New Mitsubishi Pajero returns to body-on-frame construction and gains S-AWC

The Pajero returns to a separate frame after 27 years

Mitsubishi says the new Pajero combines a robust ladder-frame foundation with suspension developed to keep the tyres in contact with uneven surfaces while controlling body movement and vibration on the road.

The frame itself was no secret. Mitsubishi confirmed in May that the Pajero would use the current Triton’s ladder-frame architecture, while receiving its own cabin and model-specific front and rear suspension. It is therefore being developed as a distinct flagship rather than simply as a Triton with an enclosed body or a direct replacement for the Pajero Sport.

The construction marks a significant change of direction. The first two Pajero generations used separate body-and-frame architecture, but the third generation, introduced in 1999, adopted a monocoque body with a built-in frame. The fourth generation further developed the same concept. According to Mitsubishi, the change increased torsional rigidity and improved crash safety and handling, while four-wheel independent suspension enhanced high-speed stability.

The new model returns to a separate ladder frame 27 years later. That does not mean reviving an unchanged 1980s formula. Mitsubishi’s own historical commentary notes that modern ladder frames benefit from advances in materials and manufacturing precision, allowing engineers to pursue strength and durability while improving road behaviour.

The Triton frame provides a strong but weighty starting point

The current Triton’s ladder frame has a 65% larger cross-sectional area than its predecessor’s, while bending rigidity has increased by 60% and torsional rigidity by 40%. Mitsubishi says it limited the accompanying weight increase by using more high-tensile steel.

The Triton’s 3,130 mm wheelbase offers a rough indication of the new Pajero’s possible scale, but Mitsubishi has not confirmed that the SUV will retain the same distance between its axles. In Japanese-market GSR form, the five-seat Triton measures 5,360 mm long, 1,930 mm wide and 1,815 mm high, with a kerb weight of 2,120 kg.

The Pajero’s model-specific rear suspension will be especially important. The Triton uses a live rear axle with leaf springs because it must carry substantial loads. A passenger-focused flagship requires a different balance between wheel travel, load capacity, body control and ride comfort.

Mitsubishi has not disclosed the final layout, so it is too early to say whether the Pajero will use independent rear suspension, a coil-sprung live axle or another arrangement.

A separate frame can be advantageous in severe off-road use, towing and sustained heavy-duty operation. It can also add mass and make it harder to keep the centre of gravity low. Mitsubishi’s central engineering challenge is therefore to retain the structure’s durability without sacrificing the comfort and precision expected of a modern flagship SUV.

S-AWC does not yet reveal the four-wheel-drive hardware

The other major confirmation is S-AWC, or Super-All Wheel Control. Mitsubishi defines S-AWC as an integrated vehicle dynamics control system built around three functions: longitudinal torque distribution, lateral torque vectoring and four-wheel braking control.

Its precise implementation varies between models. The new Pajero teaser confirms S-AWC, but not the mechanical four-wheel-drive hardware or the exact subsystems used beneath that badge.

Mitsubishi has not said whether the Pajero will adopt the Triton’s Super Select 4WD-II transfer case, with low-range gearing and a lockable centre differential, or use a different system tailored to its eventual powertrain.

In the Triton, Super Select 4WD-II offers rear-wheel drive, full-time four-wheel drive with an open centre differential, four-wheel drive with the centre differential locked, and locked-centre low-range four-wheel drive. None of those features should yet be treated as confirmed for the Pajero.

The powertrain remains the biggest unanswered question

Mitsubishi has not announced the Pajero’s engine, transmission, power or torque. It would therefore be premature to present the Triton’s 2.4-litre diesel as the confirmed Pajero powertrain.

The Japanese- and Australian-market Triton’s high-output 2.4-litre diesel uses two-stage turbocharging and produces 150 kW and 470 Nm. It can be paired with a six-speed automatic transmission. Those figures provide a plausible point of reference, but they do not establish the Pajero’s eventual specification.

Mitsubishi’s mid- to long-term plan calls for 13 model launches between fiscal years 2026 and 2031, including five HEVs and five PHEVs. It also says that next-generation electrification technologies are intended for deployment across the range, including frame-based models.

The plan does not link a particular hybrid system directly to the Pajero. An electrified version is therefore a credible possibility, not a confirmed technical fact.

The triple meter returns in digital form

The new Pajero also revives the characteristic triple meter used by earlier generations. Instead of three analogue instruments, the digital Multi Meter displays altitude, compass heading, ambient temperature, vehicle pitch and roll angles, and left-to-right torque distribution.

It is more than a nostalgic design feature. Pitch and roll information can help the driver assess the vehicle’s attitude on steep climbs and side slopes, while the torque display illustrates how the control systems are responding.

The screen cannot replace physical off-road hardware, however. Low-range gearing, differential locks, suspension travel, ground clearance and approach and departure angles will ultimately determine much of the Pajero’s capability. Mitsubishi has not yet published those figures.

The Land Cruiser and Everest set a demanding benchmark

Globally, the new Pajero will compete most directly with the Toyota Land Cruiser 250, Ford Everest and other ladder-frame SUVs related to pick-up platforms.

Toyota’s European Land Cruiser uses a 2.8-litre diesel producing 150 kW and 500 Nm, with 48V mild-hybrid assistance available in the current generation. Toyota quotes a maximum braked towing capacity of 3,500 kg. It already offers the combination of durability, torque and utility that Mitsubishi will need either to match or counter with strong equipment and competitive pricing.

The Ford Everest establishes a higher power benchmark in several important Asian, Australian, African and Middle Eastern markets. Its available 3.0-litre V6 turbo-diesel develops 184 kW and 600 Nm and is paired with a ten-speed automatic transmission.

The Pajero does not necessarily need to win a power contest. Its strengths could lie in the Triton-derived foundation, well-calibrated S-AWC control, useful off-road hardware and a convincing value proposition. Flagship status will nevertheless require a quieter cabin, richer materials and a clear step up in ride comfort from the Pajero Sport.

European sales have not been confirmed

Mitsubishi describes the Pajero as a global model and will hold its world premiere in autumn 2026. It has not yet announced the sales launch, production site, prices or a definitive list of markets.

Mitsubishi Motors Europe’s current line-up comprises the Colt, ASX, Grandis, Eclipse Cross BEV and Outlander PHEV. The Pajero does not yet appear in its European range, so a global unveiling should not be interpreted as confirmation that the SUV will reach Estonia or the wider European Union.

A European launch would require a suitable powertrain, compliance with local emissions and safety rules, and enough expected volume to justify type approval and distribution. The Pajero name retains considerable historic value in Europe, but Mitsubishi’s current strategy places particular emphasis on Japan, the Philippines and Vietnam, alongside selected growth markets in the Middle East and Latin America.

Even so, the new Pajero is shaping up to be one of Mitsubishi’s most significant in-house models in years. The separate ladder frame shows that the company is not reviving the badge as a purely cosmetic exercise. The final verdict will depend on the powertrain, four-wheel-drive hardware, suspension layout and whether its off-road ability can be delivered without excessive weight or cumbersome road behaviour.