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Mitsubishi

Pajero

NM-NP (3rd gen)· 2000-2006 suv-4wd Value
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)
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.
From 150k-250k km · ~$2000-4000 (preventive) / $10000+ (after failure)
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.
From 200k-250k km (can be earlier) · ~$2000-4000 (injectors) / much more if a piston is melted
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.
From 250k+ km · ~$1500-3000
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.
From 120k+ km · ~$300-800

2.8L 4M40 turbo diesel (NM)

Engine
2.8L SOHC indirect-injection turbo-diesel I4
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.
From Any (worse if cooling neglected) · ~$2000-5000
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.
From Any · ~Not a fault
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.
From Any (age) · ~Varies

3.5L 6G74 V6 petrol

Engine
3.5L SOHC 24v V6 (GDI on some builds)
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.
From 90k km / overdue belts · ~$600-1200 (service) / engine damage if it snaps
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.
From 120k+ km · ~$300-1000
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.
From Any · ~Running cost

Common problems (all variants)

medium
Front lower ball joints / IFS front-end wear
The independent front suspension's lower ball joints, control-arm bushes and CV joints wear with km and off-road use, causing clunks, vague steering and tyre wear.
Fix: Replace ball joints, bushes and CVs as needed; check the front end thoroughly pre-purchase.
From 120k+ km · ~$400-1200
medium
Rust - rear quarters, tailgate and chassis (coastal)
Despite the monocoque body, rust appears around the rear wheel arches, tailgate, sills and underbody on coastal or hard-worked examples.
Fix: Inspect carefully pre-purchase; favour dry-climate, well-maintained cars; wash down after beach/mud use.
From Any · ~Varies
medium
Automatic transmission wear (INVECS-II)
The 4-speed and 5-speed INVECS-II autos can suffer harsh shifts, shudder or failure when fluid is neglected or the vehicle is worked hard towing.
Fix: Regular ATF changes (don't run 'sealed for life'); fit a transmission cooler if towing; rebuild if shifting poorly.
From 150k+ km · ~$1500-4000
low
Super Select II 4WD selector / vacuum actuation faults
The Super Select transfer case and front-axle engagement (vacuum/actuator) can develop faults - the system may not select or disengage modes cleanly.
Fix: Service the transfer case, check vacuum lines/actuator and front free-wheeling hubs; verify all modes engage on a test drive.
From 120k+ km · ~$200-1000
low
Interior trim and dash cracking (heat/UV)
Dash top and plastic trim can crack and fade under sustained Australian heat and UV.
Fix: Dash cap or replacement; not structural.
From Any · ~$200-800