Right now on Cars.co.za you can buy a 2003 Pajero 3200 DI-D with 267 058 km for R69 900. On the same page sits a 2018 3.2 Di-Dc GLS with 79 370 km at R599 900. Both wear the same badge. Both run a 3.2 litre 4M41 diesel. Both use Super Select II.
That price gap is the whole argument in the pajero gen 3 vs gen 4 debate. Eight times the money for a truck that looks broadly similar from twenty paces.
So which one deserves your budget? The answer depends far less on the badge and far more on which 4M41 variant sits under the bonnet, and that is where most buyers get it wrong. Here is the head to head.
The generations, defined properly
Gen 3 is the V60 platform. Mitsubishi built it from 1999 to 2006, and South Africa sold it as the NM and later the NP. Gen 4 is the V80 platform, launched in 2006 and produced until March 2021, running through the NS, NT, NW and NX updates.
Both use a monocoque body with an integrated ladder frame, double wishbone coil springs at the front, a multi link coil setup at the rear and Super Select II. Mitsubishi did not reinvent the Pajero in 2006. It rebuilt it. Around eighty percent of the Gen 4 body panels were new, the bonnet switched to aluminium, and everything underneath carried over in concept while getting heavier, stronger and better damped.
Engines. The 4M41 is not one engine
This is the section that decides your purchase. The 3.2 DiD badge covers three genuinely different engines.
The Gen 3 unit, 1999 to 2006. The whole generation runs a Zexel electronically controlled distributor pump, not common rail. Common rail arrives with Gen 4. Output sits at 121 kW at 3 800 rpm and 373 Nm at 2 000 rpm through a fixed geometry TF035 turbo. Rebuild specialists still list that Zexel pump for Pajero 3 cars built between 2000 and 2007, which tells you it stayed to the end of the run.
The early Gen 4 unit, 2006 to about 2009. This is where common rail arrives. Denso’s own service documentation for the 4M41 puts the HP3 supply pump, the G2 injectors and an IHI RHV5S turbo on the engine that went on sale in September 2006. The automatic makes 125 kW at 3 800 rpm and 358 Nm at 2 000 rpm. The manual makes 118 kW and 381 Nm. On paper that is barely a step up on Gen 3, and in a heavier body it feels like no step at all.
The late Gen 4 unit, roughly 2010 onward. This is the one to have. Mitsubishi reworked the common rail system and lifted output to 147 kW at 3 800 rpm and 441 Nm at 2 000 rpm. Most markets quote 147 kW. The South African brochure for the final cars lists 140 kW with the same 441 Nm. Either number, the torque is what changed your life.
That is 68 Nm more than a Gen 3 and 83 Nm more than an early Gen 4 auto, all of it arriving at 2 000 rpm. Loaded, towing, or climbing a Karoo pass at altitude, the variable geometry car is a different vehicle.
Buy an early Gen 4 diesel and you pay Gen 4 money for Gen 3 performance in a body that weighs about 265 kg more. That is the single worst value buy in the range.
The V6 petrols
Gen 3 offered the 3.5 V6 GDI and, from 2003, the 3.8 litre 6G75. That Gen 3 3.8 is a non MIVEC unit making 310 Nm at 3 250 rpm. Mitsubishi described the Gen 4 replacement as a 23.5 percent power increase, which puts the Gen 3 engine at roughly 149 kW.
Gen 4 got the MIVEC version, making 184 kW at 6 000 rpm and 329 Nm at 2 750 rpm on an official combined 13.5 L/100km. Both are smooth and both are reliable. Neither makes financial sense here. A 2007 3800i with 218 034 km currently asks R95 900 because nobody wants to feed it.
Super Select II stayed. What sits around it changed
Both generations use Super Select II with 2H, 4H, 4HLc and 4LLc. Both let you shift between 2H and 4H on the move at up to 100 km/h. The centre differential and the 50/50 locked split are the same idea in both.
The difference is the electronics wrapped around it. Gen 3 gives you ABS and a locking centre diff and very little else. Gen 4 makes stability control, ABS and electronic brake force distribution standard across the range, and the traction control works with the locked centre diff to brake a spinning wheel rather than leaving you to rock it out.
Neither generation shipped with a factory rear differential lock in standard South African trim. Rear locker fitment varied by market and grade, so check the vehicle in front of you rather than the brochure. Aftermarket lockers exist for both, and they use the same part numbers across NM through NX, which tells you how little changed mechanically.
If you want the full picture on how the system works, read the Super Select 4WD explained guide.
Safety is the biggest gap between them
A 2004 Pajero gives you a driver airbag as standard and a passenger airbag as an option. No stability control. No curtain airbags. Nothing else.
Gen 4 carries a four star ANCAP rating from the 2011 test, covering 2006 to March 2013 build. Stability control, ABS and EBD are standard on every variant. Side and curtain airbags became standard from the 2011 model year and were optional before that.
If you carry children, this is not a close call. It is the strongest single argument for Gen 4 and it does not soften with age.
The comparison table
| Gen 3 (V60, 1999 to 2006) | Gen 4 (V80, 2006 to 2021) | |
|---|---|---|
| Diesel engine | 4M41 3.2, distributor pump, TF035 fixed turbo | 4M41 3.2, Denso common rail, IHI RHV5S variable geometry |
| Diesel output | 121 kW / 373 Nm | 118 to 125 kW / 358 to 381 Nm early, 147 kW / 441 Nm from about 2010 |
| Petrol | 3.5 V6 GDI, 3.8 V6 from 2003 (about 149 kW / 310 Nm) | 3.8 V6 MIVEC, 184 kW / 329 Nm |
| Transmission | 5 speed manual or automatic | 5 speed manual or 5 speed automatic |
| Construction | Monocoque with integrated ladder frame | Same concept, about 80 percent new panels, aluminium bonnet |
| Suspension | Double wishbone front, multi link coil rear | Unchanged in layout, retuned |
| 4WD system | Super Select II, 2H / 4H / 4HLc / 4LLc | Super Select II, plus stability and traction control |
| Kerb weight (diesel) | About 1 990 to 2 000 kg | About 2 265 kg |
| Ground clearance | Lower than Gen 4 | 235 mm |
| Approach / ramp / departure | Not quoted consistently | 36.6 / 22.5 / 25.0 degrees, 5 door |
| Fuel tank | 71 litres | 88 litres LWB, 69 litres SWB |
| Airbags | Driver standard, passenger optional | Front standard, side and curtain standard from 2011 |
| Stability control | Not fitted | Standard across the range |
| Crash rating | None current | 4 star ANCAP, 2011 test |
| Official combined consumption | 9.1 to 9.5 L/100km | 9.3 L/100km early, 10.1 L/100km late SA spec |
| SA price range, August 2026 | R69 900 to about R180 000 | R95 900 to R879 900 |
Real world fuel consumption
Official numbers flatter both. Gen 3 quotes 9.1 to 9.5 L/100km combined. Gen 4 quotes 9.3 L/100km for the early manual and 10.1 L/100km for the late South African automatic.
A Gen 3 on a Gauteng to Cape Town run sits close to its brochure figure because it is light and geared long. A late Gen 4 uses more, because it carries an extra 265 kg and a DPF on the last cars. Around town both drift into the twelve to fourteen range. Call it one litre per 100 km in the Gen 3’s favour. That is real money over 20 000 km a year, and it is still not the reason to choose one over the other.
Known weak points on each
Both generations share the 4M41 fault list. Two items matter more than everything else combined.
- Timing chain guide wear. The upper guide is plastic and it wears. Proactive replacement is cheap. A chain that jumps costs you an engine. Listen for a rattle from the front of the engine, especially on cold start. Gen 3 is the more commonly reported case simply because those cars are older, but Gen 4 does it too.
- Crankshaft pulley failure. The rubber damper in the pulley perishes with age, typically after ten to fifteen years. You get a squeal on cold start and a visible wobble. Ignore it and the pulley separates and takes your belt drive with it. Age drives this fault, not mileage, which means every Gen 3 on the market is now in the risk window and early Gen 4 cars are entering it.
Beyond those, both suffer EGR carbon build up, injector wear between 150 000 and 200 000 km, and variable geometry turbo vane sticking on the later cars if you only ever drive gently.
Gen 3 adds distributor pump failures, rear sideshaft oil weeps and coastal rust. Gen 4 adds DPF clogging on the last cars if you only do short urban trips, automatic transmission wear beyond 150 000 km, underbody corrosion from the rear axle back, and air conditioning failures that need the dash out to fix.
The full breakdown sits in the 3.2 DiD common problems guide.
Parts, running costs and insurance in South Africa
Parts supply is genuinely good for both. Mitsubishi dealers, independent specialists, Japanese OEM importers and a healthy used market all serve Gen 3 and Gen 4. The engine is shared, so service items, filters, injectors, turbos and timing components cross over.
A complete 4M41 timing chain kit with chains, guides, tensioners and seals sells for R7 495 online in South Africa. That is the same order of cost whichever generation you own. Body panels are where Gen 3 starts to hurt. Straight, rust free panels for a twenty year old truck are getting scarce and the coastal cars are the reason.
Insurance is the quiet cost difference. Premiums track insured value, so a R90 000 Gen 3 costs a fraction of a R600 000 Gen 4 to cover. Comprehensive cover in South Africa starts around R640 a month for SUVs and most drivers pay R800 to R1 400. A late Gen 4 sits well above that. Budget for it before you commit.
More detail on sourcing sits in the parts availability and cost guide.
What they actually cost right now
These are live South African asking prices from August 2026.
| Generation | Year and model | Mileage | Asking price |
|---|---|---|---|
| Gen 3 | 2003 3200 DI-D 5 door auto | 267 058 km | R69 900 |
| Gen 3 | 2004 3200 DI-D 5 door auto | 235 245 km | R79 995 |
| Gen 3 | 2005 3800i SWB auto | 278 352 km | R119 800 |
| Gen 3 | 2005 3800i SWB auto | 168 450 km | R159 995 |
| Gen 4 early | 2007 3800i auto | 218 034 km | R95 900 |
| Gen 4 early | 2008 3.2 Di-Dc GLX auto | 306 000 km | R139 999 |
| Gen 4 early | 2007 3200 DI-D GLS auto | 245 364 km | R199 990 |
| Gen 4 early | 2008 3.2 Di-Dc GLS SWB auto | 159 995 km | R289 995 |
| Gen 4 late | 2013 3.2 Di-Dc GLX auto | 292 000 km | R249 900 |
| Gen 4 late | 2014 3.2 Di-Dc GLS auto | 280 000 km | R309 990 |
| Gen 4 late | 2017 3.2 Di-Dc GLS auto | 182 000 km | R469 995 |
| Gen 4 late | 2016 3.2 Di-Dc GLS SWB auto | 130 000 km | R499 900 |
| Gen 4 late | 2018 3.2 Di-Dc GLS auto | 79 370 km | R599 900 |
| Gen 4 late | 2021 3.2 Di-Dc GLS SWB auto | 45 000 km | R879 900 |
Read the year, not the badge. South African classifieds use both 3200 DI-D and 3.2 Di-Dc on Gen 4 listings, so the badge tells you nothing reliable about which engine you are looking at.
One number stands out. A 2013 GLX with 292 000 km at R249 900 is a variable geometry car for not much more than Gen 3 money.
FAQ
Is the Gen 4 Pajero better off road than the Gen 3?
Marginally, and not for the reason people assume. The suspension layout, wheel travel and Super Select hardware are effectively the same. The Gen 4 wins because stability control and traction control brake a spinning wheel for you, and because 441 Nm at 2 000 rpm means you can idle up obstacles a Gen 3 needs momentum for.
Which Pajero generation is the most reliable?
Neither generation is more reliable than the other, because they share the engine. The reliable Pajero is the one with a full service history, a replaced timing chain guide and a recent crank pulley. A neglected Gen 4 costs you more than a maintained Gen 3.
How many kilometres will a 3.2 DiD do?
Owners routinely report 300 000 km and beyond on basic maintenance, with plenty passing 400 000 km after an injector and fuel pump refresh. A 280 000 km Pajero is not a scary purchase if the paperwork is there.
Should I avoid the DPF cars?
Only if your driving is short urban trips. The DPF needs sustained highway running to regenerate. If you commute across a city and never leave it, buy a pre DPF Gen 4. If you do regular long runs, the DPF is a non issue.
Is the early Gen 4 3.2 worth the extra over a Gen 3?
No. You pay a large premium for 4 kW, lose torque and gain 265 kg. Buy the Gen 3 or save for the variable geometry car.
The verdict. Three buyers, three answers
The tight budget buyer under R200 000. Buy the Gen 3 3.2 DiD, and buy the later NP rather than an early NM for the better interior and the facelift running gear. At R70 000 to R180 000 you get 373 Nm, Super Select II and an engine that shares parts with cars still on dealer floors. Set aside R15 000 immediately for a timing chain kit and crank pulley. Do not buy a Gen 3 petrol. Full detail sits in the Gen 3 buyer’s guide.
The family tourer. Buy a 2011 or later Gen 4 3.2 with the variable geometry turbo, ideally a 2015 to 2017 NX in GLS trim before the DPF cars. Curtain airbags, stability control, seven seats, 441 Nm and an 88 litre tank. The R470 000 to R600 000 band is where the good ones live. This is the Pajero that makes the most sense for the most people. Start with the Gen 4 buyer’s guide.
The serious overlander. Buy the late Gen 4 too, but buy a higher mileage one and spend the difference on the build. That 2013 GLX at R249 900 leaves you R250 000 for suspension, tyres, a locker, dual battery and long range fuel. A Gen 3 build always ends up costing more, because you spend the savings fixing twenty year old ancillaries first.
The short version
Gen 3 and Gen 4 share a platform concept, a 4WD system and an engine family, so this comes down to which 4M41 you get and what safety equipment surrounds it. The variable geometry Gen 4 from roughly 2010 makes 147 kW and 441 Nm against the Gen 3’s 121 kW and 373 Nm, and it adds stability control and curtain airbags. The early 2006 to 2009 Gen 4 is the trap. It costs Gen 4 money for Gen 3 performance in a heavier body. Under R200 000 buy the Gen 3 3.2 DiD and budget for a timing chain and crank pulley. Above R400 000 buy the late Gen 4 and never look back. For the wider ranking across every generation, read the best Pajero generation to buy.
What did yours cost and what has it needed since? Drop your generation, year, mileage and the repair bills in the comments so other buyers can see what real ownership looks like.
Sources
- Mitsubishi 4M4 engine, Wikipedia
- Mitsubishi 4M41 engine specifications and known problems, MyMotorList
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- 2006 Mitsubishi NS Pajero, Just 4x4s
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- Mitsubishi Pajero IV 3.8 V6 specs, UltimateSpecs
- Mitsubishi Pajero GCC specification brochure, Mitsubishi Motors Saudi Arabia
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- Mitsubishi Pajero for sale, new and used, Cars.co.za
- Mitsubishi Pajero SUV review, price and specifications, AutoAdvisor South Africa
- Mitsubishi Pajero 3.2 Di-D 4M41 timing kit, Online Car Parts South Africa
- How much does car insurance cost in South Africa in 2026, Naked