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Vehicle Tests > 4WD Comparison - Title Fight
4WD Comparison - Title Fight
Issue: April 2009
Words by Fraser Stronach Photos by Thomas Wielecki
Mitsubishi's re-engined Pajero and an added value Discovery 3 are here to take the fight up to Toyota's ever-popular Prado.
Welcome to 2009, a year that promises a seismic shift in the world of 4WDs. Or more precisely, a seismic shift in the world of medium 4WD wagons.
The reason: Toyota's do-it-all Prado turbo diesel faces its most serious challenger since the D-4D engine and associated upgrades first appeared in late 2006. That challenger is Mitsubishi's new NT model Pajero, a vehicle that brings a more powerful and fuel-efficient engine, a new 5-speed automatic transmission and a host of other changes.
But, as they say in the TV ads for those kitchen gadgets that no one needs, there's more. Land Rover has made height-adjustable air suspension and Terrain Response standard on its base 'S' model TDV6 thereby significantly increasing its 'value' factor. It's still more expensive than either mid-spec Prado GXL or Pajero GLS that we have here, but not by all that much...
What You Pay, What You Get
The GLS Pajero Di-D is the least expensive of our three contenders and in auto guise lists at $59,790. And for that money you get electronic traction and stability control and side and curtain airbags as standard. Of course, there's all the usual equipment you expect at this price including ABS brakes, cruise control, climate control and 17-inch alloy wheels.
At $61,040 the Prado GXL D-4D automatic also has the latter mentioned items but misses out on the electronic driving aids and extra airbags although both are available as an option pack (not fitted to our tester) for an additional $2600.
The Discovery TDV6 S is a $67,590 ask and our test vehicle is fitted with the optional self-locking rear differential ($1050). While the TDV6 S misses out on third-row seating that's standard on both Prado and Pajero it does come with the aforementioned height-adjustable air suspension, a 6-speed auto (the others both have 5-speeders), electronic traction and stability control, front, side and curtain airbags, cruise and climate control, and 17-inch alloys. And if you do want third-row seating it is available as an option although you have to pay a pricey $3541 for the privilege.
Horses or Ponies?
All three contenders are common-rail turbo diesels but where the Prado and Pajero have 4-cylinder engines of 3.0 and 3.2-litres respectively, the Discovery is powered by a 2.7-litre V6. And, as mentioned above, the Disco has a 6-speed auto while the other two have 5-speeders. Both Disco and Pajero have 'manual' control via tip-shift functions whereas the Toyota's box has a dogleg-gated shift (no shift release) that gives good manual control once you learn the layout of the gate.
Factory claims put the Pajero as the most powerful with a max of 147kW followed by the Disco at 140kW and the Prado with 127kW. But the TDV6, despite being a half-litre smaller than the Pajero, claims the highest peak torque at 445Nm, which is just a tad stronger than the Pajero's 441Nm while the Prado again tails the field with a peak figure of 410Nm.
How these power and torque figures play out on the road is of course affected by many things not least the weight of our three contenders, which varies by over 400kg from the Prado (the lightest) to the Discovery (the heaviest).
On the road you would expect the extra weight of the Discovery to kill its performance relative to the other two. After all it does have the poorest power to weight ratio by a substantial margin. But that's not the way things play out. In fact it's the Prado that tails the field in get-up-and-go by a noticeable margin while the Pajero is the snappiest performer but only by the slimiest of margins from the Discovery.
We have often said that the Discovery TDV6 engine punches well above its weight and this test proves once again just how strong it is. Forget that it has the smallest capacity and is pushing the most weight, as neither of these factors seemingly hold it back.
Some of the Disco's strong performance can be attributed to its 6-speed 'box. It's not just the extra ratio that counts, but the fact that it shifts more quickly and more decisively than the 5-speeders of the other pair. And this applies not just to pedal-to-the-metal driving but in general give-and take driving as well. The excellent refinement of the Disco's gearbox is matched by the V6 engine and, in combination, this is the smoothest, quietest and most refined powertrain of this trio.
For its part, the Pajero's winning performance is tarnished by the fact that the engine is noisier and less refined than the other two and its gearbox is not as decisive as it could be. In between is the Prado. For noise control and general running refinement it's a far better prospect than the Pajero but it's still not up to the high standard set by the Land Rover.
While our measured fuel consumption threw up nothing significant, 12.4L/100km for the Pajero, 12.8 for the Prado and 12.9 for the Disco, the Toyota has a huge advantage in touring range with its monster 180-litre fuel capacity more than the other two (Pajero: 88-litres; Disco-82.3 litres) combined!
A Dynamic Argument
There are three different schools of thought on chassis design here. The Pajero is a monocoque design with fully independent suspension and, as such, is the most 'car' like. The Discovery also has fully independent suspension but is a separate-chassis design (admittedly a very sophisticated one) while the Prado is the most traditional vehicle here with live rear axle/independent front suspension, and a conventional separate chassis.
And, on the road the Prado doesn't feel as sharp as the other two, but this is not just the fact that it lacks independent rear suspension. Toyota has deliberately opted for a soft suspension tune that puts comfort ahead of sharp dynamics. What's more, and perhaps this is deliberate as well, the Toyota will more readily understeer when pushed. (Many manufacturers deliberately dial in a little understeer for safety reasons.) Combine all this with the least accurate and direct steering of the three and the Toyota is far from a 'driver's' car although there is nothing actually 'wrong' with its handing.
The other two are harder to separate with the Discovery having the advantage of height-adjustable suspension (lowers for road driving) and slightly sharper steering than the Pajero. But ultimately, the Disco's weight plays against it and it lacks of agility of the Pajero, a fine handling 4WD by any standards.
The downside of this is that the Pajero has the harshest and noisiest ride, something that's particularly noticeable at lower speeds on rough, unsealed roads but less of an issue at normal highway speeds. And the faster, you go the better it gets.
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The Discovery's ride is between the two. More forgiving than the Pajero, but not as cosseting as the very comfortable Toyota. Interestingly, despite the fact that we have driven more Discovery 3s then we can remember, this must be one of the very few that we've driven on the standard-spec 235/70R17 tyres. And we are impressed. They are far more forgiving and comfortable than the lower profile hoops on the 18s more commonly fitted to the Discovery 3s driven previously.
A Muddy Story
All three vehicles here are more than handy off road and all are capable of performing off road feats that are probably beyond what most owners or potential owners would ever expect. There's also an important question here of off road ability verses off road comfort, as the two don't necessarily go hand in hand.
The most comfortable of the three off road (although not by a great margin) is the Toyota. Thanks to its soft springing and decent suspension travel it soaks up the bumps better than the other two. But, despite the on-paper advantage of its live rear axle, its lack of traction control sees it trail the field in terms of off road ability. Whether in the mud, or on loose, rocky slopes it struggles more than the other two and takes several attempts to negotiate a couple of obstacles that the other two clear the first time. One rutted and loose slope, cleared by the other two, stops the Prado altogether. Of course this shortcoming could be addressed via the optional traction/stability control package.
Next up the ladder in terms of off road ability, but the poorest in terms of off road comfort by a good margin is the Pajero. As we have said many times in the past, the modest travel from the Pajero's fully independent suspension means that it will readily lift a wheel (or two, or three) on rutted trails but the extremely effective traction control rarely sees it fail to clear an obstacle. There is an optional rear diff lock ($700) but when engaged it cancels the traction control so it's a case of win some, lose some, rather than a clear advantage. One off road problem with the Pajero, aside from its hard and uncompromising ride, is the rear bumper that hangs up a little too readily.
Comfortably ahead of the Pajero, let alone the Prado in off road ability is the Discovery. Mind you, the Disco was fitted with the optional rear locker that we know from previous experience makes a considerable difference. But at just $1050, it hardly makes a difference to the overall cost of the vehicle and, unlike the Pajero where (manual) activation of the optional rear locker negates the traction control, with the Discovery the rear locker engages automatically and leaves the traction control active so it can take care of front axle control.
But this isn't the only off road trick that the Discovery has up its sleeve. Courtesy of its height-adjustable suspension, it has by far the best ground clearance and approach and departure angles. It also has the deepest low-range gearing and a driving position that offers the best visibility. And, while the suspension is fully independent, the Disco has far more travel than the Pajero, which helps with both off-road comfort and off-road ability. Put simply, in this company off road, the Discovery is in a class of its own.
The Inside Story
The Discovery also stands alone in terms of its cabin. First up it's a bigger vehicle than the other two with more comfortable front seats and a more spacious second row. But, as mentioned, it doesn't come standard with third row seats. That's a $3541 option. The good news, however, is that the Disco's third row accommodates even tall adults in relative comfort whereas the Prado's and Pajero's third rows are more suited to children.
The Toyota's third row accommodates three (making it an eight seater) but the seats fold up against the windows and take up space. The Pajero's third row folds into the floor but are more basic than the Toyota's. However, the Pajero's second row seat is slightly roomier than the Toyota.
Up front, both the Pajero and Prado are comfortable with the Pajero's seats and driving position a tad better than Prado, which is the only vehicle here without height adjustment for the driver's seat. As per the Japanese/European norm, the Disco's wheel is adjustable for reach and tilt while the two Japanese vehicles have tilt-only adjustment.
Checks and Balances
Despite having the highest gross vehicle mass, the Discovery has the lightest payload (around 620kg, depending on spec) while the Pajero does better at 700kg and the Toyota best of all with 820kg. However, the Discovery's braked towing capacity is 3500kg, the Pajero has 3000kg and the Toyota has 2500kg.
Sum Up
In many ways, this is two contests in one. On one hand you have the traditional Pajero verses Prado rivalry. On the other you have the slightly more expensive and very different Discovery verses the more technically conservative Japanese offerings.
Picking an absolute winner between Pajero and Prado is difficult to say the least although the Pajero does have more points in its favour. Compared to the Prado it's less expensive but still better equipped. It's also a stronger performer and handles better on road. It's also more capable off road, at least at this spec level where traction and stability control isn't standard. It also has a higher towing capacity.
Taken alone you would think all that would be enough to seal the deal. But the Toyota is strong in some very important areas. Most significantly it's far more refined, quieter and more comfortable on road. It's also more comfortable off road. It also has a monster touring range, seats eight not seven and has a higher payload. The choice between Prado and Pajero can only come down to your personal priorities.
As for the Discovery, in many ways it feels twice the vehicle the other two are, and not just something that's $8000 more expensive than the Pajero and only $4000 more expensive than a Prado optioned with the safety gear that's standard on the other two. The real killer with the Discovery is the cost of the third-row seats although this may not matter to you. Consider also that the Discovery has the smallest fuel capacity and payload and the price difference starts to become more significant.
What's not diminished however is the huge gap in technology between Discovery, and Prado and Pajero ... and what that technology advantage delivers.
On-test fuel consumption:
Toyota: 12.8L /100km
Mitsubishi: 12.4L /100km
Land Rover: 12.9L/100km
Words by Fraser Stronach Photos by Thomas Wielecki
Mitsubishi's re-engined Pajero and an added value Discovery 3 are here to take the fight up to Toyota's ever-popular Prado.
Welcome to 2009, a year that promises a seismic shift in the world of 4WDs. Or more precisely, a seismic shift in the world of medium 4WD wagons.
The reason: Toyota's do-it-all Prado turbo diesel faces its most serious challenger since the D-4D engine and associated upgrades first appeared in late 2006. That challenger is Mitsubishi's new NT model Pajero, a vehicle that brings a more powerful and fuel-efficient engine, a new 5-speed automatic transmission and a host of other changes.
But, as they say in the TV ads for those kitchen gadgets that no one needs, there's more. Land Rover has made height-adjustable air suspension and Terrain Response standard on its base 'S' model TDV6 thereby significantly increasing its 'value' factor. It's still more expensive than either mid-spec Prado GXL or Pajero GLS that we have here, but not by all that much...
What You Pay, What You Get
The GLS Pajero Di-D is the least expensive of our three contenders and in auto guise lists at $59,790. And for that money you get electronic traction and stability control and side and curtain airbags as standard. Of course, there's all the usual equipment you expect at this price including ABS brakes, cruise control, climate control and 17-inch alloy wheels.
At $61,040 the Prado GXL D-4D automatic also has the latter mentioned items but misses out on the electronic driving aids and extra airbags although both are available as an option pack (not fitted to our tester) for an additional $2600.
The Discovery TDV6 S is a $67,590 ask and our test vehicle is fitted with the optional self-locking rear differential ($1050). While the TDV6 S misses out on third-row seating that's standard on both Prado and Pajero it does come with the aforementioned height-adjustable air suspension, a 6-speed auto (the others both have 5-speeders), electronic traction and stability control, front, side and curtain airbags, cruise and climate control, and 17-inch alloys. And if you do want third-row seating it is available as an option although you have to pay a pricey $3541 for the privilege.
Horses or Ponies?
All three contenders are common-rail turbo diesels but where the Prado and Pajero have 4-cylinder engines of 3.0 and 3.2-litres respectively, the Discovery is powered by a 2.7-litre V6. And, as mentioned above, the Disco has a 6-speed auto while the other two have 5-speeders. Both Disco and Pajero have 'manual' control via tip-shift functions whereas the Toyota's box has a dogleg-gated shift (no shift release) that gives good manual control once you learn the layout of the gate.
Factory claims put the Pajero as the most powerful with a max of 147kW followed by the Disco at 140kW and the Prado with 127kW. But the TDV6, despite being a half-litre smaller than the Pajero, claims the highest peak torque at 445Nm, which is just a tad stronger than the Pajero's 441Nm while the Prado again tails the field with a peak figure of 410Nm.
How these power and torque figures play out on the road is of course affected by many things not least the weight of our three contenders, which varies by over 400kg from the Prado (the lightest) to the Discovery (the heaviest).
On the road you would expect the extra weight of the Discovery to kill its performance relative to the other two. After all it does have the poorest power to weight ratio by a substantial margin. But that's not the way things play out. In fact it's the Prado that tails the field in get-up-and-go by a noticeable margin while the Pajero is the snappiest performer but only by the slimiest of margins from the Discovery.
We have often said that the Discovery TDV6 engine punches well above its weight and this test proves once again just how strong it is. Forget that it has the smallest capacity and is pushing the most weight, as neither of these factors seemingly hold it back.
Some of the Disco's strong performance can be attributed to its 6-speed 'box. It's not just the extra ratio that counts, but the fact that it shifts more quickly and more decisively than the 5-speeders of the other pair. And this applies not just to pedal-to-the-metal driving but in general give-and take driving as well. The excellent refinement of the Disco's gearbox is matched by the V6 engine and, in combination, this is the smoothest, quietest and most refined powertrain of this trio.
For its part, the Pajero's winning performance is tarnished by the fact that the engine is noisier and less refined than the other two and its gearbox is not as decisive as it could be. In between is the Prado. For noise control and general running refinement it's a far better prospect than the Pajero but it's still not up to the high standard set by the Land Rover.
While our measured fuel consumption threw up nothing significant, 12.4L/100km for the Pajero, 12.8 for the Prado and 12.9 for the Disco, the Toyota has a huge advantage in touring range with its monster 180-litre fuel capacity more than the other two (Pajero: 88-litres; Disco-82.3 litres) combined!
A Dynamic Argument
There are three different schools of thought on chassis design here. The Pajero is a monocoque design with fully independent suspension and, as such, is the most 'car' like. The Discovery also has fully independent suspension but is a separate-chassis design (admittedly a very sophisticated one) while the Prado is the most traditional vehicle here with live rear axle/independent front suspension, and a conventional separate chassis.
And, on the road the Prado doesn't feel as sharp as the other two, but this is not just the fact that it lacks independent rear suspension. Toyota has deliberately opted for a soft suspension tune that puts comfort ahead of sharp dynamics. What's more, and perhaps this is deliberate as well, the Toyota will more readily understeer when pushed. (Many manufacturers deliberately dial in a little understeer for safety reasons.) Combine all this with the least accurate and direct steering of the three and the Toyota is far from a 'driver's' car although there is nothing actually 'wrong' with its handing.
The other two are harder to separate with the Discovery having the advantage of height-adjustable suspension (lowers for road driving) and slightly sharper steering than the Pajero. But ultimately, the Disco's weight plays against it and it lacks of agility of the Pajero, a fine handling 4WD by any standards.
The downside of this is that the Pajero has the harshest and noisiest ride, something that's particularly noticeable at lower speeds on rough, unsealed roads but less of an issue at normal highway speeds. And the faster, you go the better it gets.
read on below advertisement
The Discovery's ride is between the two. More forgiving than the Pajero, but not as cosseting as the very comfortable Toyota. Interestingly, despite the fact that we have driven more Discovery 3s then we can remember, this must be one of the very few that we've driven on the standard-spec 235/70R17 tyres. And we are impressed. They are far more forgiving and comfortable than the lower profile hoops on the 18s more commonly fitted to the Discovery 3s driven previously.
A Muddy Story
All three vehicles here are more than handy off road and all are capable of performing off road feats that are probably beyond what most owners or potential owners would ever expect. There's also an important question here of off road ability verses off road comfort, as the two don't necessarily go hand in hand.
The most comfortable of the three off road (although not by a great margin) is the Toyota. Thanks to its soft springing and decent suspension travel it soaks up the bumps better than the other two. But, despite the on-paper advantage of its live rear axle, its lack of traction control sees it trail the field in terms of off road ability. Whether in the mud, or on loose, rocky slopes it struggles more than the other two and takes several attempts to negotiate a couple of obstacles that the other two clear the first time. One rutted and loose slope, cleared by the other two, stops the Prado altogether. Of course this shortcoming could be addressed via the optional traction/stability control package.
Next up the ladder in terms of off road ability, but the poorest in terms of off road comfort by a good margin is the Pajero. As we have said many times in the past, the modest travel from the Pajero's fully independent suspension means that it will readily lift a wheel (or two, or three) on rutted trails but the extremely effective traction control rarely sees it fail to clear an obstacle. There is an optional rear diff lock ($700) but when engaged it cancels the traction control so it's a case of win some, lose some, rather than a clear advantage. One off road problem with the Pajero, aside from its hard and uncompromising ride, is the rear bumper that hangs up a little too readily.
Comfortably ahead of the Pajero, let alone the Prado in off road ability is the Discovery. Mind you, the Disco was fitted with the optional rear locker that we know from previous experience makes a considerable difference. But at just $1050, it hardly makes a difference to the overall cost of the vehicle and, unlike the Pajero where (manual) activation of the optional rear locker negates the traction control, with the Discovery the rear locker engages automatically and leaves the traction control active so it can take care of front axle control.
But this isn't the only off road trick that the Discovery has up its sleeve. Courtesy of its height-adjustable suspension, it has by far the best ground clearance and approach and departure angles. It also has the deepest low-range gearing and a driving position that offers the best visibility. And, while the suspension is fully independent, the Disco has far more travel than the Pajero, which helps with both off-road comfort and off-road ability. Put simply, in this company off road, the Discovery is in a class of its own.
The Inside Story
The Discovery also stands alone in terms of its cabin. First up it's a bigger vehicle than the other two with more comfortable front seats and a more spacious second row. But, as mentioned, it doesn't come standard with third row seats. That's a $3541 option. The good news, however, is that the Disco's third row accommodates even tall adults in relative comfort whereas the Prado's and Pajero's third rows are more suited to children.
The Toyota's third row accommodates three (making it an eight seater) but the seats fold up against the windows and take up space. The Pajero's third row folds into the floor but are more basic than the Toyota's. However, the Pajero's second row seat is slightly roomier than the Toyota.
Up front, both the Pajero and Prado are comfortable with the Pajero's seats and driving position a tad better than Prado, which is the only vehicle here without height adjustment for the driver's seat. As per the Japanese/European norm, the Disco's wheel is adjustable for reach and tilt while the two Japanese vehicles have tilt-only adjustment.
Checks and Balances
Despite having the highest gross vehicle mass, the Discovery has the lightest payload (around 620kg, depending on spec) while the Pajero does better at 700kg and the Toyota best of all with 820kg. However, the Discovery's braked towing capacity is 3500kg, the Pajero has 3000kg and the Toyota has 2500kg.
Sum Up
In many ways, this is two contests in one. On one hand you have the traditional Pajero verses Prado rivalry. On the other you have the slightly more expensive and very different Discovery verses the more technically conservative Japanese offerings.
Picking an absolute winner between Pajero and Prado is difficult to say the least although the Pajero does have more points in its favour. Compared to the Prado it's less expensive but still better equipped. It's also a stronger performer and handles better on road. It's also more capable off road, at least at this spec level where traction and stability control isn't standard. It also has a higher towing capacity.
Taken alone you would think all that would be enough to seal the deal. But the Toyota is strong in some very important areas. Most significantly it's far more refined, quieter and more comfortable on road. It's also more comfortable off road. It also has a monster touring range, seats eight not seven and has a higher payload. The choice between Prado and Pajero can only come down to your personal priorities.
As for the Discovery, in many ways it feels twice the vehicle the other two are, and not just something that's $8000 more expensive than the Pajero and only $4000 more expensive than a Prado optioned with the safety gear that's standard on the other two. The real killer with the Discovery is the cost of the third-row seats although this may not matter to you. Consider also that the Discovery has the smallest fuel capacity and payload and the price difference starts to become more significant.
What's not diminished however is the huge gap in technology between Discovery, and Prado and Pajero ... and what that technology advantage delivers.
On-test fuel consumption:
Toyota: 12.8L /100km
Mitsubishi: 12.4L /100km
Land Rover: 12.9L/100km