#pajero evolution

Another Road test of the Pajevo.

This is the power of the EVO!

TEST & REPORT Jun Nemoto Editorial Department Summary

The sports car is also bright blue. Exciting driving of Pajero EVO!

Firmly depress the brake pedal with your left foot and slowly depress the accelerator pedal with your right foot. At around 2500 rpm, the revs stopped rising and the rear tires started spinning at the same time. Maximum torque of 33.5kgm occurs at 3000 rpm. At this point, torque exceeding 30.0kgm has already been generated.

At the same time as releasing the brake, start dashing so that it can be played with a light wheel spin. • Of course, the accelerator pedal is fully open. Attempt full-throttle acceleration in D range and around 4000 rpm the engine sharpness increases. Select the sport mode.

Redzone starting at 7000 rpm

One step before the corner, 6800 rpm

shift quickly up to 2nd.

Maximum output of 280ps is at 6500 rpm

But

The wow feeling

weaken stomach.

It would have been better to turn it to the limit and the time would have been better. The first try was 2WD, but in the end it was 4WD, and the best time was with the center differential locked. This is the reason why traction is emphasized more than drivetrain resistance.

In the slalom, the sharp switching that overturned the common sense of the cross country type was impressive. The roll is small, and it can be said that there is no scene where you feel uneasy about cornering. Because the vehicle weight is as heavy as 1970kg

Although it is torqueful, it is a tight tar. It is difficult to get up on the ground

Although there is much better than other off-road 4WD show a sharp pickup to the engine works well enough for on-road use.

EVO is a normal Pajero

What's the difference?!?

Outwardly, the flashy Aero form is a normal Pajero Draw a line with. Also an aluminum under guard is equipped under the front bumper. It adds a terrifying taste to Iru.

The suspension has a double wishbone on the front.

Dedicated tuning of the combination of the chassis and rear multi-link. Achieves a tightened ride while taking stroke. The brakes are ventilated with 2 pots at the front and a drum-in type ventilated disc at the rear.

SPEC BOX

Pajero Evolution main specifications

Length(mm) 4075

Width(mm) 1875

Height(mm) 1915

Wheelbase(mm) 2420

Weight 1970kg

Engine type V6 DOHC

Total displacement (cc) 3496

Maximum output (ps/rpm) 280/6500

Maximum torque (kgm/rpm) 35.5/3000

Front suspension double wishbone

Rear suspension multi link

tire 265/70R16

SCORE BOX

Scoring check

engine feel 9

engine power 10

handling 8

ride comfort 6

Cost performance 9

A super weapon born to win at Paris-Dakar

Pajero Evolution

historic first trial

REPORT Jun Nemoto

Limited to 2500 units The world's first cross-country monster howls!

It's finally time to get behind the wheel of the Pajero Evolution. I had seen Kenjiro Shinozuka's demonstration run in Hokkaido earlier than I expected, but the feeling of driving the Pajero Evo, which was born to win, was something I couldn't contain my excitement as someone who had competed in the same Paris-Dakar.

First of all, the style is great. It's amazing, but before I get the impression that it's overdone, I feel like I have no choice but to applaud you for being so devoted to evolution.

The commercially modified Pajero that won the last Paris-Dakar was almost a prototype leg transplant. But that's not the case this time around, when the rules are even more restrictive. Therefore, I heard that an evolution model aimed straight at the Paris-Dakar will appear, but it has exceeded my expectations that it has come this far. It's the passion to win.

High-speed handling stability is an essential factor in the Paris-Dakar, where you must run at the maximum possible speed through the rocky lands of Morocco, the deserts and sandy plains of Mauritania, and the dunes. For that reason, a long-legged suspension that can stably trace unpredictable gaps is required.

Jid suspension is the limit

There is A double wishbone rear and a coil spring front increase applicability, at the same time ensuring the specified suspension stroke, and increasing stability with a wide tread. Therefore, the body that covers it is also inevitable. Along with the aerodynamics, the sleigh-shaped bumper is designed for the case where the car is pushed forward into the sand. Your love is like Leah's crest

About the spoiler? Although it can be said that it can't be helped because of the complicated suspension and the reinforced frame that supports it, the INVECS II sports mode 5AT car that I tested this time is 1990 kgs.

While the front grips firmly, the rear also sticks.

The first test drive was like a Pajero Evo, and it suddenly started on the dirt. Although it is a fighting machine, the ease of handling in the D range is not spoiled at all. Light even when the accelerator is operated, it starts off vigorously, and even at 2000 rpm or less, the ride is a normal 3.5L GDI long. Suspension and steering make a unique impression

Stick as well as you can around here

Solid feel of the ring. The ride is stiff, and a normal Pajero is more comfortable for smooth running. In that case, put the shift into the left sports mode gate, and on the premise of sporty driving that draws out the ability, first set it to 4H full time 4W.

With 4H full-time 4WD, the nose turns easily according to the steering, which has less play and is quicker. However, if you have an arm that can open the accelerator to some extent, what is the best traction that matches the power?

You should realize that you can't say The viscous center differential is designed for on-road use and has a gentle effect. I had no choice but to fully test my sportiness so far, so I locked the center differential and attempted a time attack.

Although it has a sports mode, AT can't kick off like MT, but the rotation immediately increases. In the tight turn immediately after that, if the accelerator is returned to half and the front load is applied, the turning performance is better than expected. Then, thick medium speed torque responds to the accelerator that opens, but the rear does not break easily like rigid suspension. At the same time, the understeer is not strong and the front grips firmly.

If you like Pajero, buy an Evo even if you have to borrow money.

Then

rotation and spin

the code is phosphorus

Good acceleration. Especially from 5000 rpm on the high-speed cam, the sharp and dry sound is a pleasure itself. Clearly light unsprung weight provides good traction even on floating jari. Shift to 3rd gear at 80km/h where the hard ride becomes flat like on-road. As long as you want it, the acceleration will not stop, and it will reach 120 km/h before the left corner. Anticipating the behavior of ABS, I braked from the front, but it did not extend as expected and the nose reacted from a very small steering angle and caught the inside. It goes through a gap on the way, but the stable movement that absorbs it and converges is splendid. The normal GDI Pajero Long that I ran for comparison had a large line shift there, but the Evolution has plenty of room. At the next shooting point, the left corner, I tried to make a flashy drift, but as if it was useless, I grabbed the inside at the ideal angle and stood up with strong traction. In the end, I ran through the 6km dirt course in 1 minute 24.80 seconds. Here's a jerk, in the dirt competition I'm competing in this season Dirt Attack with the ever-winning RAV4 Type G

It records 1 minute and 23 seconds when clicked.

However, in honor of the Pajero Evo

For that reason, type G is engine is normal but suspension is perfect

for competitive use. In addition, Mad Thai

ABS while wearing Ya and strengthening

effect of brake cut is large.

The Pajero Evo is 1 second with ABS cut, and 5 seconds each with MT and tires, that is, 4 seconds is quickly exhausted. Furthermore, it cannot be said that the Pajero Evo has fully brought out the performance of the RAV4 that I am used to. Since it has the image of Pajero so far, it is an honest impression that it could not be attacked all of a sudden, and it can be said that it is a car with hidden ability.

After driving it on the dirt road, I could easily feel its extremely high marginal performance and sharp handling. And while the flexible engine doesn't sacrifice practicality, the ride is a distinctly cross-country sports car.

Well, in conclusion, the Pajero Evo is the real thing that knows the essence. The actual Paris-Dakar needs more work, but in the Japanese sports scene, the performance is more than sufficient.

Therefore, if you're interested in a normal metal top, I'd say buy an Evolution even if you have to borrow money. I think MT is the main line, but sharp driving is enough even in sports mode 5 AT

can be enjoyed.

PIC TRANSLATIONS

Evolution intelligent with a genuine leather-wrapped steering wheel and carbon-like panel as exclusive equipment

ah. No loss of utility

Newly developed 3.5ℓ MIVEC engine that generates an amazing 280ps/35.5kgm for a cross country 4WD. The red zone start speed is 6250rpm for GDI and 7000rpm for Evo. Still enough low-speed torque is secured.

Pajero Evo plans to sell 2,500 units in three months. If it sells explosively, it seems that the possibility of additional sales is not zero, but basically it is better to think that it is limited to 2500 units. Inventory status varies by retailer, but production is at a pace of about 800 units per month, so a slight delay in ordering can lead to a big delay in delivery. Best to hurry anyway

Recaro with excellent holdability

Equipped with manufactured bucket seats. Although it is Evo, it is equipped with airbags for both seats and ABS as standard equipment.

Pajero Evo whose ride comfort becomes flat after exceeding 80 km / h. The wide tread gives a sense of stability even when you look outside.

SPECIFICATION BOX TRANSLATION

pajero evolution

Length x Width x Height (mm)

4075×1875×1915

90mm wider than the base model

wheel base (m

2420

Wide and short stable form

Vehicle weight (kg)

1970 (1990)

Base vehicle +90kg by strengthening each part

engine type

6 G74/V6 DOHC

Newly developed 3.5ℓ MIVEC

Total displacement (cc)

3496

High-octane specification, tank is 75ℓ

Maximum output (ps/rpm)

280/6500

3.5ℓGDI is 245ps/5500rpm

Maximum torque (kgm/rpm)

35.5/3000

3.52GDI is 35.0kgm/2500rpm

10-15 mode fuel consumption (km/ℓ)

7.5(7.1)

3.52GDI is 9km/ℓ (SAT)

Suspension (F/R)

Double wishbone / double wishbone

The first 4-wheel independent suspension for cross-country 4WD

tire size

265/70R16

Tire size is the same as the base car

Price (10,000 yen)

374 (390.8)