Mitsubishi: 2003 Sydney Motor Show

Pajero Evolution 2+2: The Mitsubishi Pajero Evolution 2+2 concept car furthers the design and performance promise shown in the previous Pajero Evolution Concept show car first displayed at the Frankfurt Motor Show in late 2001.

While the previous model was a sheer expression of passion and enthusiasm, the later model is a more realistic road-going car, which hints that Mitsu may be looking at releasing a large BMW X5-inspired soft-roader in the next few years.

The latest concept car boasts sophisticated styling, additional seating (hence its 2+2 designation) and upgraded trim for a civilised drive about town—or any other situation.

As on Mitsubishi’s other recent concept cars, the logo mark is larger and is part of the front-end design, but unlike the other cars, on the Pajero Evolution 2+2 it also serves to reinforce the link between Mitsubishi’s successful rally activities and its production cars.

For a civilised look and feel that befits Mitsubishi’s vision of the ultimate four-wheel drive (4WD) town car, quality appointments were made inside and out.

The front end benefits from a new grille design that expresses the power of the new V8 (as does a dirty great big V8 badge on its flanks), while a new rear wing adds a sporty and functional touch to the all-purpose civility of the car.

New seats, more sophisticated materials and design features highlight the enhancements to the interior and encourage up to four occupants to enjoy the Pajero adventure in comfort and luxury.

For all its refinements, the Pajero Evolution 2+2 has not forgotten its roots. Mitsubishi’s achievement in this year’s Dakar has advanced what Mitsubishi seeks in its quest for the ultimate in SUV performance, and this new iteration better reflects that.

In addition to the advanced drivetrain technologies that were featured on the previous model, such as Super Select 4WD, AYC (Active Yaw Control), and ACD (Active Centre Differential), the Pajero Evolution 2+2 is equipped with a 4.7-litre V8 of undisclosed power.

We reckon about 270-320kW would be about right for the Japanese-built powerplant, and maybe this will filter into Magnas, perhaps even allowing them entry into the V8 Supercar series. Strange things have happened....

Lancer Evolution VIII: Mitsubishi unveiled the latest version of the legendary Lancer Evolution – the Evo VIII – at the heart of which is its nutcase engine

This high-performance 2.0-litre intercooled-turbocharged engine cranks out a scary power-to-weight ratio, with 370Nm of torque @ 3500rpm and 202kW @ 6500rpm.

The Lancer Evolution VIII marks the eighth step up the evolutionary ladder in the 10 years since the series made its Japan debut in October 1992. For a detailed report on the new Evo VIII, click here.

Major changes over Evolution VII include:

• A close-ratio gearbox that extracts the maximum performance from the engine's class-topping power and torque.

• The addition of Super Active Yaw Control to the race-proven Active Centre Differential in Mitsubishi's all-wheel traction control system realises significant improvements in cornering and traction performance. (Standard on GSR, factory-fitted option on entry-level RS models).

• Improved aerodynamic performance with the use of a new-design oversize front bumper, engine undercover and the first all-carbon rear spoiler on a 4-door production sedan.

The new Evolution sportscar presents a more aggressive exterior design than Evo VII, though many prefer the hard lines and angular styling of the Evo VII. The rear spoiler uses carbon fibre-reinforced plastic for both horizontal and vertical components - a world-first on a 4-door production sedan.

The Evo VIII uses the same brakes as its predecessor: Brembo 17-inch ventilated discs with 4-piston calipers at the front and 16-inch ventilated discs with 2-piston calipers at the rear. It also retains Mitsubishi’s Sports ABS (incorporating Electronic Brakeforce Distribution), which uses a steering wheel angle sensor to detect steering inputs. The computer uses this information to regulate braking force at each wheel independently, and improve handling behaviour under braking.

To improve handling stability and driving quality, Evolution VIII's body has been made stronger and stiffer in a program giving the largest gain in strength for the smallest increase in weight.

Sitting on ENKEI 6-spoke 17-inch alloy wheels, shod with high performance 235/45ZR17 tyres, the wheel/tyre combination promise to help the Evo VIII stick to the road like glue. Its lateral grip and cornering capability has to be experienced to be believed. Click here for the Evo VI road test for an insight.

3.8-litre Pajero: The larger 3.8-litre V6 petrol engine will be standard issue on all 2004 NP Pajeros with automatic transmissions, to sit alongside its class-leading 3.2-litre Direct Injection Diesel engine, which made its first public appearance at the Sydney Motor Show.

The major change for the '04 Pajero centres around the new 3.8-litre SOHC V6 petrol engine that replaces the 3.5 litre V6 on automatic models, and there's a good chance this larger engine will find its way into the next Magna model too, which could be quite potent when tuned.

This new 4-valve per cylinder SOHC engine produces 150kW @ 5000rpm, and 314Nm of torque @ 3250rpm.

The new engine has larger intake and exhaust valves that improve breathing efficiency, lighter pistons, connecting rods and crankshaft for smoother performance, and a new variable intake manifold to improve low-to-mid range speed and fuel economy.

This new manifold features a primary and secondary intake port for each cylinder.

During low and mid rpms only the primary port is used, thereby increasing air speed and volume for more torque. When the engine speed increases to the higher range the secondary port opens to maximise output.

The 3.8-litre V6 has a “drive by wire” Electronic Throttle Control (ETC) that improves driveability for cold and hot starts, and acceleration by controlling the throttle travel according to the accelerator input.

The engine is LPG compatible, and improves Pajero in terms of starting acceleration and overtaking response, as well as better overall throttle response and ride comfort. Mitsubishi's testing shows that the 3.8-litre V6 has a 14% improvement 0-100kph, a 6% improvement 80-100kph, and a 7% improvement 0-400 metres over the 3.5 litre.

Manual petrol Pajero models keep the 3.5-litre SOHC four-valve per cylinder V6 engine that develops 140kW @ 5000rpm and 303Nm of torque @ 3500 rpm.

The 2004 Pajero also sees a major step forward in active safety with the inclusion of ABS (including EBD) across the range. Significantly, ASC (which includes ATC) is now standard on all 3.8-litre V6 and Di-D models, making another first for Pajero by making this advanced technology available on all Pajero models.

The model line-up is largely unchanged – GLX petrol and diesel, manual and auto; GLS petrol and diesel, manual and auto; and range-topping Exceed petrol and diesel in automatic only. Prices have risen slightly.