 For some reason, there seems to be this negative stigma surrounding older Pajeros (or any Pajeros for that matter) when the topic of serious off-roading comes up. Maybe it’s because they don’t look like much with their basic ‘two box’ body shape, or the fact they have independent front suspension (later Pajeros have an IFS diff that is bigger than a HiLux rear diff).
Either way, one thing is obvious — those who preach that stigma have never actually been out on the tracks with one. While they are no coily Patrol, the early Pajero is a genuine off-roader that is happy to surprise anyone.
The Pajero started appearing on our roads back in 1983 without raising much of an eyebrow. That was until people stood up and took notice when a Pajero won the gruelling Paris to Dakar Rally on only its third attempt in 1985. How many Patrols have done that, eh?
Add to its accolades a swag of ‘4WD of the Year’ type awards received through the rest of the ’80s, and you start to get the drift. This is one serious little off-road banger.
And cheap. Boy are they cheap these days. What better way to start in the world of 4WDing than with something so frugal yet tough that can still actually carry passengers and gear when required?
What are they like?
Keep in mind we’re now talking about a 20-odd-year-old vehicle here, depending on the model, and as can be expected, there’s little in the mod-con department compared to anything from later decades.
The dash and consoles are of the square shape design and brown interiors are common. However, they’re still well equipped for the age with plush carpet, OMG-handle for the passenger and plenty of gauges to keep check on mechanicals and angles.
The later the model, the better the driving options became. Larger, more comfortable front seats are fitted to the ND models onwards in 1987. Around town, the Pajero is quite civilised considering the firm leaf springs used on the rear live axle. The drive is a lot less truck-like when compared to the equivalent-aged Patrol, as an example.
From late 1988, the V6 models were available with a new coil-spring live axle rear, which is more comfortable on-road and better performing off-road.
The ’80s-era Pajero is from around the time when things we now take for granted were once an option. Plus, these weren’t always ticked when being ordered. Things like power steering and air conditioning aren’t on every vehicle, and these certainly go a long way to improve the driving time behind the wheel.
Available in a SWB, two-door variant as well as the more popular four-door wagon, the bigger version had the option of fold-up rear seats that gave it seating for up to seven people.
The touring enthusiasts will be pleased with the decent range available from the 92L fuel tanks, and this is combined with relatively frugal engines. The back end features one large barn door that holds onto the spare tyre – no climbing underneath for the spare when needed.
Mechanicals
A range of engine options were available in the early Pajeros. All of them had a five-speed manual gearbox until the release of the V6 in the last of the generation, which saw an auto become available.
The most common engine is the widely used Astron 4G54. It’s the same 2.6L carby-fed, four-cylinder found in anything from Sigmas to Magnas. It’s a good workhorse engine for a 4WD, and with its low-down grunt, it’s happy to chug along.
On paper, it’s a bit ordinary with an output of 79kW@5000rpm and 192Nm of torque. It’s a bit of a noisy affair with its balance-shaft design, but they’re fairly dependable and can stand up to plenty of abuse.
By early 1989, some V6 models started appearing around town. These featured a 3L fuel-injected V6 that managed a decent 105kW@5000rpm and a healthy 228Nm of torque. The V6 is smooth and pulls well, and many prefer it to the revamped (and more powerful) version released in 1991 because of its low-rev torque.
While the newer engine had more power, it had to be revved harder. The only downside for the V6 is the extra fuel consumption, but we’re pretty sure most would pay the price to get the suppler coil rear suspension on the V6 models.
The diesel flagship is a 2.5L turbo four-cylinder unit (from late ’86). It’s robust and reliable, and it is only lacking a bit in the performance and refinement stakes. Still, it will go all day if serviced well enough.
The turbocharger helps feed the little oiler enough pressure to squeeze out a rather conservative 62kW and 201Nm. No tyre fryer, but it doesn’t use much fuel.
» Continue to Page 2
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