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Mitsubishi
Challenger
PA / PB-PC·
1998-2015
suv-4wd
Value
Price (AUD)
$5k-$28k
Body styles
5-door wagon
Drivetrain
Part-time 4WD (Easy Select / Super Select, dual-range)
Origin
Japan
Built in
Japan
Overview
The Challenger is a Triton-based ladder-frame wagon sold in Australia in two clearly distinct lives. The original PA (1998-2006) was a V6-petrol-only proposition here: a 3.0L 6G72 V6 borrowed from the NK Pajero and Triton, in a fairly basic body-on-frame wagon with part-time dual-range 4WD. Australia did NOT receive the overseas 4D56 diesel in the PA. After a gap, the all-new second-generation arrived as the PB (2009-2013), facelifted to PC (2013-2015), now sharing its platform with the MN Triton and powered solely (in Australia) by the 2.5L 4D56HP common-rail turbo-diesel four. The Mk2 is the one most people mean by 'Challenger' today; it's a capable, cheap, honest tourer with Super Select 4WD on higher grades, but it is dogged by a serious factory cylinder-head/overheating defect (service campaign 020116), a timing belt AND balance-shaft belt that both need scheduled replacement, and an automatic that hates sustained heavy towing. Buy on documented cooling-system and belt history, not on looks. Replaced by the Pajero Sport in 2015.
Engines & variants
3.0L 6G72 V6 petrol (PA)
Engine
3.0L SOHC 24-valve V6 petrol
Config
V6 NA
Displacement
2972cc
Power
136kW @ 5000rpm
Torque
265Nm @ 4000rpm
Drivetrain
Part-time 4WD (Easy Select, dual-range)
0–100
~12s
Economy
12-15 L/100km real world
Tow (braked)
2500kg
Tow (unbraked)
750kg
Transmission
5MT, 4AT (INVECS-II)
Timing chain / belt / gear
Belt-driven (replace ~100,000km)
Pros
- Smooth, willing and proven 6G72 V6 shared with Pajero/Triton
- Simple part-time 4WD with low range - genuinely capable off-road
- No diesel after-treatment complexity - cheap and easy to own
- Big parts/accessory support via the Triton/Pajero family
- Cheapest way into a ladder-frame dual-range wagon
Cons
- Thirsty for its size and short on low-down torque for towing
- Timing belt is a scheduled service item, not lifetime
- Old, basic interior and modest safety by modern standards
- All examples are now high-km and need consumables refreshed
Known problems
medium
Timing belt service interval
The 6G72 is a belt-driven engine; an overdue or unknown-history timing belt is a real risk on these now-old vehicles, and a failure can cause valve damage.
Fix: Replace the timing belt with tensioner and water pump on interval; confirm written history before buying.
medium
Worn engine / oil burning at high km
Hard-worked, high-km V6s smoke on acceleration and burn oil from worn valve stem seals/rings, especially if servicing was skipped.
Fix: Compression/leak-down test pre-purchase; valve stem seals or engine refresh as needed.
medium
Cooling system age (radiator, hoses, thermostat)
Original radiators, hoses and thermostats are well past their life on PA-era cars; neglect leads to overheating and head-gasket risk.
Fix: Refresh the cooling system as part of buying; keep coolant fresh.
2.5L 4D56HP turbo diesel (PB/PC)
Engine
2.5L DOHC 16-valve common-rail turbo-diesel I4 with intercooler
Config
I4 turbo
Displacement
2477cc
Power
131kW @ 4000rpm
Torque
350Nm @ 1800-3500rpm (400Nm peak on later auto)
Drivetrain
Part-time 4WD (Super Select / Easy Select, dual-range)
0–100
~11s
Economy
9-11 L/100km combined
Tow (braked)
3000kg
Tow (unbraked)
750kg
Transmission
5MT, 5AT (INVECS-II)
Timing chain / belt / gear
Belt-driven (timing belt AND separate balance-shaft belt, replace ~100,000km)
Pros
- Strong mid-range torque for touring and moderate towing
- Genuinely economical (9-11 L/100km) for a ladder-frame wagon
- Super Select 4WD (higher grades) allows 4WD use on sealed roads
- Cheap to buy and well supported by the MN Triton parts family
- Capable, honest off-roader with low range
Cons
- Factory head/overheating defect (campaign 020116) - verify it was rectified
- TWO belts to service (timing + balance shaft) - both must be done
- Auto transmission overheats and drops to limp mode on sustained heavy towing
- Suction control valve, injector and intake-soot issues cause poor running
- Noisy, agricultural diesel and ordinary on-road ride
Known problems
high
Cylinder-head / coolant-loss overheating (campaign 020116)
A factory machining issue on 2.5L 4D56HP engines built before 18 March 2014 causes 'repetitive coolant evaporation' and coolant loss under high load (e.g. towing), leading to overheating and head/head-gasket damage. Mitsubishi ran preventative service campaign 020116 (Nov 2014) to address it.
Fix: Confirm the 020116 campaign work was carried out; keep cooling system fresh, watch coolant level closely, and avoid sustained high-load running until verified. Repair head/gasket if already damaged.
high
Balance-shaft belt failure (separate from timing belt)
The 4D56 uses a separate balance-shaft belt as well as the main timing belt. The balance-shaft belt can degrade and fail well before the timing belt; if it shreds it can foul the timing belt and cause severe vibration or engine damage.
Fix: Replace BOTH the timing belt and balance-shaft belt together (with tensioners and water pump) at ~100,000km - do not assume one covers the other.
medium
Suction control valve (SCV) / injector faults
A failing common-rail suction control valve or worn injectors cause surging, hard starting, black smoke and loss of power; injectors can also seize in the head making removal difficult.
Fix: Replace the SCV; have injectors tested and replaced by a diesel specialist; use quality fuel and a good secondary filter.
medium
EGR / intake soot build-up and cracked intercooler
Carbon builds up in the intake/EGR and the intercooler or boost pipes can crack or leak, causing reduced power, poor economy and limp mode.
Fix: Clean the intake/EGR, pressure-test the intercooler and boost piping, and replace cracked components.
medium
Automatic transmission overheating on tow/off-road
The 5-speed auto is poorly suited to sustained heavy towing in hilly terrain and off-road crawling - it overheats and drops into limp mode, and neglected fluid shortens its life.
Fix: Service the transmission every ~40,000km, fit a transmission cooler for towing, and avoid towing near the 3000kg limit over long hilly runs.
Common problems (all variants)
high
Power steering high-pressure line works loose (PB/PC)
A known design flaw on PB/PC: the tube-nut on the power-steering supply line to the rack can vibrate loose on corrugated/outback roads, dumping all the power-steering fluid and leaving you with heavy steering far from help.
Fix: Check and correctly torque/secure the line; carry spare PS fluid for remote travel; inspect for leaks pre-trip.
medium
Lighting / turn-signal switch connector wear (PB/PC recall)
Subject of a 2016 recall: the turn-signal and lighting switch connector terminals can wear and, with dust accumulation, cause headlamps, indicators and other lights to fail or operate intermittently.
Fix: Confirm the recall was completed; replace the switch/connector if lights flicker or drop out.
medium
Rust - chassis rails and underbody (coastal / beach use)
As a ladder-frame wagon often used for beach and touring duty, chassis rails, crossmembers and underbody can corrode on coastal or salt-exposed examples.
Fix: Inspect chassis and underbody carefully pre-purchase; wash down after beach use; favour dry-climate vehicles.
low
Suspension and ride / worn front-end consumables
Standard suspension is firm and ordinary, and with age the bushes, ball joints, shocks and wheel bearings wear, worsening the ride and handling that owners already complain about.
Fix: Refresh front-end consumables; quality aftermarket suspension improves ride and load capacity.
low
Interior squeaks, rattles and dust intrusion (off-road use)
Hard off-road use loosens trim and lets dust into the cabin; rattles and seal wear are common on well-used examples.
Fix: Re-seal and re-secure trim; check door/tailgate seals; not mechanically serious.