Back to catalog
Top issues
15 known problems · 4 high
high
Timing chain guide wear / chain jump
3.2L DiD 4M41 turbo diesel (NP)
high
Injector failure / melted pistons
3.2L DiD 4M41 turbo diesel (NP)
high
Overheating / cracked cylinder head
2.8L 4M40 turbo diesel (NM)
Recalls
1 on recordREC-003136
2008-09-18
Defect: The accumulator fitted to the Hydraulic Brake Booster (HBB) may lose pressure.
Hazard: Increased brake pedal effort immediately after a cold start following a prolonged stop, and delayed brake assistance under rapid pedal application.
Remedy: Mitsubishi dealer inspection/repair, free of charge.
Affected: 13,488 units, Pajero NM/NP (PRA 2008/10314)
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
Check a specific car by VIN at vehiclerecalls.gov.au.
At this odometer
See which of this car's known problems are due at that mileage, which should already have been dealt with, and what's coming up.
Generations
Best and worst years for the Mitsubishi Pajero →
Before: Pajero NL (2nd gen, 1991-2000)
Price (AUD)
$6k-$22k
Body styles
5-door wagon (LWB), 3-door wagon (SWB)
Drivetrain
Super Select II full-time/part-time 4WD (lockable centre diff, dual-range, rear diff lock on higher grades)
Origin
Japan
Built in
Japan
Overview
The NM-NP (third-generation) Pajero was a major shift to a car-like monocoque body with independent front suspension and the clever Super Select II 4WD system - full-time 4WD with a lockable centre diff plus low range and (on higher grades) a rear diff lock, making it more refined on-road than its live-axle rivals while still very capable. Sold as GLX, GLS and Exceed across the run. The NM (2000-2002) launched with a 3.5L 6G74 V6 petrol and a carried-over 2.8L 4M40 diesel that was underpowered and prone to overheating/cracked heads - best avoided. The big improvement came with the NP (2002-2006) and its new 3.2L DiD 4M41 turbo-diesel (121kW/373Nm), one of the strongest wagon diesels of its era but with a defining weak point: a plastic timing-chain guide that wears, breaks up and can let the chain jump and destroy the engine. Injectors are also a known killer if neglected. The petrol V6 is smooth and reliable but thirsty. Buy on diesel-engine history and timing-chain service records above all else.
Engines & variants
3.2L DiD 4M41 turbo diesel (NP)
Engine
3.2L DOHC 16v direct-injection turbo-diesel I4 (intercooled)
Engine code
Config
I4 turbo
Displacement
3200cc
Power
121kW @ 3800rpm
Torque
373Nm @ 2000rpm
Drivetrain
Super Select II 4WD (lockable centre diff, dual-range)
Economy
10-12 L/100km combined
Tow (braked)
3000kg
Tow (unbraked)
750kg
Transmission
5MT, 5AT (INVECS-II)
Timing chain / belt / gear
Chain-driven (no fixed replacement interval, but the guide is a known wear item - inspect/replace around 150k km)
Pros
- Strong, torquey diesel for its era - much better than the old 2.8
- Pre-common-rail (rotary pump) - mechanically simpler than later CR diesels, no DPF
- Refined on-road thanks to monocoque + IFS + Super Select II
- Good 3000kg towing capacity
- Big aftermarket and parts support in Australia
Cons
- Plastic timing-chain guide wears and can break up - potential catastrophic failure
- Injectors can fail and melt pistons if run too long
- Injection (fuel) pump is the weak link on high-km cars
- Heavier on fuel than 4-cylinder rivals from later years
- EGR/intake carbon build-up over time
Known problems
high
Timing chain guide wear / chain jump
The 4M41 uses a hard-plastic upper timing-chain guide in the head to damp noise. Over time the plastic wears thin and breaks away; the debris can jam the chain set, causing the chain to jump timing and the valves to hit the pistons - a catastrophic engine failure. A worn tensioner gives a tell-tale rattle on start-up/idle.
Fix: Inspect the chain/guide and tensioner; measure chain slack (replace when clearance drops toward ~9mm). Replace guides, tensioner and chain preventively as a set. Treat any timing rattle as urgent.
high
Injector failure / melted pistons
Worn or failing injectors cause rough idle, smoke, hard starting and power loss; symptoms can come on quickly. A leaking/over-fuelling injector can melt a piston and blow the engine. Many specialists recommend replacing injectors at 'half life'.
Fix: Replace injectors (set) at the first sign of trouble or preventively around 200k km; use quality fuel and good filtration.
medium
Injection pump wear
The mechanical/rotary injection pump is regarded as the engine's weakest high-km link, causing hard starting, rough running and lost power as it wears.
Fix: Diesel-specialist pump overhaul or replacement; a pre-emptive rebuild is cheaper than a new pump.
medium
EGR / intake carbon build-up
Soot from the EGR accumulates in the intake manifold over time, restricting airflow and dulling response.
Fix: Intake/EGR clean; catch-can and (where legal) EGR management help.
2.8L 4M40 turbo diesel (NM)
Engine
2.8L SOHC indirect-injection turbo-diesel I4
Engine code
Config
I4 turbo
Displacement
2835cc
Power
92kW @ 4000rpm
Torque
294Nm @ 2000rpm
Drivetrain
Super Select II 4WD (lockable centre diff, dual-range)
Economy
11-13 L/100km combined
Tow (braked)
2500kg
Tow (unbraked)
750kg
Transmission
5MT, 4AT
Timing chain / belt / gear
Chain-driven
Pros
- Simple, old-school indirect-injection diesel - easy to work on
- Adequate economy for touring
- Cheapest way into a 3rd-gen Pajero
- No common-rail or DPF complexity
Cons
- Genuinely underpowered, especially loaded or towing
- Documented overheating and cracked-cylinder-head reputation
- Carried over from the previous generation - all very high km now
- Superseded by the far better 3.2 DiD in 2002
Known problems
high
Overheating / cracked cylinder head
The 2.8 4M40 has a well-known habit of overheating and cracking the cylinder head, particularly when worked hard or with a tired cooling system.
Fix: Keep the cooling system fresh (radiator, thermostat, coolant); pressure-test and inspect the head before purchase. A cracked head means a rebuild or replacement.
medium
Underpowered / strained when loaded
At 92kW the 2.8 struggles to move a heavy wagon when loaded or towing, leading owners to push it hard - which compounds the overheating risk.
Fix: Don't overload; prefer the 3.2 DiD if you need to tow or load heavily.
low
Age-related ancillary wear
These NM diesels are now old and high-km - expect perished hoses, weeping seals, tired suspension bushes and worn ancillaries.
Fix: Budget for a consumables refresh on purchase.
3.5L 6G74 V6 petrol
Engine
3.5L SOHC 24v V6 (GDI on some builds)
Engine code
Config
V6 NA
Displacement
3497cc
Power
147kW @ 5000rpm
Torque
303Nm @ 3500rpm
Drivetrain
Super Select II 4WD (lockable centre diff, dual-range)
Economy
14-17 L/100km real world
Tow (braked)
3000kg
Tow (unbraked)
750kg
Transmission
5MT, 5AT (INVECS-II)
Timing chain / belt / gear
Belt-driven (replace ~90,000km - interference engine)
Pros
- Smooth, refined and reliable V6 - no diesel timing-chain worry
- Quieter and more pleasant on-road than the diesels
- Cheaper to buy than the diesels
- Takes LPG well to offset fuel cost
Cons
- Thirsty, especially loaded or towing
- Cam belt is a strict maintenance item (interference engine)
- GDI variants can carbon up and be fussy on poor fuel
- Much weaker resale than the diesel
Known problems
high
Timing belt neglect (interference engine)
The 6G74 is belt-driven and an interference design - a snapped or skipped belt bends valves and can wreck the engine. Many high-km examples have uncertain belt history.
Fix: Replace the timing belt, tensioner and water pump on schedule (~90k km); confirm belt history before buying.
medium
GDI carbon build-up / fussy running
GDI (direct-injection) versions can suffer intake/valve carbon and become fussy on lower-quality fuel, causing rough running and hesitation.
Fix: Use quality fuel, decarbonise as needed; some owners prefer the non-GDI builds.
low
Fuel thirst
Real-world 14-17 L/100km, worse when towing - not a fault but a real cost.
Fix: Fit LPG or accept the fuel bill.