a Japanese leg? Although I wasn’t tall enough (172cm, 83kg).
2. There is such a magic shutdown button A.S.C. , which is located under the steering wheel. It's not so easy to find if you're not used to it. What if you don't turn it off? A.S.C. When driving in rear wheel drive, at the slightest slipping the computer turns off the engine. You have to look for the “magic button” before stepping on the gas. Maybe others don’t need it so much, but I drive from work from gravel to asphalt. And in order to “slip through” you have to use it every day.
3. Seats with an electric motor, but without memory. After washing they have to be adjusted. And for some reason they find it difficult to somehow tune in. The pedals are either far away or the steering wheel is low. It seems to me that the distances between the steering wheel, seats and pedals are somehow inadequate. But you can get used to it.
4. Noisy, growling engine. Very noisy engine. On the highway it’s not very noticeable, but in the city it’s a little annoying.
5. I wonder if other jeeps also have such a weak windshield? I change my windshield every year. I've already replaced three glasses. I catch all the pebbles on the highway.
6. The steering wheel is a little “wobbly”. Doesn't react as sharply as the "younger brothers".
And now what I like.
Excellent brakes. ABC adequate, unlike Sorento. Music with MP -3 6-disc changer, high quality. Very nice instrument lighting. External and internal lighting is very convenient. Huge trunk with recessed third row seat. The skin is almost like new (though I take care of it). Super select box. Almost all locks are available and the ability to drive in rear wheel drive is available. Resistance to theft and inexpensive insurance!
Look like that's it! Overall I really like the car.
02.11.2016
Mitsubishi Pajero) is a real all-wheel drive SUV, by today's standards the car is rustic and in some ways even primitive. But this car, unlike modern ones, overcomes off-road conditions without much difficulty and costs much less. It is worth noting that the third generation of the model, compared to the previous two, is aimed not only at motorists who like to drive off-road, but also at those who use the car for everyday trips to work. Today, on the secondary market, the third generation of the car is sold at the price of a new small car. But now we’ll try to find out how justified it will be to buy a used Mitsubishi Pajero 3 and how much its maintenance will cost.
A little history:
Serial production of the first generation Mitsubishi Pajero began in 1982. This car never had a large number of engines, but the line of power units always included both gasoline and diesel engines. In 1992, Mitsubishi introduced the second generation of the model, which was produced not only in three- and five-door body styles, but also in a “Metal Top” version with a soft folding roof. In 1997, the car was slightly restyled. In 1999, the manufacturer introduced the third generation of Mitsubishi Pajero, which was produced until 2006. The main difference between the third generation and the previous ones is that the manufacturer decided to abandon the frame structure and the use of dependent suspension. Cars imported from abroad have a different name - “Montero”, since the word “Pajero” does not translate well from Spanish.
Common ailments of Mitsubishi Pajero 3 with mileage
Mitsubishi Pajero 3, like most cars from the Japanese manufacturer, is famous for its weak paintwork. Therefore, the front part of the car at the age of 10-12 years is covered with chips. If they are not there, then the car was painted before sale and this fact should alert you. The metal in places where it is chipped does not corrode for a long time, and if rust appears, it can be easily removed with a rust converter. When operating a car, you need to clean the drainage system once a year, because if it becomes clogged, the front fenders and sills will begin to rot.
Power units
Mitsubishi Pajero 3 is equipped with the following power units: petrol 3.0 (170-180 hp) and GDI 3.5 (203 hp), diesel TD 3.2 (160-175 hp) and 2.5 (99-115 hp .). GDI engines are the pride of Japanese engineers; indeed, these engines are very highly efficient, since fuel is injected directly into the combustion chamber. According to Japanese engineers, their engines have many advantages. However, as domestic operating experience has shown, this power unit also has a number of disadvantages. So, in particular, due to the fault of low-quality fuel, after 150,000 km, owners have to carry out expensive repairs to the power unit; at a mileage of 150-200 thousand km you have to change branded injectors, of which there are six (one costs 250-350 USD), and if one injector starts to fail, get ready, the rest will soon have to be changed.
In addition to the injectors, the high-pressure fuel pump can also fail; there are two of them, one is located in the tank (100-200 cu.), the second is outside (1000-1500 cu.). The first signs of problems: floating speed when the gear is engaged, traction disappears. After 100,000 km, the camshaft position sensor dies without cause or symptom. In order to extend the life of the motor, it is recommended that maintenance be carried out only at branded service stations. To increase the service life of the injectors, they should be cleaned every 20-30 thousand km; it is also recommended to install an additional fuel filter.
Most cars with a 3.5 engine imported from the USA are not equipped with a GDI system and can handle the quality of our fuel well, plus, such cars are cheaper to repair. Another positive aspect of these motors is that they are well known to mechanics and there are no problems with their maintenance. Every 90-100 thousand kilometers it is necessary to change the timing belt and its rollers (100-200 cu). Spark plugs, according to regulations, are changed every 40,000 km, they are platinum, and are not cheap (40-80 USD per set). The 3.0 engine is known from previous versions of the model. This motor has been well studied and, most likely, all “childhood sores” will be eliminated in a used car, plus, mechanics have no special complaints about this motor.
Diesel engines are very popular in the secondary market and, as operating experience has shown, this popularity is not without reason - cars with such engines are reliable and economical. However, cars produced in 1999-2001 did not perform well; sometimes engine overhauls were required at 50,000 km. Later, the manufacturer modified the motors and the problem was eliminated. On cars manufactured after 2001, for trouble-free operation it is enough to change the oil once every 10,000 km. Closer to 200,000 km, the injectors will need to be replaced (100-200 units). The timing drive is a chain drive, the metal chain is very reliable and has a long service life, but the tensioner will have to be changed every 100,000 km. On the 3.2 engine, it is necessary to adjust the injectors every 50,000 km; if this is not done, the injectors will begin to pour fuel, and this, over time, leads to burnout of the pistons.
Transmission
The Mitsubishi Pajero 3 was equipped with manual and automatic transmissions (Montera is equipped only with automatic transmission). The transmission is perhaps the strongest side of the car, but it’s up to you which one to choose; I’ll only note that both boxes are very reliable and have a long service life. To keep your transmission happy for as long as possible, change its oil every 40,000 km. A manual clutch, depending on operating conditions, will last 70-120 thousand km; for a new set you will have to pay up to 800 USD.
The all-wheel drive system is called “Super Select 2”. Generally speaking, the system is quite reliable, however, sometimes the transfer case sensors fail, and as a result, the transmission stops working. This problem can be eliminated simply and for a long time; you need to replace all five sensors, which will cost 100 USD. Also, after 100,000 km, you have to change the driveshaft crosspiece; for a replacement they will ask for about 50 USD. To extend the service life of the crosspiece, it must be injected at each maintenance. Servicing the all-wheel drive system is quite expensive; every 40,000 km you need to change the oil in the front and rear axles, transfer case and automatic transmission.
Chassis reliability of Mitsubishi Pajero 3
This model has a completely independent suspension, which has a beneficial effect on the car’s handling and comfort level, even on a bad road. But, unfortunately, the new concept adversely affected the life and reliability of the suspension, especially when used off-road. The weakest point in the chassis of the Mitsubishi Pajero 3 is considered to be the wheel bearings; on average, they last 50,000 km; the bearing is replaced as an assembly with the hub, so replacement is quite expensive (160 cu. pcs.). The second significant drawback of this suspension is the souring of the camber bolts; eliminating this drawback is very problematic (it is necessary to cut the levers and cut off the bolts). To avoid this problem, have your vehicle aligned at least once a year.
Steering ends, on average, last 80,000 km. Bushings and stabilizer struts, with careful operation, will last up to 100,000 km. When buying a car with a mileage of more than 100,000 km, be prepared that by 150,000 thousand km you will need to rebuild the entire front suspension. The rear suspension has a significantly longer service life than the front suspension and can last up to 200,000 km without repair. In the braking system, the main problem is the electric brake accumulator, as well as the constant souring of the guide calipers.
Salon
The interior of the Mitsubishi Pajero 3 is very spacious and makes a pleasant impression, despite the fact that the manufacturer used materials of average quality for its finishing. The car is equipped with a large number of electrics, however, failures in the car’s electronic systems are very rare; sometimes the display on the center console can begin to act up; replacement will cost 100 USD. There are also complaints that the connectors for connecting devices come off or oxidize, but the service solves this problem for a symbolic price.
Result:
, has good off-road qualities, so many owners love to climb into the deepest wilds with it. And, if you buy a car from an owner who treated the car like an all-terrain vehicle, then in the first year of operation, study the entire price list for spare parts, which will not be cheap. Therefore, before purchasing, you need to study the history of the car in detail and conduct high-quality diagnostics of the main components and assemblies. And only in this case will you enjoy owning this wonderful car, and not look for money for repairs.Advantages:
- Good off-road performance.
- Comfortable suspension
- High quality build.
- Comfortable fit.
Flaws:
- Most power units are demanding on fuel quality.
- Weak paintwork.
- High fuel consumption - up to 20 liters per 100 km in the city.
- Cost of service and spare parts.
Unfortunately, a very rare 3.0 6G72 - V6 engine with a cast-iron block, timing belt drive (lifetime 90 thousand) and, importantly, multipoint injection. The design is extremely durable and unpretentious. As these engines age, they suffer from leaks of oil seals and gaskets, and when the mileage exceeds 300, they also suffer from oil loss through the rings, but these are fairly standard problems. The main drawback is that it is almost impossible to find due to the fact that the 3-liter Pajero was not officially supplied to Russia.
- The main petrol engine is 3.5 6G74, unfortunately, with GDI direct injection. Like any design, it has its fans who do not consider the need to decarbonize engines a problem and attribute all complaints about direct injection to the ignorance of critics and love of bad fuel. However, in the next generation of Pajero, Mitsubishi abandoned GDI in favor of distributed injection and never returned to it. In short, the main risks when buying a car with direct injection: difficulties with starting at low temperatures, the high cost of a high-pressure fuel pump, as well as accelerated coking of piston rings and intake valves compared to “conventional” engines. If you really want a petrol Pajero, you can buy it, but at least after diagnostics with an endoscope and a face test. And having money in reserve to overhaul or replace the fuel injection pump.
- The rare weak diesel 2.5 4D56, as already mentioned, belongs to the “do not take” category. The design is archaic, from the 80s, and even with turbocharging, power was initially at 90 hp. Boost up to 115 hp turned out to be clearly redundant. If you drive carefully and don’t rev the engine, you can drive 200+ thousand without any problems. But the design cannot withstand high torque: the cylinder head cracks, less often the cylinder block, it can break the valve rocker arms and break the timing belt before the scheduled time.
- The much more common diesel 3.2 Di-D 4M41 is initially of a more modern design. The timing drive here is chain driven; the chain lasts from 150 to 200 thousand, depending on the intensity of use. But even earlier, at 120-130 thousand, the upper chain guide may wear out, which, breaking off, can lead to the pistons meeting the valves. Fortunately, they can change it without removing the chain, and you can check the damper by removing the valve cover.
- The power supply system on the 4M41 diesel engine is with direct injection, but not Common Rail with a rack, and not with pump injectors, but with a distribution injection pump Zexel VRZ of a radial plunger design, which supplies fuel to each cylinder through a separate line. It was the fuel injection pump that became the main problem of this engine (not counting the timing chain). Pumps are very expensive, few know how to properly repair them, and they can be damaged by a lack of diesel lubrication, impurities of water with solid particles, and even a small amount of paraffins at low temperatures. To reduce the risk of failure of these injection pumps, the owners installed additional fuel filters. For the next generation of Pajero, Mitsubishi abandoned distribution injection pumps in favor of a traditional Common Rail system with a distribution rack.
The third generation of Mitsubishi Pajero is aimed not at off-road enthusiasts, but at those who drive primarily on asphalt. But this fact did not scare away fans of this model. Quite the contrary. Moreover, this car is often sold here under the name Montero, as it was called in the USA. And there are experts who believe that it is worth taking the Montero, and not the Pajero.
Differences between Pajero and Montero
Pajero-Montero is quite different from its predecessors. After all, if earlier these cars had an eternal, strong frame that could withstand a lot, then starting from the end of 1999, the car received completely independent suspensions and a monocoque body. In terms of cross-country ability, it is unlikely to lose to its “ancestors”, but if it is often used “to the maximum”, then periodic repairs cannot be avoided. By the way, a body with an integrated frame, after strong impacts, is very difficult to repair. It turns out that even a small mistake by the tinsmith can lead to the car starting to pull to the side, the wheel alignment will not be adjusted correctly, and so on. So if it is clear that the “hardware” has already been painted, then you need to approach the inspection of the car very carefully. Despite the impressive amount of different electronic components, the Pajero 3 almost never has any glitches. Except that sometimes the display on the center console starts acting up, but this doesn’t happen often. Sometimes some connectors may come loose, but Mitsubishi service can quickly fix these problems. So electronics cannot be called a weak point Pajero 3.
Advantages
But where the Montero has an advantage is in the engines. Our colleague from the USA has them that are simple and reliable. The overwhelming majority of American SUVs have a 3.5-liter gasoline V-6 under the hood with a standard injection system producing 200 hp. With. (sometimes they write 197 hp). And since 2003, Montero received a 3.8 liter engine, which produces slightly more than 218 hp. With. (now these cars are in excellent demand, even despite the higher cost). European and Japanese Mitsubishi Pajero 3 are equipped with a 3.5 liter V6 petrol unit of the GDI series with a capacity of 202 hp. With. (in Japan 220 hp, and sometimes even more powerful - 245 hp). GDI engines are the pride of engineers. They stand out because gasoline is injected in a special way directly into the combustion chamber. To increase the life of the engine, it is recommended to carry out preventive maintenance, cleaning the injectors every 20,000 -30,000 km, because if they are damaged, they cannot be restored. In addition, craftsmen strongly recommend installing a special additional filter on cars brought from abroad, which makes the fuel at least a little cleaner. 3.5 liter engines without a GDI system “digest” our fuel better, and there are incomparably fewer complaints about their reliability. Naturally, this engine requires certain expenses, but they are quite standard. For example, every 80,000-90,000 km it is advisable to change the timing belt with its own rollers and drive belt rollers, and every 40,000-60,000 km to change platinum spark plugs. We can also say that the Pajero III is sometimes equipped with a 3-liter gasoline engine with a capacity of 170 hp. With. or 180 l. With. This motor is also from the previous version, and mechanics have few complaints about it. There is a 3.2 liter diesel engine with a capacity of 175 hp. With. in Japan and 160 l. With. in Europe. In general, diesel Pajero (such an engine was not supplied to the USA) is quite popular in our country. And this is no coincidence, since the power of the 3.2-liter diesel engine is decent, although it requires high-quality diesel fuel (and yet experts note that this engine is not as capricious as that of some other manufacturers). However, diesel engines installed on Pajero 3 1999-2000 years of manufacture, turned out to be very “raw”. It was not uncommon for it to require major repairs after 40,000 -60,000 km! Fortunately, engineers later improved the reliability of the unit. By the way, if the high-pressure fuel pump on a diesel engine fails, you don’t have to worry, because this part can be repaired. But in general, in most cases, owners of diesel Pajeros only need to carry out routine maintenance on time (maintenance once every 10,000 km). Perhaps after 150,000 -200,000 km it will be necessary to change the injectors.
The Pajero 3 (third series) was equipped with both automatic and manual transmissions (the Montero always has an automatic transmission, for many this is another advantage of cars from the USA). Which transmission is better to choose, everyone decides for themselves, since both boxes are reliable and last a long time, especially if the oil is changed on time.
Drive unit
All-wheel drive is perhaps one of the most important parts of any SUV. On the third generation Mitsubishi Pajero-Montero it is called Super Select II. Its advantage is that the driver can choose whether to drive with one rear-wheel drive or permanent all-wheel drive. The transmission mode is switched electronically using a special lever. Overall the system is very reliable!
The mechanical part of the transmission is quite reliable, except that sometimes you have to change the driveshaft crosspiece, and you need to remember that it needs to be injected at every maintenance. And one more thing: at 90,000 -120,000 km it is advisable to change the front hub.
Suspension
As already mentioned, Montero has completely independent suspensions, which provide excellent ride comfort even on bad roads, and the car’s handling has improved a lot compared to its predecessors. It is worth noting that the new concept did not have the best effect on the reliability of the chassis when driving frequently on bad roads. Moreover, it is precisely off-road, since when driving on asphalt, all elements of the suspension, steering and brakes are relatively durable. But when purchasing a car with a mileage of 100,000 -140,000 km, you most likely need to prepare for a front suspension overhaul. At this point, you may have to install new levers, shock absorbers and steering rods along with ends.
The rear suspension, despite the fact that it has a complex design, turned out to be reliable. It is stronger than the front one and may not require repairs for more than 150,000-200,000 km, especially if you don’t force the car off-road (even bushings and stabilizer struts “live” 100,000 km here).
25.02.2013
“Mitsubishi Pajero III 3.2 Di-D: let’s share our experience”
Quite often, when diagnosing the engine and fuel system of a 4M41 diesel engine on a Mitsubishi Pajero III, one has to deal with complaints about a clear deterioration in acceleration dynamics, increased smoke, and unstable engine operation in idle mode. In this case, the engine ECU memory does not contain errors. It is also not possible to detect a significant deviation from the norm in any of the engine operating parameters, including those related to the operation of the fuel injection pump. The air and fuel filters have been replaced (often at such a moment the car owner remembers their existence). The compression is normal, the valves are in order, the injectors have been tested on the bench. There is boost pressure, we tried to turn off the USR. We have already tried to refuel at another gas station...
Gradually a suspicion arises: “something is wrong with the injection pump”... There is only one thing left - removing the pump, replacing it, or checking it on a bench. The operation is labor-intensive, and the cost of the pump is considerable. Therefore, you often have to make a difficult decision, without forgetting to carry out all the necessary checks. Let's consider several cases from repair practice:
Example one:
In the video above, smoke is clearly visible both at idle and while driving. This car came to us for diagnostics after repeated calls to various repair organizations, where a lot of things had already been replaced, including the fuel injection pump. The search has reached a dead end. We checked the fuel system, connected a scanner, and found a slight deviation in the TCV parameter. I still had to pay closer attention to the pump. As a result, a mismatch of marks was discovered. The car arrived under its own power, although, as a rule, a small mistake when installing the pump according to the marks leads to the fact that the engine cannot be started at all.
Next example:
After carrying out diagnostics in several services, the car owner was already sufficiently convinced of the need to replace the high-pressure pump and came to us to install a restored one. An external inspection through the throttle valve opening revealed a large amount of soot mixed with the oil in the intake system. A certain amount of soot is always present at the inlet of a diesel engine, especially with frequent city driving or with an incorrectly adjusted fuel system. One of the reasons for the appearance of soot in the intake manifold is improper operation of the EGR. The Exhaust Gas Recirculation (EGR) system is designed to deliver a metered amount of exhaust gases into the intake system, which reduces the concentration of nitrogen oxide NOx in the exhaust. However, due to low-quality fuel, the EGR system valve fails quite quickly. The accumulation of soot causes the valve stem to stick and not close completely. In this case, exhaust gases are constantly supplied to the intake, regardless of the signal from the engine ECU. The amount of oil in the intake manifold usually depends on the condition of the turbine.
We decide to remove the intake manifold. After removing the collector we saw this picture:(photo ) :
This amount of soot can certainly significantly reduce the flow capacity of the intake system. The engine simply doesn't have enough air.
After cleaning the intake manifold, the dips during acceleration disappeared and the smoke stopped. There is no longer a need to replace the injection pump. To prevent soot accumulation in the intake manifold, the USR was plugged. The procedure is quite simple; reprogramming the ECU is not required. The debate about “Should it be jammed?” continues to this day. Everyone makes their own decision. I’m sure there won’t be many people willing to remove and clean or change the valve once every two to three months.
Case three:
Car with similar symptoms, no errors. Diagnostics showed a significant spread in fuel quantity corrections across cylinders. The value of the INJ ADV parameter (pictured) in volts is proportional to the correction value in each cylinder.
The quality of the image is not the best, for which we apologize, but if you wish you can see:
First cylinder - minus 0.02V
Second cylinder - minus 0.12V
Third cylinder - plus 0.23V
Fourth cylinder - minus 0.14V
The correction values in volts differ on a working car only in the second decimal place. After replacing the injectors, we did not see any significant changes in engine performance; the magnitude of the corrections remained the same. We measured the compression - deviations in the cylinders were within the permissible limits. Thermal clearances in the valves are also normal. And only after replacing the fuel injection pump the smoke and leaks disappeared.
The magnitude of the corrections also returned to normal (photo):
The presence of water and metal shavings in the fuel is one of the main reasons for the failure of the high pressure pump. Here we can advise you to check the fuel sediment from the fuel filter every time you replace it.
Kovalenko O.N.
© Legion-Avtodata
Kovalenko Oleg Nikolaevich
G. Elektrougli, st. Polevaya no. 4
"Diagnostics and repair of diesel engines"