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The Mitsubishi Pajero has remained an iconic figure in the SUV world for 39 years. Known for its reliability and sturdy design, the Pajero was a well-loved vehicle up until production ended in 2021. Despite the end of its production, many Pajeros are still seen on the roads today, demonstrating its lasting legacy.
By special request, we are delving deep into the Pajero NX's towing capacities, especially when it comes to using this vehicle for caravanning.
Examining the Pajero: A Numbers Game
The Pajero's specifications boast hallmarks of a solid workhorse, save for one critical snag. It kicks off with a braked towing capacity of 3,000kg, a gross vehicle mass of 3,030kg, and a gross combination mass of 6,030kg.
The axle limits are reasonable with 1,330kg at the front and 1,780kg at the rear. These figures, while not quite on par with an American Ute, LandCruiser, or Patrol, are certainly workable.
However, the real challenge lies in the Pajero's maximum permissible tow ball mass, which stands at 250kg. For our astute readers, this specification might ring some warning bells, particularly when considering towing loads close to 3,000kg—a concern we'll delve into further shortly.
The Double Catch: Tow Ball Mass and Heavy Trailers
Furthering the challenge, Mitsubishi imposes a penalty when towing heavier trailers. The Pajero's max tow ball mass shrinks down to 180kg when towing over 2,500kg. This information shifts the warning bell to a screeching siren decked out with strobe lights and an intense flag-waving gatekeeper—a metaphorical description of the potential risks involved.
Tow Capacity Upgrade: A Viable Solution?
Numerous suspension companies in Australia offer tow capacity upgrades to the Pajero. By replacing some suspension components, these companies propose to raise the max tow ball limit back to 300kg—a promising solution, in theory.
These upgrades encompass shock absorbers, springs, and airbags—common off-the-shelf parts generally up to the task. However, if it were as straightforward as investing approximately $1,200 in retail suspension upgrades, Mitsubishi would have likely addressed this issue.
Delving Deeper: Understanding Suspension Dynamics
While the standard suspension may falter under heavy rear loading, it's crucial to grasp the dynamics of leverage and the fulcrum effect on the rear axles and chassis. The Rear Overhang on the Pajero measures at 1,105mm, translating to roughly 1,255mm for the Hitch Overhang—a standard measurement for many SUVs.
The wheelbase and hitch overhang result in an approximate 145% load on the rear axles and chassis for every kilogram placed on the tow hitch. This understanding becomes crucial when evaluating the real impact of tow hitch load on the vehicle's structural components.
This means:
- A 250kg ball mass results in a 363kg load on the structural components.
- Reducing this to 180kg brings the total load to 261kg.
- If the towing upgrade allows a 300kg load, the total load jumps to 435kg.
Chassis Insights: Unibody vs. Body-On-Frame
Delving into the engineering nuances is crucial when discussing the towing dynamics. The Mitsubishi Pajero features a unibody (or monocoque) design, which is common among many cars and smaller SUVs. While this structure is known for its reliability in off-road scenarios, it isn't optimal for heavy-duty towing.
In the unibody design, the axles attach to the vehicle's floor pan via subframes, which don't run the vehicle's entire length. Instead, the structure relies on various body panels and the roofline for added rigidity and strength. This design is beneficial for many vehicles but doesn't offer the sheer resilience of the classic body-on-frame chassis.
With a unibody setup, the towing stress disperses across a wider section of the vehicle. Although this layout generally provides greater rigidity and efficient stress absorption, areas like the hitch mounting points are more prone to concentrated stress.
Conversely, the body-on-frame (or ladder frame) found mainly in larger SUVs and dedicated towing vehicles presents a more robust foundation. In this configuration, both axles and the hitch connect directly to a continuous frame, enhancing stability and towing prowess. This structure's innate sturdiness makes it better equipped to manage significant vertical and longitudinal stresses, especially in the rear where towing pressures are most intense. This inherent strength is a primary reason heavy-duty trucks and off-road vehicles favour the body-on-frame design.
It's relevance to the Pajero?
Given the Pajero's monocoque architecture, its structural integrity hinges on balanced load distribution. This aspect implies that the Pajero's design could be more vulnerable to discrepancies in tow ball weight, more so as the towing weight climbs.
The hitch attachment point on a monocoque vehicle is particularly susceptible to stress concentration due to the absence of a distinct, robust frame to distribute and mitigate these forces. Consequently, this area might face specific structural challenges when towing substantial loads with considerable tongue weights (tow ball mass).
Remember, the towbar, when under load, is subject to various forces: longitudinal forces during acceleration, braking, and general towing; lateral forces resulting from the trailer swaying or yawing during turns and other road movements; and vertical loads stemming from the weight on the tow ball. These forces become significantly amplified during off-road touring.
Therefore, engineers may reduce allowable tongue weight on heavier trailers to ensure that stress concentrations remain within safe limits, especially considering the unique stress distribution characteristics of a monocoque design.
While it might be tempting to consider suspension enhancements, they only address part of the challenge. Moreover, Mitsubishi's warranty underscores potential risks associated with overburdening or unauthorised vehicle modifications.
Warranty Woes and Considerations
Mitsubishi impresses with its warranty, extending from 5 to 10 years in 2020 under certain conditions. While many Pajeros might be out of their warranty period, some still hold a valid warranty. Mitsubishi's stance remains clear: overloading or unauthorised modifications to the vehicle result in voided warranty—a risk factor for those considering suspension upgrades.
Caravanning in Australia Versus the World: A Unique Towing Landscape
As discussed in our in-depth review of Braked towing Capacities, the caravanning scene in Australia stands out uniquely on the global stage. Unlike other regions, Australians tow heavy pig trailers over extended lengths, requiring about a 10% tow ball download to ensure stability.
In Australia, it's common to come across caravans exceeding 20 feet in length, weighing around 3,000 kg, with tow ball masses nearing 300 kg. Interestingly, Australians often opt to tow these sizable caravans using city-centric and family SUVs and utes.
Contrast this with Europe, where stringent caravan weight regulations cap caravan weights at about 80% of the laden vehicle weight, keeping most caravan weights below 2,000 kg. These caravans remain stable with a significantly lower tow ball mass, typically around 6% of the caravan's laden weight. Besides, the European caravanning enthusiasts generally stick to well-paved roads, enabling them to employ lighter and more forgiving construction methodologies as opposed to the rugged builds required to traverse Australia's corrugated terrains.
Across the Pacific in the US, the love for size and heft prevails. Fifth-wheelers are a more common sight, given the availability of larger vehicles with substantial towing capacities, often dubbed 'yank tanks'. The competitive market for these robust vehicles ensures RV enthusiasts can tow their massive trailers with vehicles that are up to the task.
Over its 39-year production span, the Mitsubishi Pajero reported sales of over 3.3 million units. While exact Australian figures are elusive, estimates suggest about 6,000 units annually, constituting less than 7% of Mitsubishi's global sales. But, out of these figures, how many Pajeros were sold specifically to Australian caravanning aficionados?
Diving into the numbers against the backdrop of global caravanning trends and Australia's relatively small footprint in Mitsubishi’s global market, it becomes apparent that towing the distinctly heavy Australian trailers with high ball loads wasn't the intended purpose for the Pajero.
The different caravanning norms across continents and the Pajero's market positioning bring to light the vehicle's unintentional misalignment with the towing expectations of some Australian caravanners.
Reality Check: Recommendations for Towing with the Pajero
When it comes to practical towing advice for the Mitsubishi Pajero, understanding its strengths and limitations is crucial.
In a scenario with a dog trailer, equipped with axles at both extremities and minimal tow ball weight, the Pajero is potentially capable of towing a 3,000kg trailer. But, the dynamics shift dramatically when it comes to camper trailers and caravans, aka pig trailers.
These trailers demand a distinct proportion of their weight on the tow ball to guarantee stability. A widely accepted rule of thumb is that 10% of the total trailer weight should be on the tow ball mass.
While this might not be as stringent for smaller camper trailers or European-style vans, it becomes non-negotiable for caravans stretching beyond 6 meters. Given their length, they're inherently prone to yawing, which solidifies the 10% guideline as a safety essential.
The Pajero's wheelbase, clocking in at 2,780mm, is a central figure in this towing equation. Based on JD Gallant's insights from the RV Consumer Group, which stemmed from thorough research on trailer accidents, a wheelbase close to 2,800mm is ideal for managing a 20-foot trailer. This makes the Pajero a fitting contender for trailers within this bracket.
With this in mind, our recommendation for Pajero owners is to remain within the confines of towing a caravan weighing up to 2,500kg and capping at 20 feet. Adhering to this guideline ensures you maintain a manageable tow ball mass, upholding stability, and keeping a balanced trailer-to-vehicle weight ratio. With a caravan at 2,500kg, and assuming a 10% ball weight you will have 405kg of payload available for your occupants, luggage, and accessories, which is plenty for most travellers.
Even though the allure of the Pajero’s 3,000kg braked towing capacity is strong, it's essential to factor in its monocoque construction and the stringent tow ball mass restrictions. Towing beyond 2,500kg might thrust the Pajero outside its comfort zone, compromising safety.
In summation, the Pajero, while being a commendable vehicle, has its towing boundaries defined by its design nuances. It might not be the prime choice for those aspiring to tow heftier loads.
