Lexus NX VS Mitsubishi Pajero Sport
Lexus NX
Likes
- Affordability and equipment
- Elegant outside, luxurious inside
- Hugely quieter and more refined than before
Dislikes
- Driver-assist tech could use some Aussie road tuning
- Hard to tell apart from previous design
- NX 250 engine needs the open road to truly shine
Mitsubishi Pajero Sport
Likes
- Very capable 4WD
- Versatile Super Select II 4WD system
- No-nonsense set-up
Dislikes
- Still feels old
- Firm ride
- Quite sluggish
Summary
Lexus NX
As far as clichés go, attempting to make “a silk purse from a sow’s ear” couldn’t be more apt than when contemplating the original NX of 2014.
What was essentially the Lexus-fication of the vocal, fidgety and thirsty old Toyota RAV4 may have worked a treat sales-wise, but proved trickier when assessed against the lens of a BMW X3, Audi Q5 and Volvo XC60 rival.
The earliest NX just wasn’t refined enough.
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This was especially true following the reborn RAV4 arrival in 2019, proving to be embarrassingly more competent – even compared to most luxury midsized SUV alternatives.
Now, finally, the NX redesign has followed suit, moving on to a variation of the Toyota’s stronger, quieter and more advanced TNGA architecture (dubbed GA-K) as a starting base.
Speaking of which, let’s dive straight into the least-expensive version, the NX 250 Luxury 2WD auto, to find out if the most popular Lexus model in Australia has finally found its mojo.
| Safety rating | |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 6.9L/100km |
| Seating | 5 seats |
Mitsubishi Pajero Sport
The Mitsubishi Pajero Sport GSR is the top-spec wagon in an updated line-up.
The next-gen performance-enhanced Pajero Sport is expected here in 2025 but, in the meantime, Mitsubishi looks determined to squeeze the last bit of sales juice out of the current line-up as the entire range has now undergone a notable refresh including the introduction of 18-inch alloys, design tweaks to the front and rear, as well as new styling inside and new exterior paint choices.
Is this upgraded Pajero Sport a noteworthy rival for the likes of the Ford Everest and Isuzu MU-X and, more importantly, does it represent a solid buy?
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Read on.
| Safety rating | |
|---|---|
| Engine Type | 2.4L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8L/100km |
| Seating | 7 seats |
Verdict
Lexus NX9/10
So, is the cheapest Lexus NX the grade you’d skip? Depends on where you live and drive.
If you’re urban based and bound, save up a bit more and go the petrol-electric hybrid; otherwise, out on country roads especially, the spirited and sporty NX 250 is more than up to the task.
Either way, though, the latest NX is finally fit to fight the other premium brands’ medium SUV efforts, head on and held up high. Welcome to big mid league, Lexus.
Ignore or underestimate at your own peril, everybody else.
Mitsubishi Pajero Sport7.5/10
The Pajero Sport is reasonable on-road, more than satisfactory as a daily driver and it’s still a very effective 4WD.
This is a proven touring vehicle and while this update treatment doesn’t add a whole lot to the Pajero Sport package – and nothing in terms of power, torque or performance in general – it’s easily enough to tempt those who aren’t patient enough to wait for the next-generation version to arrive here.
Design
Lexus NX
Lexus says that nearly one million of the original-shape NX versions were produced, so there’s no way that the brand was going to mess with the styling of the latest version. Which explains why picking new from old is a serious case of trainspotting.
But that migration to the TNGA GA-K platform has brought some benefits from a design point of view. The styling now breathes more, especially when viewed rear-on, thanks to a body that’s 20mm longer and wider, as well as a handy 30mm wheelbase stretch.
Drilling into the details, the headlights have an LED ‘tick’ motif, the corporate ‘spindle’ grille isn’t as in your face and the rear gains ‘LEXUS’ lettering spelled out, probably to accentuate stance.
Crisp and elegant, the design works well. This is a handsome machine. Looks expensive too.
Mitsubishi Pajero Sport
Most of the Pajero Sport’s latest round of upgrades is focused on styling refreshes, inside and out.
The upgraded interior in the GSR includes quilted two-tone burgundy and black synthetic leather upholstery.
This adds a welcome touch of understated class to an interior which is otherwise looking and feeling old.
The Pajero Sport now also has a three-spoke leather steering wheel and revised digital instrument display graphics, which may be difficult to discern for those unfamiliar with the previous renderings.
Outside, the GSR retains the distinctive Pajero Sport shape, albeit now with updated upper and lower grilles, front and rear bumper enhancements and black headlamp extensions (those are range-wide inclusions), as well as black door mirrors, door handles and tailgate handle.
Practicality
Lexus NX
Though distinctively attractive and obviously well built, the previous NX was quite small for a medium-sized SUV inside, with tight rear legroom.
It also had a nonsense mouse-operated multimedia controller that was fiddly, annoying and counter-intuitive to use.
Thankfully, the new-from-the-ground-up design has rectified both these issues in the latest version.
Now the NX is properly medium-sized, and so easier to get in and out of, as well as palpably roomier front and rear. Employing the RAV4’s TNGA architecture results in a lower and roomier cabin, that benefits all in terms of packaging.
Being the entry-level 250, you might not expect much in terms of interior presentation or style, but Lexus Australia’s product planners have been deft in specifying this grade to make it look luxurious and on-brand.
Body-hugging bolstered perforated leather front bucket seats, in our example finished in a black/cream hue with orange stitching, belie the base-grade reality of the 250. This scheme is also found on the centre console, armrest and door cards, lifting the ambience no end. It looks, feels and smells expensive in here.
The only thing that seems to be missing is a smartphone charger. That's part of a $3K option pack that also throws in a sunroof and foot-operated actuation for the electric tailgate. Not bad.
Then there’s the driving position, with an electrically-operated reach/height adjustable steering column and a multi-configurable seat to help find the right spot. All-round vision is also better than you might expect, no doubt helped out by huge exterior mirrors and a large reversing camera screen.
Typical Lexus-style classy digital instrumentation, directly ahead, are positioned in such a way that you’re not really aware of/missing the available head-up display in higher grades. Though it takes a quick amount of familiarisation, all the info there is ultimately clear and easy to take in.
The same applies to the now touch-only centre screen, which has a slick rich finish and tactility, and also encompasses the climate-control display.
Along with banishing the dreaded mouse pad, kudos to Lexus for also installing physical switches or buttons for the most-used items – audio volume, temperature setting, and front and rear window demisting.
These and the simplified sub-screen menus for navigation, wireless telephony/audio streaming, vehicle diagnoses and vehicle settings amongst other features, is quickly second-nature in their accessibility and operation. And the sound system quality is great too.
One of our very few complaints concerns the Apple CarPlay experience, which seems needlessly complicated to return to if you temporarily switch away from it to the NX’s native multimedia system. Confusing and distracting.
Never mind. There are minivan levels of practicality at work here, from the superb and easily manipulated ventilation system to the seemingly endless storage options, that include bottle holder capability in the doors, a clever lid operation for the huge centre console and properly engineered cupholders.
Lovely lush materials of satisfying quality are further plus points.
We’re also fans of the NX’s electric door opening system with a failsafe handle, meaning you can grasp the door handle inside or out and a solenoid activated by a press in of a thumb releases the door quickly and naturally in a single action; it feels… upmarket and ergonomic once accustomed to.
Accessing the back seat is easy due to the latest model’s larger proportions. Much of the same applies out back as the front seat area in terms of quality of finish and attention to detail. Sculptured and enveloping backrests (adjustable for two reclining positions), a well-padded cushion and more-than-sufficient space for two burly adults or three smaller people means this NX is more family friendly than the swoopy exterior styling suggests.
We’re also happy to find large people-facing air vents, two USB and a 12V outlets, one-touch electric windows with that premium-car soft close mechanism, overhead LED lights, grab handles, centre armrest with cupholders, map storage behind both front seats, coat hooks and good lines of vision further enhance the appealing and comfortable back seat environment. It feels like a Lexus should.
Further back than that, after releasing the electric tailgate via either an interior button or exterior switch, you’ll find that the boot has a fairly high loading lip, but then offsets this with a long, flat floor with matching levels of appropriate-quality finishes. Another 12V plug and two bag hooks are included, along with ample lighting and tie-down hooks. There’s also a hidden deep storage compartment underneath the floor, due to the discontinuation of a spare wheel (due to runflat tyres, remember).
Capacity is rated at a fairly ordinary 520 litres, extending to 1411L with the split/fold backrests folded. You’d expect a remote actuation for the latter like Mazda wagons have had for decades, but none is found at this price point.
Note there is no solid cargo cover either, just a flexible/flimsy fabric item that’s foldable and easily stored.
Overall, though, despite of its base positioning within the NX hierarchy, the 250's interior experience is in keeping with the brand's image.
Mitsubishi Pajero Sport
The Pajero Sport cabin is practical, but now, as a result of the upgrade, it has more of a premium look and feel. Sure, it’s still on the wrong side of aged and it’s cramped, but at least it has a layer of gloss to it.
From front to back, it’s a well set-up space. The driver and front passenger seats (both power-adjustable) are very supportive, with a nice wrap-around feel to them. The other seats are also fine.
The reach- and height-adjustable steering wheel has paddle shifters for energetic shifting if you get the urge.
The dash and touchscreen media unit are nicely integrated, but that 8.0-inch screen is too small – and thankfully the likely introduction of a 9.0-inch screen in the 2025 Pajero Sport will sort out that issue.
The cabin’s familiar feel includes the fact that all buttons and dials are easy to locate and operate, even when you're bouncing around off-road.
The second row is comfortable and roomy enough, though the entire cabin tends towards the squeezy end of the spacious spectrum. Having said that, I slotted in behind my driving position and I had plenty of head, knee and foot room.
There are three top tether points, two ISOFIX anchors and a fold-down armrest with cupholders in the second row. There are USB charge points and a power socket in the back of the centre console bin.
Third-row seating is a bit of a straight-up-and-down affair with a flat seat base, but passengers back there – god bless ’em – have access to cupholders and air vents.
In terms of packability, the Pajero Sport’s cabin, as mentioned, is quite narrow compared to most of its rivals and there are plenty of other SUVs and 4WD wagons around that offer more room inside for people, gear and dogs.
With the third-row seats in use, boot space is listed as 131L. There are power sockets and tie-down points in that rear cargo area.
With the third row stowed away, there’s a claimed 502L of cargo space, which is pretty handy. With the second and third rows stowed, there’s a claimed 1488L.
Price and features
Lexus NX
Priced from $60,800 (all prices are before on-road costs), NX 250 Luxury equipment levels are – in a word – generous for an entry-level proposition. In fact, we thought our test vehicle arrived jam-packed with options, but what’s in the photos is standard fare.
There’s no scrimping on safety, for example, with eight airbags, autonomous emergency braking (AEB), front and rear cross-traffic alert, blind-spot monitor, lane-keep and steering assist, adaptive cruise control, LED lights with auto high beams and Safe Exit Assist – which won’t allow doors to open if vehicles or cyclists are whizzing by and in danger of being struck. Clever.
The NX 250 also scores keyless entry/start, a 9.8-inch touchscreen featuring ‘Hey, Lexus’ voice control, sat-nav, Apple CarPlay/Android Auto, digital radio, powered steering column adjustability, electric front seats with heating, dual-zone climate control, a powered tailgate and 18-inch alloys running on 235/50 runflat tyres (so no spare wheels whatsoever).
About the only thing we’d like is a smartphone charger, though that’s available as part of a $3000 Enhancement Pack 1, which also throws in a sunroof and kick-sensor activation for that powered tailgate. All for under $64K. Job done.
This is provocative pricing. A base Genesis GV70 RWD starts at $68,500, a Q5 35 TDI diesel FWD costs from $68,350 or nearly $73,000 for the quattro petrol AWD – as does XC60 Plus B5 AWD, an X3 sDrive20i RWD is $76,600 and a GLC 200 RWD is now from $77,305.
Even with the Lexus’ EP1 box ticked, they make the NX 250 seem like conspicuously good value for money.
You’ll find luxuries like leather, adaptive headlights, instrumentation head-up display, a larger touchscreen, vented seats, surround-view camera, premium audio and 235/50 R20-sheathed 20-inch alloys in the bestselling 350h hybrid grade, in either swishier Sports Luxury or racier F Sport grades; both begin at $73,100, AWD adds $4800 and another (rear-sited) electric motor, while that price also covers the rapid and non-hybrid 350 Turbo AWD F Sport.
The flagship NX is the 450h+ F Sport AWD plug-in hybrid electric vehicle (PHEV) from $89,900. The company’s (and Toyota’s) first such tech for Australia.
All NXs include Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services including “free” car rental.
Mitsubishi Pajero Sport
As mentioned, the test vehicle is a GSR spec Pajero Sport, a seven-seat 4WD wagon with a price-tag of $64,840, before on-road costs.
But this test example has a bunch of accessories onboard – including a towbar kit ($1546), snorkel ($1103), electric brake controller ($710), roof rack/cross bars ($604), carpet mats ($249) and a towball ($42), pushing its price-tag up to the $69,094 mark, excluding on-road costs.
Standard features include an 8.0-inch touchscreen multimedia system (with Apple CarPlay and Android Auto), digital radio, as well as three-zone climate-control, front and rear parking sensors and a power-operated tailgate.
The Pajero Sport packs a whole lot more, of course, and it compares evenly with most other similarly priced seven-seat 4WDs on the market.
Exterior paint choices include 'White Diamond', 'Terra Rossa', 'Graphite Grey' and 'Black Mica', but you can also choose from White Diamond with black roof, Terra Rossa with black roof, and the new Graphite Grey with black roof.
Under the bonnet
Lexus NX
There are two ways of looking at this.
Yes, the NX 250 is powered by a variation of the same engine found in the humble base Camry Ascent in Australia at almost half the price. On the other hand, it’s a Toyota powertrain and everything that’s good and reliable and dependable about that. Which is not always the case with premium SUVs.
Dubbed Dynamic Force, which may imply forced-induction like a turbo or supercharger but there isn’t any, the 2487cc 2.5-litre naturally aspirated direct-injection D-4S twin-cam four-cylinder engine delivers 152kW of power at 6600rpm and 243Nm of torque at between 4000rpm to 5000rpm.
Drive is sent to the front wheels only, via an eight-speed torque-converter automatic. Tipping the scales at a pretty hefty 1705kg, it’s nonetheless the lightest NX, and manages a power-to-weight ratio of 89.1kW per tonne. That’s about the same as a GLC 200, which uses a 2.0-litre turbo petrol engine.
Mitsubishi Pajero Sport
The Pajero Sport has a 2.4-litre, four-cylinder, turbo-diesel engine producing 133kW at 3500rpm and 430Nm at 2500rpm – and that’s matched to a eight-speed automatic transmission.
This is a solid but lacklustre combination – it’s agricultural, truck-like and it takes a heavy right foot to punch it off the mark. But overall, I don’t mind the driving experience.
This is a respectable and well-proven combination, more than a bit sluggish and far from dynamic, but it does the job.
The GSR has Mitsubishi’s 'Super Select II' 4WD (a full-time 4WD system), selectable off-road modes and a rear diff lock.
The Super Select dial is positioned at the rear of the shifter and enables the driver to switch from '2H' (two-wheel drive), '4H' (4WD high-range), '4HLc' (4WD High Range with locked centre diff) and '4LLc' (4WD Low Range with locked centre diff).
The driver is able to safely switch between 2WD (2H) and 4WD (4H, 4HLc) at speeds of up to 100km/h.
The GSR has a button-operated off-road mode system – with 'Gravel', 'Mud/Snow', 'Sand' or 'Rock' settings, each of which tweaks engine output, transmission settings and traction control to best suit the terrain. It also features hill descent control.
The 2025 Pajero Sport will have the new Triton’s twin-turbo four-cylinder diesel engine (producing 150kW and 470Nm) and it’ll be paired with an eight-speed auto.
Efficiency
Lexus NX
Rated Euro6b, the NX 250 demands 95 RON premium unleaded petrol. Same as Camry, actually,
We recorded a decent 9.7 litres per 100km during our time using the NX 250 in city, urban and rural conditions, against the trip computer’s 9.5L/100km and the official combined average of just 6.9L/100km.
Note this may be so because there was a lot of fast back-road driving, as the engine loves a rev and there’s a palpable wave of power that comes on strongly between 5000rpm and 6500rpm. A bit like Mazda’s naturally-aspirated units, but just not as sonorous.
At 55 litres, the fuel tank will allow for up to 797km based on the combined average cycle between refills.
Mitsubishi Pajero Sport
The Pajero Sport has an official fuel consumption figure of 8.0L/100km on a combined (urban/extra-urban) cycle.
I recorded 9.8L/100km on this test. I did a lot of high- and low-range 4WDing and the Pajero Sport was never working hard.
The Pajero Sport has a 68L fuel tank, so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 694km from a full tank.
Driving
Lexus NX
The NX 250 truly is a tale of two cars.
Around town, it is utterly capable and benign. The 2.5-litre atmo four-pot petrol unit is a revvy, raucous sort of engine, pulling away strongly off the line, responding quickly to pressing down on the throttle, shuffling up through seven of the lower gears smoothly (top is a highway overdrive), and generally being an easy vehicle to drive.
About the only concern is how noisy the engine can become if you’re needing to accelerate hard, with a definite mechanical zing that gives the Lexus a bit of a hoon attitude. We’re also a little hesitant about using the Sport mode in built-up areas, as ratios are held on to whether up or down shifting, amplifying the loud nature of this powertrain.
Other aspects of the NX 250’s driveability around town rate highly: light yet linear steering, with a tight turning circle providing easy manoeuvrability and parking; firm yet still absorbent suspension, offering an appropriately isolating ride over most bad road surfaces; and an overall sense of sound engineering. It seems quieter than an equivalent RAV4, more importantly.
Which led us to initially conclude that, in an urban environment, you’d naturally pay the extra $3K for the NX 250 Hybrid, to eliminate that noisy engine when pushing down hard on the throttle. Easy.
However, then we ventured out on a long rural drive, a few couple of hundred kilometres from the big city. On country roads, the NX 250 really sparks up in a most compelling way.
Yes, the engine is still a bit rowdy, but as the revs rise and the needle edges near the 6800rpm red line, the Lexus just keeps on building up speed rapidly, providing an unexpectedly sporty edge. Above 5000rpm this thing still has plenty of oomph, relying on a deep well of power to really extend its legs.
It also makes sense to slot the auto lever into manual, and use the finely positioned paddle shifters. That’s when you’re most aware of the gearbox being a torque-converter auto, with defined and assertive selections. It’s a good way to feel involved in the experience too.
Actually, as a mechanical ensemble, it all comes together at speed; that light and easy steering remains relaxed yet reactive, weighing up nicely if you choose Sport. The handling maintains a fluid, connected feel, with ample levels of grip from the Bridgestone tyres.
It occurred to us that driving the NX 250 Hybrid out on rural backroads would deny the enthusiast of the base model’s lightness and agility, since the latter weighs hundreds of kilos less; the brakes are perfectly modulated instead of feeling vaguely mushy and/or trigger happy as with many electrified SUVs; and – even with the road noise being well-supressed – you’re far less aware that the atmo petrol engine is singing loudly at speed.
Plus, the ride out in the sticks, even on our craggy old test strip that would jar the bones of some other midsized SUVs, remains calm and comfortably firm. That’s real progress for the NX.
We’d appreciate a bit more nuance in the way the stability control kicks in (quite late) to catch the tail; while the driver-assist tech like the adaptive cruise control and lane-keep assist do their jobs admirably, the latter’s constant chiming can be annoying; and there's a fair amount of road-noise intrusion over coarse bitumen. Like most midsized luxury SUVs, actually. Still quieter than a RAV4, though.
No jarring faults then. Lexus has done its homework and fixed most of the things that annoyed or infuriated us about the previous generation version. Good work.
Mitsubishi Pajero Sport
There have been no power, torque or driver-assist tech changes to this upgraded Pajero Sport – you’ll have to wait for the next-gen version for those – so no surprises lay in wait when driving.
But that’s okay, because the Pajero Sport in its current guise is a solid daily driver – not spectacular, but far from atrocious.
The Pajero Sport is 4840mm long (with a 2800mm wheelbase), 1815mm wide, 1835mm high and has a kerb weight of 2130kg.
Compared to other similarly-sized 4WD wagons, the Pajero Sport is narrower and has a higher centre of gravity, so it’s nimble – the turning circle is a respectable 11.2m – but it also feels a bit floaty on roads and tracks, but not despicably so.
The Pajero Sport is reasonable on sealed surfaces, although it is sluggish, noisy and there’s quite a lot of body-roll through sharp turns, especially compared to some of its more refined rivals, such as the Ford Everest.
But it is a very capable off-roader, mostly because the driver has access to a raft of technical advantages engineered into the Pajero Sport aimed at making 4WDing a safer challenge.
One of the major points of difference it has with its rivals is Super Select II 4WD. You can switch, via a dial to the rear of the auto shifter, from 2H into 4H (four-wheel drive, high-range), if you're not already driving with 4H engaged, and that gives you the best traction possible in low-grip conditions, which you may face on rough back-roads and dirt tracks peppered with loose rocks and potholes.
There's no risk of transmission wind-up because the centre diff is open when 4H is engaged in the Pajero Sport, so Super Select II 4WD adds an extra element of safety and sure-footedness to your driving experience.
Then turn the dial to 4HLc (four-wheel drive, high-range, locked centre diff) and you're ready to take on more difficult terrain but at lower speeds, because the centre diff is no longer open.
If you want to tackle even harder stuff than high-range territory, turn the dial to 4LLc (four-wheel drive, low-range, locked centre diff) and the Pajero Sport has an opportunity to excel in low-speed, low-range four-wheel driving.
Turn the dial to 4HLc and you're ready to take on more difficult terrain but at lower speeds.
So, along with decent high- and low-range gearing and a centre diff-lock – activated when 4HLc (4WD high-range, locked centre diff) or 4LLc (4WD low-range, locked centre diff) is selected – the Pajero Sport has a rear diff lock, which is engaged/disengaged via a button in front of the shifter and this further help you to easily maintain safe forward momentum.
Hill descent control sustains a controlled low speed of 3.0-4.0km/h all the way down steeper, longer hills.
The GSR also has selectable off-road modes, including Gravel, Sand, Mud/Snow (when in high-range 4WD) and Rock (when in low-range 4WD).
Each of these modes adjusts engine output, transmission settings and braking, the aim being the acquisition of superior traction to suit specific conditions and terrains.
The Pajero Sport is riding on Toyo Open Country A32 all-terrains (265/60R18 110H), which are decent tyres, but it would perform even better with more aggressive rubber.
Wheel travel is adequate, ground clearance (218mm) is reasonable, although you still have to mind your driving line through rough terrain and be mindful of this 4WD’s approach (30 degrees), departure (24.2) and ramp-over (23.1) angles. Wading depth is listed as 700mm.
While it’s never been regarded as a tow rig in the same vein as something like the Toyota LandCruiser or the Nissan Patrol, the Pajero Sport offers sensible claimed towing capacities of 750kg (unbraked) and 3100kg (braked).
Payload is listed as 645kg (so about standard for this size 4WD wagon), gross vehicle mass (GVM) is 2775kg and gross combined mass (GCM) is 5565kg.
Safety
Lexus NX
Tested in July, 2022, the latest NX range delivers a five-star ANCAP crash-test rating. It managed high scores in all four categories: Adult, Child and Vulnerable Road User protections, and Safety Assist technologies.
You’ll find eight airbags (providing coverage to all outboard occupants, also taking in dual-front occupant knees and centre item to stop lateral head strikes).
The AEB system with intersection assist works between 5-80km/h for pedestrian and cyclist detection and works day and night, while the car-to-car protection works between 5-180km/h.
Then there’s lane-tracing, lane-keep and steering assist, that works between 50-200km/h, as well as blind-spot monitoring, adaptive cruise control with stop/go functionality, auto high beams, road sign recognition, front as well as rear cross-traffic alert, reverse parking cameras, all-round parking sensors, tyre pressure monitors and Safe Exit Assist – which won’t allow doors to open if passing cyclists or pedestrians are in danger of being struck.
There’s also Intersection Turn Assist, providing early brake activation if required, Emergency Steering Assist (extra steering assistance to help keep the vehicle in its lane) and Emergency Driving Stop System.
As with most new vehicles nowadays, anti-lock brakes with brake-assist and electronic brake-force distribution is also standard, along with stability and traction control systems. Lexus provides three rear-seat child-seat tether anchorages and two ISOFIX latches, fitted to the outboard positions of the back bench.
Mitsubishi Pajero Sport
The Pajero Sport range did have the maximum five-star ANCAP safety rating, but that expired in January 2023.
As standard it has dual front airbags, driver knee, front-side and curtain airbags, as well as two ISOFIX points and three top tether points for child seats/baby capsules in the second row.
Driver-assist tech includes AEB, blind spot warning, rear cross-traffic alert, lane-departure warning/intervention, hill descent control, trailer stability assist and more.
Ownership
Lexus NX
Since the beginning of 2021, Lexus offers a five-year, unlimited kilometre warranty with roadside assistance. It used to be four years.
Service intervals are at 12 months or 15,000km, whichever comes first.
The NX also includes three years and 45,000km of capped-price servicing, with each one costing $495 – and as we’ve noticed in the recent past, that is very highly competitive pricing for a luxury brand.
Plus, there’s also Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services.
Mitsubishi Pajero Sport
The Pajero Sport has a 10-year/200,000km manufacturer’s warranty as long as you get it serviced as per the schedule at an authorised Mitsubishi dealer.
Mitsubishi’s 10-year capped price servicing applies – with prices ranging from $399 to $999 – and servicing is scheduled for every 12 months or 15,000km whichever occurs first. Check with your dealership for up-to-date servicing costs.
All Pajero Sports come with 12-months roadside assistance, but that can be extended to four years if the vehicle is serviced at an authorised Mitsubishi dealer in line with the official service schedule.