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Vehicle Tests > Holden Jackaroo v Mitsubishi Pajero v Toyota Prado
Holden Jackaroo v Mitsubishi Pajero v Toyota Prado
Words by Fraser Stronach Photos by Tim Munro
Long known as the 'darling of the suburban mum', Mitsubishi's Pajero was so successful that Toyota decided to build its own Pajero, the Prado. The Prado quickly knocked the Pajero off as the top-selling mid-sized 4WD but now has to contend with an all-new Pajero, a vehicle that many see as the blueprint of future 4WD design. In the meantime Holden has soldiered on with its ageing Jackaroo, a vehicle that was very good when first released nine years ago and still competitive today. A recent revamp of the suspension including a slight widening of the wheel track has helped to keep things rolling along until its replacement arrives in a few years time. The Prado, Pajero and the Jackaroo - in their popular petrol automatic guise - make much sense for an urban-based lifestyle where off-road driving is restricted to weekends or holidays. They are all easy to drive and relatively easy to park in the urban jungle yet have sufficient 4WD ability to enjoy a dirty weekend. Ok, they all do the job but which is best?
Prices, equipment & options
At $48,000 plus on-road costs the automatic SE Jackaroo is the least expensive of these three and for the money comes reasonably well equipped. That price includes the dual airbags, air-conditioning, alloy wheels, electric adjustment and heating for both the driver's and passenger's seat, cruise control, leather bound steering wheel and a single disc CD player. ABS brakes are optional. The automatic Prado starts at $49,950 but air-conditioning adds $2470 and if you want dual air-bags they're part of a $3330 option package that also includes ABS brakes and electronic traction control. Our test vehicle included all these options plus $215 metallic paint. Standard equipment includes cruise control, single disc CD player, side steps, a long-range fuel tank. Steel wheels are standard. For $51,800 the Pajero offers automatic transmission, air-conditioning, a single air-bag, a single disc CD player, cruise control and alloy wheels. ABS brakes are optional.
Power wars
Similar capacity engines power all three although the claimed power outputs vary from 132kW for the slightly smaller capacity Toyota up to 158kW for the Jackaroo, with the Mitsubishi sitting midway at 140kW. On-road performance reflects these figures with the Jackaroo offering the best full-throttle acceleration from 80km/h (typical overtaking speed) while the Toyota is the slowest. Mind you there's not much in it, especially between the Jackaroo and the Mitsubishi where the Pajero's five-speed auto helps compensate for the power difference. In normal driving however and particularly in hilly give-and-take conditions, it's the Toyota which is the nicer vehicle to drive. It offers the best engine and gearbox match and its four-speed automatic hunts less between the gears. The engine, gearbox and driveline also feels to be the smoothest and most refined.
There's not much between the other two and even though the Jackaroo feels to have more mid-range urge, again the Pajero's five-speed 'box comes to the rescue providing the 'right' gear more of the time. We're also happy to report the driveline vibration we found in other Pajero test vehicles wasn't present in this particular example. The feeling that the Prado does things a little bit easier is backed up at the fuel bowser where for the duration of our test it used an average of 13.4 litres/100km, which compares more than favourably with the Pajero's 15.6 litres/100km and the Jackaroo's 15.9 litres/100km. Given that the Prado's fuel capacity via its twin tanks is 159 litres while the Pajero and Jackaroo have 90 and 85 litres respectively it's no contest when it comes to touring range. At that consumption rate and leaving a 50km 'safety' margin the Prado will go 1136km between stops, the Pajero 527km and the Jackaroo 485km.
Old verses new
For the technically minded, much of the interest in this comparison centres around the contrast between the Mitsubishi's all-independent suspension and monocoque construction and the more traditional rear live axle and separate chassis construction of the other two. Mind you both the Prado and the Jackaroo make some concession to car-like design practice with independent front suspension, the Prado via coil springs and the Jackaroo via torsion bar springs. The first thing you notice with the Pajero is that its monocoque construction doesn't isolate the cabin and its occupants from road harshness as well as the body-on-chassis construction of the other two. The Pajero also rides more firmly than the other two thanks to spring rates probably better suited to carrying heavier loads, although this firmer ride is more noticeable at lower speeds and on smaller bumps than at higher speeds on the highway and back roads.
The flip side to all this is the Pajero's vastly superior stability at speed on rough roads. Both the rear live axle vehicles suffer from bump steer on potholes and corrugations and neither offer the high-speed poise or balance of the Pajero whose high-speed stability is akin to that of a good car than a traditional 4WD. The difference in handling and stability between the other two is less noticeable although the Prado does win out over the Jackaroo thanks to its more direct and precise steering. The Jackaroo's steering in the straight ahead position is very vague and unfortunately our experience with other examples of the breed is that this only gets worse with age. Like the Pajero, the Prado also offers the benefit of full-time 4WD which helps with stability and surefootedness on rough gravel roads. The Jackaroo's part-time 4WD has a shift-on-the fly function that allows you to engage 4WD on the move but if you wish to engage 4WD on dirt roads to help with traction and stability you have to remember to disengage it on sealed surfaces. Of course this is not a big problem but on back roads that constantly alternate between sealed and gravel you can't beat the convenience of full-time 4WD. With the Pajero you can run it in 2WD which may bring marginal improvements in fuel consumption on longer highway runs.
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Getting dirty
The Pajero's fully independent suspension is also an significant feature off-road but where it helps with on-road stability it's a negative off-road. Despite the fact that's there's reasonable wheel travel it can't match the live axle vehicles on eroded and washed out trails. Put simply, it will too easily lift diagonally opposite wheels and when a wheel's not on the ground there's no traction. Sure the Pajero's excellent limited-slip differential helps but it's not enough. In this sort of terrain the Pajero needs some sort of traction control, or fully locking differentials. On a more positive note the Pajero's 'tiptronic-style' auto is a real bonus off-road while other strong points include useful low range gearing, excellent over-bonnet visibility, reasonable ground clearance and a good approach angle. Like its predecessor its departure angle could be better. If the Pajero does get stuck at least it has two recovery points at each end while both of the others have just one front and one rear recovery point.
Thanks to its live rear axle the Jackaroo will out perform the Pajero off-road but its low-range reduction is poor, as is its ramp-over angle thanks to a low-slung transfer case. Like the Pajero it has a good limited-slip rear differential and a commanding drive position. Its rear wheel travel is nearly as good as the Prado but its torsion bar sprung front end can't match the Toyota's for travel. Overall the Prado is the off-road king. It has the best wheel travel at both ends, low-range gearing to match the Pajero and reasonable ground clearance. Throw in the optional electronic traction control and it will keep going when the other two have given up. Even without the electronic traction control we suspect it would still out perform the other two in more difficult off-road going thanks to its superior wheel travel.
If you wish to fit a second battery to any of these three you'll need to move other under-bonnet components although there appears to be a little more room in the Jackaroo's engine bay than in the other two. All three offer easy access to their air filters but where the Pajero draws air from just under the bonnet lip the other two take theirs from the inner guard which is a better proposition for deep fording.
Accommodation
All our testers agreed that the Jackaroo offers the best driving position of the three and while the heated seats may not be needed too often, the electric seat adjustment for both driver and passenger is a nice luxury touch. That said, the Prado has the most comfortable front seats and in most ways appears to have the best interior fit and finish. Feelings about the Mitsubishi's interior were mixed with one of our testers complaining that it felt and looked cheaper than the other two.
Surprisingly the second row seating in all three is not great for three adults, probably being better suited to two adults and a child. The Jackaroo got the vote as the best for three adults while the other two tied for second place. The Pajero actually has the most shoulder and leg room but is let down by an uncomfortable seat while the Prado's seat is better but the shoulder room too restricted for three people.
As befitting their roles as family 4WDs all three of these vehicles offer third row seating but where the Jackaroo and the Pajero seat seven all up, the Toyota has seating for eight. However the third seat in the Toyota is not really any bigger than the other two, it just has a third seat belt that can accommodate three small children. The Pajero's third seat isn't great either but at least it tucks cleverly out of the way into the floor to make what is the biggest luggage area even bigger.
Sum up
One of the things that made a decision a little easier in this test was the fact that all three vehicles had covered similar kilometres. When you're testing a vehicle that has done 20,000km against a vehicle that has done 2000km, making comparisons can be very difficult. Yet despite this and the individual differences of these vehicles they are all very close in what they can and cannot do. There's certainly not a dud among them with all three providing easy performance, good road manners, comfortable accommodation and sufficient off road ability to keep most people happy.
But if a decision has to be made it's the Jackaroo that has to be the first to go. Unfortunately this vehicle is starting to show its age. It ranks third in on-road dynamics and has the highest fuel consumption and while its off-road ability is superior to the Pajero it could still be better without compromises elsewhere. However it's the least expensive, the most powerful and for the price is well equipped. The Pajero sneaks ahead of the Jackaroo courtesy of its impressive on-road stability and handling, and is well worth considering ahead of all comers if your needs run more to 4WD touring rather than rock hopping. If the Pajero was as good as the Prado off-road it would be a clear winner.
As it is that accolade must go to the Prado. It's the best off-road, it is the most fuel efficient, it has the longest touring range and it has more of a quality feel than the other two. Any way you look at it this vehicle is difficult to criticise even if it's the least well equipped and the most expensive when optioned up to a similar level as the other two.
Long known as the 'darling of the suburban mum', Mitsubishi's Pajero was so successful that Toyota decided to build its own Pajero, the Prado. The Prado quickly knocked the Pajero off as the top-selling mid-sized 4WD but now has to contend with an all-new Pajero, a vehicle that many see as the blueprint of future 4WD design. In the meantime Holden has soldiered on with its ageing Jackaroo, a vehicle that was very good when first released nine years ago and still competitive today. A recent revamp of the suspension including a slight widening of the wheel track has helped to keep things rolling along until its replacement arrives in a few years time. The Prado, Pajero and the Jackaroo - in their popular petrol automatic guise - make much sense for an urban-based lifestyle where off-road driving is restricted to weekends or holidays. They are all easy to drive and relatively easy to park in the urban jungle yet have sufficient 4WD ability to enjoy a dirty weekend. Ok, they all do the job but which is best?
Prices, equipment & options
At $48,000 plus on-road costs the automatic SE Jackaroo is the least expensive of these three and for the money comes reasonably well equipped. That price includes the dual airbags, air-conditioning, alloy wheels, electric adjustment and heating for both the driver's and passenger's seat, cruise control, leather bound steering wheel and a single disc CD player. ABS brakes are optional. The automatic Prado starts at $49,950 but air-conditioning adds $2470 and if you want dual air-bags they're part of a $3330 option package that also includes ABS brakes and electronic traction control. Our test vehicle included all these options plus $215 metallic paint. Standard equipment includes cruise control, single disc CD player, side steps, a long-range fuel tank. Steel wheels are standard. For $51,800 the Pajero offers automatic transmission, air-conditioning, a single air-bag, a single disc CD player, cruise control and alloy wheels. ABS brakes are optional.
Power wars
Similar capacity engines power all three although the claimed power outputs vary from 132kW for the slightly smaller capacity Toyota up to 158kW for the Jackaroo, with the Mitsubishi sitting midway at 140kW. On-road performance reflects these figures with the Jackaroo offering the best full-throttle acceleration from 80km/h (typical overtaking speed) while the Toyota is the slowest. Mind you there's not much in it, especially between the Jackaroo and the Mitsubishi where the Pajero's five-speed auto helps compensate for the power difference. In normal driving however and particularly in hilly give-and-take conditions, it's the Toyota which is the nicer vehicle to drive. It offers the best engine and gearbox match and its four-speed automatic hunts less between the gears. The engine, gearbox and driveline also feels to be the smoothest and most refined.
There's not much between the other two and even though the Jackaroo feels to have more mid-range urge, again the Pajero's five-speed 'box comes to the rescue providing the 'right' gear more of the time. We're also happy to report the driveline vibration we found in other Pajero test vehicles wasn't present in this particular example. The feeling that the Prado does things a little bit easier is backed up at the fuel bowser where for the duration of our test it used an average of 13.4 litres/100km, which compares more than favourably with the Pajero's 15.6 litres/100km and the Jackaroo's 15.9 litres/100km. Given that the Prado's fuel capacity via its twin tanks is 159 litres while the Pajero and Jackaroo have 90 and 85 litres respectively it's no contest when it comes to touring range. At that consumption rate and leaving a 50km 'safety' margin the Prado will go 1136km between stops, the Pajero 527km and the Jackaroo 485km.
Old verses new
For the technically minded, much of the interest in this comparison centres around the contrast between the Mitsubishi's all-independent suspension and monocoque construction and the more traditional rear live axle and separate chassis construction of the other two. Mind you both the Prado and the Jackaroo make some concession to car-like design practice with independent front suspension, the Prado via coil springs and the Jackaroo via torsion bar springs. The first thing you notice with the Pajero is that its monocoque construction doesn't isolate the cabin and its occupants from road harshness as well as the body-on-chassis construction of the other two. The Pajero also rides more firmly than the other two thanks to spring rates probably better suited to carrying heavier loads, although this firmer ride is more noticeable at lower speeds and on smaller bumps than at higher speeds on the highway and back roads.
The flip side to all this is the Pajero's vastly superior stability at speed on rough roads. Both the rear live axle vehicles suffer from bump steer on potholes and corrugations and neither offer the high-speed poise or balance of the Pajero whose high-speed stability is akin to that of a good car than a traditional 4WD. The difference in handling and stability between the other two is less noticeable although the Prado does win out over the Jackaroo thanks to its more direct and precise steering. The Jackaroo's steering in the straight ahead position is very vague and unfortunately our experience with other examples of the breed is that this only gets worse with age. Like the Pajero, the Prado also offers the benefit of full-time 4WD which helps with stability and surefootedness on rough gravel roads. The Jackaroo's part-time 4WD has a shift-on-the fly function that allows you to engage 4WD on the move but if you wish to engage 4WD on dirt roads to help with traction and stability you have to remember to disengage it on sealed surfaces. Of course this is not a big problem but on back roads that constantly alternate between sealed and gravel you can't beat the convenience of full-time 4WD. With the Pajero you can run it in 2WD which may bring marginal improvements in fuel consumption on longer highway runs.
read on below advertisement
Getting dirty
The Pajero's fully independent suspension is also an significant feature off-road but where it helps with on-road stability it's a negative off-road. Despite the fact that's there's reasonable wheel travel it can't match the live axle vehicles on eroded and washed out trails. Put simply, it will too easily lift diagonally opposite wheels and when a wheel's not on the ground there's no traction. Sure the Pajero's excellent limited-slip differential helps but it's not enough. In this sort of terrain the Pajero needs some sort of traction control, or fully locking differentials. On a more positive note the Pajero's 'tiptronic-style' auto is a real bonus off-road while other strong points include useful low range gearing, excellent over-bonnet visibility, reasonable ground clearance and a good approach angle. Like its predecessor its departure angle could be better. If the Pajero does get stuck at least it has two recovery points at each end while both of the others have just one front and one rear recovery point.
Thanks to its live rear axle the Jackaroo will out perform the Pajero off-road but its low-range reduction is poor, as is its ramp-over angle thanks to a low-slung transfer case. Like the Pajero it has a good limited-slip rear differential and a commanding drive position. Its rear wheel travel is nearly as good as the Prado but its torsion bar sprung front end can't match the Toyota's for travel. Overall the Prado is the off-road king. It has the best wheel travel at both ends, low-range gearing to match the Pajero and reasonable ground clearance. Throw in the optional electronic traction control and it will keep going when the other two have given up. Even without the electronic traction control we suspect it would still out perform the other two in more difficult off-road going thanks to its superior wheel travel.
If you wish to fit a second battery to any of these three you'll need to move other under-bonnet components although there appears to be a little more room in the Jackaroo's engine bay than in the other two. All three offer easy access to their air filters but where the Pajero draws air from just under the bonnet lip the other two take theirs from the inner guard which is a better proposition for deep fording.
Accommodation
All our testers agreed that the Jackaroo offers the best driving position of the three and while the heated seats may not be needed too often, the electric seat adjustment for both driver and passenger is a nice luxury touch. That said, the Prado has the most comfortable front seats and in most ways appears to have the best interior fit and finish. Feelings about the Mitsubishi's interior were mixed with one of our testers complaining that it felt and looked cheaper than the other two.
Surprisingly the second row seating in all three is not great for three adults, probably being better suited to two adults and a child. The Jackaroo got the vote as the best for three adults while the other two tied for second place. The Pajero actually has the most shoulder and leg room but is let down by an uncomfortable seat while the Prado's seat is better but the shoulder room too restricted for three people.
As befitting their roles as family 4WDs all three of these vehicles offer third row seating but where the Jackaroo and the Pajero seat seven all up, the Toyota has seating for eight. However the third seat in the Toyota is not really any bigger than the other two, it just has a third seat belt that can accommodate three small children. The Pajero's third seat isn't great either but at least it tucks cleverly out of the way into the floor to make what is the biggest luggage area even bigger.
Sum up
One of the things that made a decision a little easier in this test was the fact that all three vehicles had covered similar kilometres. When you're testing a vehicle that has done 20,000km against a vehicle that has done 2000km, making comparisons can be very difficult. Yet despite this and the individual differences of these vehicles they are all very close in what they can and cannot do. There's certainly not a dud among them with all three providing easy performance, good road manners, comfortable accommodation and sufficient off road ability to keep most people happy.
But if a decision has to be made it's the Jackaroo that has to be the first to go. Unfortunately this vehicle is starting to show its age. It ranks third in on-road dynamics and has the highest fuel consumption and while its off-road ability is superior to the Pajero it could still be better without compromises elsewhere. However it's the least expensive, the most powerful and for the price is well equipped. The Pajero sneaks ahead of the Jackaroo courtesy of its impressive on-road stability and handling, and is well worth considering ahead of all comers if your needs run more to 4WD touring rather than rock hopping. If the Pajero was as good as the Prado off-road it would be a clear winner.
As it is that accolade must go to the Prado. It's the best off-road, it is the most fuel efficient, it has the longest touring range and it has more of a quality feel than the other two. Any way you look at it this vehicle is difficult to criticise even if it's the least well equipped and the most expensive when optioned up to a similar level as the other two.