2006 – 2021 Refined.
Capable.
Final.
The Gen 4 was the ultimate expression of the Pajero — 140 kW / 441 Nm from the 3.2 Di-D, Super Select II 4WD, seven airbags, carbon-fibre driveshaft. A 15-year production run that ended in 2021. The most accomplished Pajero ever made, and now the best-value used 4×4 in its class.
The Apex Predator — Refined Over 15 Years
When Mitsubishi launched the Gen 4 Pajero in 2006, the brief was clear: take everything the Gen 3 achieved and make it definitively better. More power, more refinement, more safety, more technology — without compromising the off-road capability that defined the nameplate.
They delivered. The upgraded 3.2 Di-D diesel now produced 140 kW and 441 Nm — more torque than any previous Pajero engine. The Super Select II 4WD system gained electronic terrain response modes. Seven SRS airbags became standard. A carbon-fibre driveshaft reduced unsprung weight. Active stability control arrived.
But the Gen 4’s real story is its production longevity. Launched in 2006 and discontinued in 2021, the Gen 4 outlasted its planned successors and became the definitive statement of what Mitsubishi’s engineers could achieve with the Pajero platform. When production ended, it was not because the Gen 4 had become obsolete — it was because the global market had moved toward SUVs, and Mitsubishi’s resources followed it.
The 3.2 Di-D — 140 kW Engine Guide
The Gen 4’s 3.2L Di-D is the best diesel engine ever fitted to a production Pajero. Common-rail direct injection delivers exceptional fuel atomisation and combustion efficiency, producing 441 Nm of torque from 2,000 rpm — more low-end grunt than the V8 rivals of its era. The engine’s architecture is fundamentally shared with the Gen 3’s 4M41 but remapped, with updated turbocharger geometry and intercooler calibration. It is chain-driven (no cambelt to replace) but the top timing chain guide remains the key inspection item at high mileage. Properly serviced, this engine is capable of 400,000+ km without major work.
| Code | Engine | Power | Torque | Notes | Verdict |
|---|---|---|---|---|---|
| 4M41 | 3.2L Di-D Common-Rail Diesel | 140 kW | 441 Nm | The one and only diesel. Chain-driven. Check timing chain guide at 120k km. EGR valve carbon build-up is common on urban-use vehicles. Avoid DPF models (post-2011 in some markets) where possible in SA. | Only Choice |
| 6G75 | 3.8L V6 MIVEC Petrol | 184 kW | 329 Nm | Smooth and powerful but 14–18 L/100km is prohibitive for bush use. Better suited to highway driving. Not the recommended choice for South African conditions — stick to the diesel. | Highway Option |
The Gen 4 3.2 Di-D EGR (Exhaust Gas Recirculation) valve is known to accumulate carbon deposits — particularly on vehicles used predominantly in stop-start urban driving. Symptoms: rough idle at cold start, occasional hesitation, slight power reduction. A clean costs R600–R900; many SA owners fit an EGR blanking plate (R300–R600 plus labour) as a permanent solution. This is a popular and recommended modification for Pajeros used in SA conditions.
Gen 4 Model Year Changes
The fourth-generation Pajero ran an exceptional 15 years (2006–2021), evolving steadily rather than through a single big redesign. Here’s how it changed over its life.
- 2006 (launch): unveiled at the Paris Motor Show (30 September 2006), on an improved monocoque with the RISE safety structure, revised suspension and a stronger safety package. Early 3.2 DI-D made 125 kW / 170 PS.
- 2011: the 3.2 DI-D was uprated to around 147 kW / 200 PS with a variable-geometry turbo and Euro 5 compliance (South African models are typically quoted at 140 kW) — the pick of the range for many buyers.
- 2012 (NW series): a subtle restyle with improved refinement (NVH) and revised emissions hardware.
- 2014/2015 (NX series): a fresh front fascia, LED daytime running lights and trim updates.
- 2017 onward: a diesel particulate filter (DPF) became standard (a small drop in peak power, torque unchanged).
- February 2018: the three-door short-wheelbase was discontinued.
- 2019–2021: a limited Final Edition (a 700-unit Exceed) marked the run-out; production ended in March 2021.
Core hardware held strong throughout: 220 mm of ground clearance and a 700 mm wading depth. For the engine deep-dive, see our 3.2 Di-D guide.
Complete Gen 4 Specs
| Production | 2006–2021 |
| Platform | Unibody with front & rear subframes |
| Front suspension | Independent double wishbone, coil springs |
| Rear suspension | Independent multi-link, coil springs |
| SWB wheelbase | 2,545 mm |
| LWB wheelbase | 2,780 mm |
| Ground clearance | 220 mm |
| Approach angle (SWB) | 44° |
| Departure angle (LWB) | 26° |
| Wading depth | 700 mm |
| 4WD system | Super Select II — 2H/4H/4H-Lock/4L |
| Transmission | 5-speed automatic (standard) |
| Seating | 5 (SWB) / 7 (LWB) |
| Fuel tank (LWB) | 88 L |
| Towing capacity | 3,100 kg (braked) |
| Airbags | 7 SRS standard |
| Driveshaft | Carbon-fibre rear prop shaft |
| SA used price (2026) | R180,000–R450,000 |
Known Issues & What to Inspect
The Gen 4 is one of the most capable and durable full-size 4x4s you can buy used in South Africa — but it shares the 3.2’s Achilles’ heel and adds a few electronic niggles. Check these.
The 3.2 DI-D timing-chain guide
Just like the Gen 3, the 4M41 engine’s upper timing-chain guide wears and can break, risking the chain jumping and severe engine damage. Treat a front-of-engine rattle as a stop-and-inspect emergency, and budget to replace the upper guide preventively (owners’ clubs suggest around every 90,000 km). Full detail in our 3.2 Di-D common problems guide.
Electronic & fuel-system niggles
- Suction Control Valve (SCV), MAP sensor and EGR are the usual fault-code culprits — generally affordable fixes if you avoid dealer labour.
- Injectors and fuel pump can need attention on high-kilometre engines.
- Crankshaft pulley (harmonic damper) perishes with age rather than mileage — check any Gen 4 over ten years old for wobble and rubber cracking. See the crank pulley failure guide.
- DPF (post-2011/2017 diesels): excellent on the open road but clogs on stop-start city-only use — a DPF Pajero that has only done short trips is a red flag.
- Rear sideshafts can weep oil from the diff — check for leaks.
- Rust is less of a problem than older generations, but still check the arches and underbody on coastal cars.
Sources
- Wikipedia — Mitsubishi Pajero (engine outputs, facelifts, dates)
- Pajero Owners Club of South Africa
- 4x4Community.co.za — replacing the timing-chain guide on a Gen 4
- Pajero 4WD Club of Victoria — timing-chain guide
What to Pay
The Gen 4 offers the best value-per-capability ratio of any Pajero in the SA used market. A R250,000 Gen 4 outperforms alternatives costing R500,000+ new.
If you had to choose one Pajero for everything — family road trips, Kgalagadi adventures, weekend trail days and daily commuting — the Gen 4 LWB 3.2 Di-D is the answer. It does everything at a level no previous Pajero could match: safe, powerful, economical, capable and comfortable. A well-maintained 2012–2015 facelifted example is arguably one of the best used 4×4 purchases available in South Africa at any price point. The 140 kW / 441 Nm diesel will still be impressive when everything around it has changed. Buy one, service it properly, and drive it for another 150,000 km.
Gen 4 Resources
- Pajero Owners Club of South Africa — SA owner community with deep Gen 4 3.2 Di-D knowledge.
- 4x4Community.co.za — SA 4×4 forum with Gen 4 build threads and trip reports.
- Pajero 4WD Club of Victoria — extensive Gen 4 technical archive.
- Mitsubishi Pajero/Shogun Owners Club (UK) — service and DIY resources.
- On this site: 3.2 Di-D common problems · Super Select 4WD · Pajero specifications