If you spend any time in the South African Pajero community, you will hear the term “Blister Fender” used with a particular reverence. It refers to the 1998-to-2000 facelift version of the second-generation Pajero — wider in the body, better-specified than any Gen 2 before it, and the only Gen 2 sold in South Africa that came standard with a rear differential lock. Decades on, clean examples are climbing in value and becoming difficult to find. This is the complete guide to understanding them, identifying them, and buying the right one.
What Is the Pajero Blister Fender?
The Pajero Blister Fender is the community name for the facelifted second-generation Pajero introduced in 1997 for the Japanese domestic market and rolled out globally through 1998. In Australia and New Zealand, the same vehicle is known as the NL Pajero — NL being the official Mitsubishi internal chassis code for this build phase. In South Africa, the “Blister” or “Blister Fender” name stuck and has been the universal term among local enthusiasts ever since.
The defining feature is visible from twenty metres away: the front and rear wheel arches are flared outward — “blistered” — adding visible width to the body. These are not aftermarket additions. Mitsubishi widened the pressed-steel fender sections as part of a factory facelift that also brought new headlights, a new grille, new bumpers, repositioned fog lights, and updated side steps. The Blister Fender is wider, more muscular-looking, and more aggressively styled than any Gen 2 that preceded it. It was also, in the SA market specifically, more capable off-road than any Gen 2 before it — for reasons that go beyond the bodywork.
The vehicle is also correctly referred to as the Gen 2.5 — a community acknowledgement that this facelift was substantial enough to sit between the standard Gen 2 (1991–1997) and the all-new monocoque Gen 3 (1999 onwards). The Gen 3 that replaced it abandoned the ladder frame chassis and live axle rear suspension entirely. The Blister Fender was the last body-on-frame, live-rear-axle Pajero before Mitsubishi changed direction.
The 1997–1998 Facelift: What Changed
Mitsubishi introduced the Gen 2 facelift in the 1997 Japanese domestic market year, with General Export, GCC (Gulf Cooperation Council), and South African market cars receiving the updates from 1998. The changes were cosmetic, mechanical, and specification-level — not an engineering overhaul, but a thorough refresh of a vehicle already known for reliability.
Exterior Changes
- Blister flare fenders front and rear — wider wheel arches pressed into the body panels, giving the vehicle a distinctly broader stance
- Revised headlight units — cleaner lens design than the earlier Gen 2
- New front grille and bumper treatment
- Repositioned and restyled fog lights
- Updated side steps and rocker panel cladding
- The wider arches allowed factory fitment of slightly larger tyre footprints without modification, a practical off-road advantage that enthusiasts noted immediately
Interior and Safety Changes
- Driver and front-passenger SRS airbags: standard on 3.5-litre GLS models, optional on lower-spec trim levels
- LCD screen in the centre stack
- Leather-wrapped steering wheel and leather-and-wood combinations on top-specification cars
- Upgraded wood-effect interior trim
- Cruise control added (some variants — not universal across all markets)
Mechanical and Specification Changes
- Upgraded suspension and steering calibration
- Rear differential lock introduced for GLS specification cars in the South African market — the pre-blister Gen 2 sold in SA did not include a rear diff lock; earlier SA models had a rear limited-slip differential instead
- The 3.0-litre 6G72 V6 gained a 24-valve configuration (previously 12-valve SOHC only in some markets)
- GDI (Gasoline Direct Injection) variant of the 6G74 V6 available in certain markets — the first use of direct injection technology on the Pajero platform
Engines: The 3.5, the Diesel, and What South Africa Got
The Blister Fender era Pajero was offered with multiple engine options globally, but the South African market received a focused range. Understanding which engine is in the car you are looking at is the first step in any purchase decision.
| Engine | Code | Config | Power | Torque | Notes |
|---|---|---|---|---|---|
| 3.5L DOHC V6 | 6G74 | V6 DOHC 24v | 153 kW | 300 Nm | The collector’s choice. Higher output per bank; free-revving. Common in SA GLS blisters. |
| 3.5L SOHC V6 | 6G74 | V6 SOHC 24v | 140 kW | 303 Nm | Same displacement, slightly less peak power but marginally more low-down torque. Also available in SA. |
| 3.5L GDI V6 | 6G74-GDI | V6 SOHC, direct injection | ~150 kW | ~300 Nm | Japanese domestic market and some exports. First direct injection Pajero. More complex servicing — avoid unless you can find a specialist. |
| 2.8L Turbo Diesel | 4M40 | Inline-4 SOHC turbo | 92 kW | 292 Nm | Mechanically injected, extremely reliable. Lower on power but very long-lived. Preferred by buyers who prioritise fuel economy and bush repairability. |
| 3.0L V6 | 6G72 | V6 SOHC 24v | 109 kW | 234 Nm | Less common on blister fenders in SA. Adequate but outperformed by the 3.5 in every meaningful off-road metric. |
The 3.5 DOHC: Why the Community Rates It So Highly
The 3.5-litre DOHC 6G74 is widely regarded as the engine that defines the Blister Fender. At 153 kW and 300 Nm, it was the most powerful unit offered in the Gen 2 Pajero, and the dual overhead cam architecture gave it a notably different character to the SOHC variants — smoother through the rev range, more willing at higher engine speeds, with the mechanical feel of an engine built to work. South African Pajero owners on pajeroclub.co.za have documented multiple examples running past 400,000 kilometres on original internals with routine servicing only.
One practical point: the 3.5 DOHC produces marginally more power than the 3.5 SOHC variant (153 kW vs 140 kW) but slightly less peak torque (300 Nm vs 303 Nm). The DOHC’s advantage shows in sustained performance at higher engine speeds. For low-speed rock work, the torque difference is trivial. For highway overtaking and high-speed corrugated dirt, the DOHC is the better engine. The SA Pajero community is unambiguous: if you are choosing between a DOHC and a SOHC blister at similar price and mileage, the DOHC is the pick.
The 2.8 Diesel: The Overlooked Blister
The 4M40 2.8-litre turbodiesel is mechanically injected — which in a modern context where engine management electronics can and do fail in remote locations, is a significant practical advantage. The 4M40 is not a fast engine and it is not a sophisticated one. What it is is robust. At 92 kW and 292 Nm, it is less powerful than the petrol options, but it uses far less fuel, and Mitsubishi’s 4M40 has a documented history of high-mileage reliability across Land Cruiser and Pajero applications. For buyers who primarily overlap and spend time far from a Mitsubishi dealer, the 2.8 diesel blister is a serious consideration that the raw power comparison alone does not capture.
The 4WD System: Why the Blister Was Different in South Africa
The most consequential difference between the Blister Fender and all earlier Gen 2 Pajeros sold in South Africa is not the bodywork. It is the rear differential lock.
Pre-1998 Gen 2 Pajeros sold in South Africa came with a rear limited-slip differential — a clutch-pack LSD that provided partial resistance to wheel spin under load. This is a useful system but it is not a true lock. The Blister Fender GLS brought a lockable rear differential as standard fitment — a feature that in the SA market had previously been unavailable on any factory Gen 2. Combined with the Super Select transfer case’s centre differential lock (4HLc and 4LLc), this gave the Blister Fender a three-differential-management capability: open centre diff in 4H, locked centre diff in 4HLc and 4LLc, and optional locked rear diff in 4HLc and 4LLc for maximum traction.
To be specific: the Blister Fender in SA specification carried Super Select 4WD (the original SS4 system introduced in 1991) with centre differential lock through the transfer case selector, plus a separately switched rear diff lock. This combination — Super Select plus rear diff lock — is what members of pajeroclub.co.za and 4x4community.co.za consistently rate as the reason the Blister outperforms the Gen 3 and Gen 4 in pure off-road traction situations. The Gen 3 monocoque chassis brought independent rear suspension, which, while better on-road, eliminated the articulation advantage of the Blister’s live rear axle.
| Feature | Gen 2 Pre-Blister (SA) | Gen 2.5 Blister Fender GLS (SA) | Gen 3 (SA, from 2000) |
|---|---|---|---|
| Chassis | Ladder frame | Ladder frame | Monocoque |
| Rear suspension | Live axle, coil springs | Live axle, coil springs | Multi-link independent |
| Transfer case | Super Select 4WD | Super Select 4WD | Super Select II |
| Centre diff lock | Yes (4HLc / 4LLc) | Yes (4HLc / 4LLc) | Yes (4HLc / 4LLc) |
| Rear diff lock | No — rear LSD only (SA spec) | Yes — lockable (GLS SA spec) | Yes — lockable (GLS) |
| Body width | Standard | Widened blister fenders | Standard |
| On-road ride quality | Firm | Firm | Notably improved |
| Off-road articulation | Excellent (live axle) | Excellent (live axle) | Reduced (IRS) |
The Blister Fender and the Pajero Evolution: Related but Distinct
The timing of the Blister Fender facelift (1997–1998) overlaps exactly with the production period of the Pajero Evolution V55W — the short-wheelbase, wide-body homologation special built from 1997 to 1999 to satisfy Dakar T2 class regulations. Both vehicles share the same era’s widened body concept, the Gen 2 ladder-frame platform, and the 6G74 V6 engine family. They are not the same vehicle and should not be confused, but the connection is real.
The Pajero Evolution was a JDM-only model — sold exclusively in Japan, approximately 2,693 units produced, never officially exported to South Africa or any other general export market. It featured a purpose-built short-wheelbase body with significantly more extreme blister fenders (wider track), purpose-developed long-travel independent rear suspension, front and rear Torsen limited-slip differentials, and a 3.5-litre DOHC V6 with MIVEC technology producing substantially more than the road-going 6G74. It was designed to win the Dakar Rally and was the foundation for the competition vehicles that won in 1997, 1998, and then consecutively from 2001 to 2007.
The standard Blister Fender sold in South Africa was the export market’s version of that same Gen 2 facelift era — same basic widened-arch aesthetic direction, same engine family, different platform specification. If the Pajero Evolution is the racing motorcycle, the Blister Fender GLS is the road bike that shares its DNA. Both are products of the same Dakar development period. Both carry the same design language. The Evolution is the collector rarity; the Blister Fender is the collectable you can actually find and use.
South Africa and the Blister Fender: Market Context
The Blister Fender was available in the South African market from late 1998 to approximately late 1999 or early 2000, when it was superseded by the Gen 3. In South Africa, the model was sold exclusively in GLS specification — the top-grade luxury trim. The more basic GLX variant, which appeared later in the Gen 3 and Gen 4 era as an “African version” with steel wheels, no colour-coded bumpers, and no leather, was not part of the Gen 2.5 SA offering. Every Blister Fender sold new in South Africa was a fully specified GLS.
Some Blister Fender units in SA were locally assembled — a detail that occasionally surfaces in provenance research and affects some part number matching. The market ran a narrow two-year window before Gen 3 arrived. That short production period in SA, combined with the passage of 25-plus years and the reality that many examples were worked hard on farms and trails, means that genuinely clean, low-kilometre Blister Fenders are now uncommon. The community consensus on pajeroclub.co.za and 4x4community.co.za is consistent: the challenge is not finding a blister — it is finding one with honest mileage.
Collector Value: Why Blister Fenders Are Climbing
The Pajero market is in a quiet but sustained upward shift. JDM import sources confirm that clean Gen 2 SWB units are rising as the 25-year rule opens importation windows in more markets. Within that trend, the Blister Fender GLS sits at the top of the Gen 2 hierarchy for several reasons that align with what collectors and serious overlanders value simultaneously: rarity, specification, authenticity, and the live-axle off-road capability that the Gen 3 monocoque sacrificed for comfort.
There is also the connection to the Dakar era. The Blister Fender’s years of production (1997–1999 globally, 1998–2000 in SA) are the years in which Kenjiro Shinozuka won the Dakar in a Pajero for the first time in Japanese history, Jean-Pierre Fontenay swept the top four places in 1998, and the Pajero Evolution homologation programme was at its peak. Owning a Blister Fender of this period is owning a road-legal vehicle from the same platform family that was, at that precise moment, dominating the world’s most demanding overland race.
The SWB (short-wheelbase, three-door) Blister Fender commands a premium over the LWB in collector terms — lighter, more manoeuvrable, rarer, and more closely related in proportion to the Pajero Evolution’s short body. A well-documented SWB blister in good condition is genuinely sought-after. LWB examples offer more practicality (seven seats in three-row configuration) and are more commonly available. Both are rising.
How to Identify a Genuine Blister Fender
Because the Blister Fender commands a premium, it is worth knowing exactly how to identify one — and what questions to ask before viewing. The SA Pajero community has documented the distinguishing features clearly.
Visual Identification
- Fender arches. The definitive visual indicator. On the Blister, the front and rear arches bulge outward from the body line — a clearly wider, flared profile. On the pre-1998 Gen 2, the arches sit flush with the standard body panels. Looking at a pre-blister Gen 2 and a blister side by side, the difference is immediately obvious. As one SA community member noted: if they are flat, it is not a blister fender. If they have blisters, it is.
- Headlights. The facelift brought revised headlight units. Later Gen 2 headlights have a different lens profile to the earlier NH/NJ-series units (1991–1997).
- Bumper and grille. The front bumper and grille were updated as part of the facelift — the Blister’s nose is visually distinct from the pre-1998 Gen 2.
- Side steps. The integrated side step design differs between the facelift and pre-facelift models.
Confirming the Rear Differential Lock
SA GLS Blister Fenders should have a rear differential lock. Confirm this three ways before relying on it. First, locate and operate the RDL switch — it should be in the centre console. Second, while the vehicle is stationary, engage 4LLc and activate the RDL switch; listen for the actuator and confirm the diff lock warning light illuminates on the dashboard. Third, a definitive confirmation: the diff lock axle will have a breather and vacuum pipe attached to it, visible from underneath the vehicle. If those are absent, the rear diff lock is either missing or non-functioning.
Note: early Gen 2 SA spec cars had a dashboard provision for an RDL indicator light (a dummy switch location) even though no rear diff lock was fitted. This was a parts-rationalisation measure by Mitsubishi. The presence of a switch position does not guarantee a functioning rear locker. Physically confirm it operates.
Model Year and Chassis Code
- The NL chassis code identifies the facelift build. Gen 2 chassis codes in sequence were: NH (1991–1993), NJ (1993–1997), NL (1997–2000 — the Blister era).
- In SA: look for 1998 and 1999 model years on the registration documentation. A 2000 first-registration date may also be a Blister, depending on when the stock was sold — confirm against the build date on the compliance plate.
- Body options in SA: both SWB (3-door) and LWB (5-door, 3-row) were available in the Blister Fender spec.
Known Issues and What to Check Before Buying
These vehicles are 25-plus years old. Condition is everything. The Pajero is well-built and the 3.5 V6 is a long-lived engine, but age and hard use surface specific weaknesses worth inspecting before committing.
- Exhaust manifold cracks. This is the most consistently documented issue on 3.5 V6 Gen 2 Pajeros in the SA community. The cast exhaust manifolds are known to crack — and community consensus is that they all crack eventually. Check with the engine at operating temperature. Some cracks only open when hot; others seal when the metal expands. Listen for a ticking or tapping noise from the front of the engine bay under load. A cracked manifold is repairable but is a bargaining point and a budgeted cost.
- GDI engine complexity. If the vehicle is fitted with the GDI (direct injection) variant of the 6G74 — common on JDM imports of this era — ensure a specialist familiar with GDI maintenance is available. The GDI system requires periodic carbon cleaning and specific fuel specifications. Avoid unless you can confirm the maintenance history on this system.
- Rust inspection. Check the ladder-frame chassis rails, particularly where they run under the floor and around the rear crossmember. Farm use and river crossings are common in the Blister’s SA history. Look under the vehicle before doing anything else.
- Torsion bar and front suspension. The front torsion bar suspension should feel firm and controlled, not soft or sponpy. Original torsion bars at this age may be tired. Replacements are available from aftermarket suppliers.
- Super Select operation. Test all four transfer case modes (2H, 4H, 4HLc, 4LLc). Engage and disengage each while stationary and at low speed. Confirm indicator lights illuminate and hold. A balky or non-confirming transfer case needs investigation before purchase.
- Cooling system. The 3.5 V6 runs hot in sustained low-speed off-road work if the cooling system is degraded. Confirm the radiator is clean, the thermostat is functioning, and there are no signs of overheating (white sludge under the oil cap, steam from the overflow).
- Kilometre honesty. This is the community’s primary challenge with Blister Fenders. Many have been farm-worked and heavily used. Service history documentation is the most valuable thing a seller can provide.
The Blister Fender in the Pajero Generation Timeline
| Generation | Chassis | Years (SA) | Blister Fender? | Chassis Type | Rear Diff Lock (SA GLS)? |
|---|---|---|---|---|---|
| Gen 1 | L040 | 1982–1991 | No | Ladder frame | No |
| Gen 2 (early) | NH / NJ | 1991–1997 | No — flat arches | Ladder frame | No (rear LSD only in SA) |
| Gen 2.5 (Blister) | NL | 1998–2000 | Yes — blister flare fenders | Ladder frame | Yes — GLS SA spec |
| Gen 3 | V60 / V70 | 2000–2006 | No | Monocoque | Yes (GLS) |
| Gen 4 | V80 / V90 | 2006–2021 | No | Monocoque | Yes (GLS) |
Frequently Asked Questions — Pajero Blister Fender
What is a Pajero Blister Fender?
The Pajero Blister Fender is the South African community name for the facelifted second-generation Pajero produced from 1997 (JDM) to 2000 (export markets). It is also called the Gen 2.5 or the NL Pajero. The defining feature is the factory-widened front and rear wheel arches — blister flare fenders — that give the vehicle a broader, more muscular stance than the standard Gen 2. In Australia and New Zealand the same vehicle is called the NL Pajero. It was the last body-on-frame, live-rear-axle Pajero before the Gen 3 moved to a monocoque platform.
How do I identify a Blister Fender Pajero?
The blister fender is immediately visible: the front and rear wheel arches are flared outward from the body panels, creating a wider stance than the flat arches on the pre-1998 Gen 2. The facelift also brought revised headlights, a new front grille and bumper, and updated side steps. In South Africa, the Blister Fender corresponds to 1998 and 1999 model years. The chassis code is NL. If the fender arches are flat against the body panels, it is a pre-blister Gen 2 (NH or NJ chassis).
Did all Blister Fender Pajeros come with a rear diff lock?
In the South African market, the GLS specification Blister Fender came with a rear differential lock as standard — a feature not available on the pre-blister Gen 2 SA-spec cars, which had a rear limited-slip differential instead. The rear diff lock was introduced with the blister fender GLS in SA from 1998. Always physically confirm the rear diff lock is present and functional before purchasing, as specification varied across markets and individual cars. Look for the RDL switch, confirm the dashboard indicator light responds, and verify the vacuum pipe and breather on the rear axle from underneath.
What engine does the Blister Fender Pajero have?
In South Africa, the Blister Fender GLS was most commonly fitted with the 3.5-litre DOHC V6 (engine code 6G74), producing 153 kW and 300 Nm. A 3.5-litre SOHC variant producing 140 kW and 303 Nm was also available. Diesel buyers could specify the 2.8-litre turbodiesel 4M40, producing 92 kW and 292 Nm. Some import examples carry the GDI (direct injection) version of the 6G74 — this is more complex to service and best avoided unless a specialist is available. The 3.5 DOHC is the most sought-after engine by collectors and serious off-road users.
Is the Blister Fender better off-road than the Gen 3 and Gen 4?
In specific off-road situations, yes — and the South African Pajero community consistently rates it more capable in technical terrain. The reasons are structural: the Blister Fender runs a ladder-frame chassis with a live rear axle and coil springs, providing superior articulation compared to the Gen 3 and Gen 4’s monocoque platform with independent rear suspension. The SA GLS Blister also carried a lockable rear differential not available on earlier SA-spec Gen 2s, giving it centre-diff lock plus rear-diff lock capability. For road manners, ride comfort, interior space, and refinement, the Gen 3 and Gen 4 are the better vehicles. For axle articulation and raw mechanical traction on steep or uneven terrain, the Blister Fender has an architecture advantage the later generations do not share.
What is the difference between the Blister Fender and the Pajero Evolution?
They share the same Gen 2 era, the same basic platform, and the same 6G74 V6 engine family, but are different vehicles built for different purposes. The Pajero Evolution (V55W) was a JDM-only homologation special — approximately 2,693 units built between 1997 and 1999 exclusively for the Japanese domestic market to qualify Mitsubishi’s Dakar competition car for the T2 production class. It featured a shortened wheelbase, significantly more extreme blister fenders, purpose-developed independent rear suspension, and Torsen differentials front and rear. The standard Blister Fender GLS is the export market’s road-going vehicle from the same era — factory-widened arches, standard Gen 2 chassis and suspension. The Evolution is the rarer and more valuable collector item; the Blister Fender is the vehicle you can realistically find and use.
Are Blister Fender Pajeros increasing in value?
Yes — clean, well-documented Blister Fender Pajeros are rising in collector interest and price. Contributing factors include the global appreciation for 1990s body-on-frame 4×4 vehicles, the finite supply of good examples after 25-plus years, the Pajero’s Dakar heritage coinciding exactly with this model’s production period, and the live-axle off-road capability that later generations moved away from. Short-wheelbase examples command a premium over long-wheelbase. Service history and verified low kilometres are the primary value drivers. The challenge is supply — genuinely clean blisters are becoming harder to find as time passes.
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