1999 – 2006 Italian Design.
Serious Off-Road.
Styled by Pininfarina, engineered by Mitsubishi. The Gen 3 transformed what a Pajero could be — 300% more torsionally rigid, independent rear suspension, and the formidable 3.2L Di-D common-rail diesel. The most technologically refined Pajero before the final Gen 4.
A Ground-Up Reinvention
When Mitsubishi launched the Gen 3 in 1999, they didn’t just update the Pajero — they reinvented it. The new platform moved to a unibody-with-subframe construction, replacing the traditional body-on-frame design of the Gen 1 and Gen 2. Critics raised their eyebrows. Off-road purists worried. Then people drove it.
The new architecture delivered a vehicle that was dramatically stiffer, significantly lighter, and radically more refined on the road — while losing minimal off-road capability. The Super Select II 4WD system retained all-mode capability, the approach and departure angles remained serious, and the 3.2 Di-D diesel was a revelation: 370 Nm of torque, common-rail precision, and genuine fuel efficiency for a vehicle this capable.
For South African buyers today, the Gen 3 represents a sweet spot: old enough to have depreciated significantly from new-car pricing, young enough that parts availability is still strong, and capable enough to tackle any SA trail from the Kgalagadi to the Sani Pass.
Gen 3 Innovations Over Gen 2
The third-generation Pajero (1999–2006) wasn’t a facelift — it was a ground-up reinvention that changed what the Pajero fundamentally was. Where the Gen 2 rode on a separate body-on-frame chassis with a live rear axle, the Gen 3 introduced a run of firsts that made it dramatically more capable on the road without giving up its off-road credentials.
What changed
- First monocoque Pajero. Gen 3 switched to unibody (monocoque) construction with an integrated ladder frame — lower, stiffer and far more car-like to drive than the old body-on-frame Gen 2.
- Fully independent rear suspension. A new multi-link IRS replaced the Gen 2’s live rear axle, transforming ride comfort and on-road handling — a genuine turning point for the model.
- Super Select II (SS4-II). The 4WD system was refined with a planetary-gear centre differential and a default 33:67 front-to-rear torque split — see our Super Select guide.
- Landmark engines. The 3.2-litre DI-D (4M41) direct-injection turbo-diesel arrived, alongside 3.5- and 3.8-litre GDI V6 petrols.
- RISE safety body and rack-and-pinion steering (replacing the older recirculating-ball setup) for sharper, more precise steering.
Launched in Japan in August 1999 and reaching most markets as a 2001 model (with a facelift in 2003), the Gen 3 is the point at which the Pajero became a genuinely refined family 4×4.
Gen 3 Engine Guide
The 3.2 Di-D is the unambiguous recommendation for SA buyers — torque, economy, and performance combined. The V6 petrol variants are smooth but expensive to run in SA fuel conditions.
| Code | Engine | Power | Torque | Notes | Verdict |
|---|---|---|---|---|---|
| 4M41 | 3.2L Di-D Common-Rail Diesel | 121 kW | 370 Nm | The one to buy. Smooth, torquey, economical relative to engine size. Watch timing chain guide at 120k km service. Injectors wear at high mileage. Avoid excessive short trips. | Best Buy |
| 6G74 | 3.5L V6 MIVEC Petrol | 147 kW | 275 Nm | Refined and smooth but 13–17 L/100km is punishing in SA. Available in 24-valve form. Cooling system maintenance critical. Good option if diesel fuel quality is a concern. | Good Option |
| 6G75 | 3.8L V6 Petrol (from 2003) | 184 kW | 329 Nm | The most powerful Gen 3. Excellent highway performance. Available in Exceed trim. High fuel consumption limits bush usefulness. Same cooling system vulnerabilities as 3.5 V6. | For Highways |
The Gen 3 3.2 Di-D uses a timing chain — not a belt (no replacement schedule in the traditional sense). However, the top timing chain guide is known to wear and should be inspected at or before 120,000 km. Cost to check: R800–R1,200. Cost to ignore: an engine rebuild. Ask for documented evidence this was checked on any Gen 3 Di-D over 100,000 km.
Complete Gen 3 Specs
| Production | 1999–2006 Japan; ~2002–2007 export |
| Platform | Unibody with front & rear subframes |
| Front suspension | Independent double wishbone, coil springs |
| Rear suspension | Independent multi-link, coil springs (IRS) |
| SWB wheelbase | 2,545 mm |
| LWB wheelbase | 2,780 mm |
| Ground clearance | 205 mm |
| Approach angle (SWB) | 44° |
| Departure angle (LWB) | 26° |
| Wading depth | 500 mm |
| 4WD system | Super Select II — 2H/4H/4H-Lock/4L |
| Transmission | 5-speed manual / 5-speed automatic |
| Seating | 5 (SWB) / 5 or 7 (LWB) |
| Fuel tank (LWB) | 88 L |
| Towing capacity | 3,100 kg (braked) |
| Airbags | Up to 6 SRS |
| SA entry price (2026) | R80,000–R200,000 |
| Chassis stiffness | 300% more than Gen 2 |
Known Issues & What to Inspect
The Gen 3 is a tough, well-sorted 4×4, but a few specific weak points make or break a used example — and the biggest one can end an engine. Inspect carefully.
The 3.2 DI-D timing-chain guide (the big one)
The 4M41 3.2-litre diesel uses a plastic upper timing-chain guide that wears thin and can break. Fragments can jam the chain, causing it to jump timing and — in the worst case — bend valves and wreck the cylinder head. Owners’ clubs recommend inspecting and replacing the upper guide roughly every 90,000 km (checked alongside valve clearances). A rattle from the front of the engine is a red flag — stop driving and inspect immediately. It’s a cheap part and cheap insurance against a very expensive failure. Read our full 3.2 Di-D common problems guide.
Other checks
- GDI V6 petrols (3.5/3.8): prone to carbon and deposit build-up and thirsty in the real world — the 3.2 diesel is the smarter long-term buy in South Africa.
- Diesel fuel system: injectors and the fuel pump can need refreshing on high-kilometre engines.
- Rust: check the rear wheel arches, tailgate, sunroof surround and underbody, worse on coastal cars.
- Rear IRS: inspect bushes, wheel bearings and sideshaft/diff oil seals for weeping.
- 4WD: cycle Super Select II through all modes and confirm clean engagement.
Sources
- Wikipedia — Mitsubishi Pajero (construction, suspension, engines)
- Pajero Owners Club of South Africa — Gen 3 timing chain & tensioner
- Pajero 4WD Club of Victoria — 3.2 Di-D upper timing-chain guide
- Andrews High Tech Automotive — Mitsubishi timing-chain failure
What to Pay
The Gen 3 Pajero is arguably the most underrated vehicle in the entire SA used 4×4 market. It looks dramatic (Pininfarina doesn’t design ugly vehicles), it’s equipped with the best diesel engine of its era, and it handles roads the Gen 2 would refuse to enjoy. A well-maintained 3.2 Di-D LWB with verified timing chain history is one of the best used 4×4 buys in South Africa at any price point. The IRS does marginally reduce extreme articulation versus the Gen 2 — but for 99% of SA trails, the difference is irrelevant. Buy the cleanest example you can find, check the timing guide history, and enjoy a vehicle that Pininfarina designed for the ages.
Gen 3 Resources
- Pajero Owners Club of South Africa — the go-to SA forum for Gen 3 technical help, timing-chain advice and buying guidance.
- 4x4Community.co.za — active South African 4×4 forum with a strong Pajero following.
- Pajero 4WD Club of Victoria — one of the best technical resources for the 3.2 Di-D.
- Mitsubishi Pajero/Shogun Owners Club (UK) — deep technical archive.
- On this site: 3.2 Di-D common problems · Super Select 4WD · Pajero specifications