Mitsubishi

Pajero NA-NG / NH-NL (1st-2nd gen) inspection checklist

1983-2000 · 14 things to check before you buy, taken from this car's known problems.

All engines

highRust - rear quarters, tailgate, windscreen surround, chassis

Look for: At 25-40 years old these Pajeros rust - rear wheel arches and quarters, tailgate, windscreen frame, floor pans and the chassis rails (especially coastal or beach-driven cars). Structural chassis/floor rust can write a cheap one off.

If you find it: Inspect carefully underneath and around the rear before buying; favour dry-climate, rust-free examples. Cut-and-weld repairs for surface rust, walk away from structural chassis rot.

Any (age) · ~$500-5000+

highOverheating from aged cooling systems

Look for: Original radiators, hoses, thermostats and viscous fan couplings are well past their life; on the diesels especially, one overheat can crack a head - so cooling neglect is a major risk across the range.

If you find it: Proactively renew radiator, hoses, thermostat, coolant and fan coupling on purchase; never run one hot.

Any (age) · ~$300-1500

mediumFree-wheeling hubs and front swivel/driveline wear (1st gen)

Look for: First-gen manual free-wheeling hubs seize or fail to engage, and front swivel/CV components weep and wear with age and off-road use.

If you find it: Service or replace hubs; reseal and repack swivels, replace worn CVs/birfields.

From 120k+ km · ~$200-800

mediumSuper Select (SS4) transfer case and viscous coupling (2nd gen)

Look for: Second-gen SS4 systems can develop transfer-case actuator/vacuum faults (failing to shift modes) and a worn centre-diff viscous coupling, causing driveline bind or no full-time 4WD.

If you find it: Service vacuum actuators and transfer case; replace viscous coupling/centre diff components as needed.

From 150k+ km · ~$500-2000

mediumTired suspension, bushes and steering

Look for: Decades-old shocks, coil/leaf springs, bushes, ball joints and steering components wear, giving wander, clunks and sag - especially with a bar and accessories fitted.

If you find it: Refresh suspension and front-end consumables; fit constant-load springs to suit any accessory weight.

From 150k+ km · ~$400-1500

5 of 6 engines

highTiming belt failure (interference engine)

Look for: The 4G54 is belt-driven and an interference design - an overdue or perished belt that snaps will bend valves and wreck the top end. On 30-40 year old cars history is often unknown.

If you find it: Replace the timing belt, tensioner and balance-shaft belt on schedule (~100,000km / by age); confirm when it was last done before buying.

Any overdue belt · ~$300-700 service / $2000+ if it snaps

2 of 6 engines

highHead gasket failure and cracked head from overheating

Look for: The 4D56's high compression makes it intolerant of overheating; a tired radiator, fan coupling or thermostat leads to blown gaskets and cracked heads near the valves/prechambers - and it often recurs if the cooling system isn't fully sorted.

If you find it: Machine/replace head with a quality gasket and completely refresh the cooling system; reject cars with overheating history.

From 150k+ km / any overheat · ~$1500-3500

mediumInjector / injection pump wear

Look for: Mechanical injectors and the injection pump wear at high km, causing hard starting, excessive smoke and lost power.

If you find it: Diesel-specialist pump and injector rebuild; many have already had this done - ask for receipts.

From 200k+ km · ~$1200-2800

2.3L 4D55 / 2.5L 4D56 turbo diesel (1st gen)

highHead gasket failure and cracked cylinder head

Look for: The 4D55/4D56 has a high compression ratio and a real weakness for blowing head gaskets and cracking heads (near the valves/prechambers) once overheated - blocked radiator, tired fan/viscous coupling or low coolant quickly cooks it. Repeat failures are common if the cooling system isn't fixed properly.

If you find it: Pressure-test and machine/replace the head, fit a quality gasket, and fully restore the cooling system (radiator, thermostat, viscous fan). Treat any overheating history as a red flag.

From 150k+ km / any overheat event · ~$1500-3500

2.8L 4M40 turbo diesel (2nd gen)

highTiming chain upper guide wear / chain stretch

Look for: The plastic upper timing chain guide wears thin and can break away; fragments can jam the chain and cause it to jump timing, with major engine damage. A 'trac-trac' rattle at idle is the warning sign.

If you find it: Replace the upper guide (and chain/tensioner as needed) and check valve clearance around 90,000-150,000km; investigate any timing rattle promptly.

From 150k+ km · ~$800-2500

2.6L 4G54 petrol (1st gen)

mediumWorn jet-valve / valve guides and oil burning

Look for: High-km Astron heads wear valve guides and the small jet valves, leading to oil burning, smoke on start-up and lost compression.

If you find it: Head recondition - valve guides, seals and jet-valve service by a specialist.

From 200k+ km · ~$1000-2500

2.5L 4D56 turbo diesel (2nd gen)

mediumTurbo and intercooler wear

Look for: The factory turbo wears at high km causing lost boost, smoke and oil leaks; intercooler and boost plumbing can split.

If you find it: Turbo rebuild/replacement and inspection of intercooler and boost hoses.

From 200k+ km · ~$1200-2500

3.0L 6G72 V6 petrol

mediumOverheating from neglected cooling

Look for: Tired radiators, hoses and a failing water pump can overheat the V6, risking head/gasket damage.

If you find it: Refresh radiator, hoses, thermostat and water pump (do the pump with the timing belt).

From 150k+ km · ~$400-1500

3.5L 6G74 V6 petrol (2nd gen)

mediumGDI carbon build-up and rough running

Look for: The direct-injection GDI 6G74 accumulates carbon on intake ports, EGR and injectors, causing rough idle, hesitation, poor economy and fault codes.

If you find it: Intake/EGR decarbon, injector service and quality fuel; some owners revert tuning or service the GDI system periodically.

From 100k+ km (GDI) · ~$400-1500

4 minor things (low severity)

lowElectrical, gauges and ageing interior

Look for: Dash gauges, switches, central locking, window regulators and wiring connectors play up with age; sun-damaged dashes and trim are common in Australia.

If you find it: Clean/repair connectors, replace failed switches and regulators; cosmetic trim from wreckers.

Any (age) · ~$100-600

lowCarburettor / EFI tuning and tired ancillaries

Look for: Carby versions drift out of tune; early EFI sensors, vacuum lines and ignition components are all decades old now.

If you find it: Tune-up, replace perished vacuum/fuel lines and ageing ignition parts; budget a consumables refresh.

Any (age) · Varies

lowAgeing EFI sensors and idle issues

Look for: Idle speed control, coolant temp sensors and vacuum lines are decades old and cause rough idle or stalling.

If you find it: Diagnose and replace failing sensors; refresh vacuum and ignition components.

Any (age) · ~$200-800

lowIntake swirl/idle components and sensors

Look for: Intake-manifold flaps, idle control and various sensors age and cause idle and driveability faults on these older V6s.

If you find it: Diagnose and replace failing intake/idle components and sensors.

From 120k+ km · ~$300-1000

From FlamingCars' Mitsubishi Pajero guide. It's a checklist of known problems, not a replacement for a professional pre-purchase inspection. Your ticks are kept in this browser only.