From the original short-wheelbase Pajero to Super Select 4WD, Pajero Evolution and the 2019 Final Edition, explore the Japanese domestic range in detail.
A Mitsubishi Pajero import from Japan gives Irish buyers access to one of the most varied 4WD model ranges Mitsubishi ever produced.
Across the Japanese domestic market, the Pajero was offered in short- and long-wheelbase forms, with petrol and diesel engines, multiple Super Select 4WD systems, luxury-oriented Exceed and Super Exceed grades, and special versions such as the Pajero Evolution and Final Edition.
That means a Japanese Pajero can range from a relatively simple off-road-focused model to a highly equipped long-wheelbase SUV designed for family use, touring and long-distance comfort.
The differences between Japanese Pajero models are substantial enough that year and engine size alone rarely tell the full story. Short VR and VR-II models, Long Exceed and Super Exceed grades, diesel and petrol versions, and the later Final Edition all combine different equipment, drivetrain and ownership characteristics. Earlier generations also include a much broader spread of factory grades, making accurate identification especially important when comparing cars in Japan.
This guide focuses entirely on the Japanese Mitsubishi Pajero, covering the major generations, engines, Super Select 4WD development, Japanese factory grades, Pajero Evolution, short and long body styles, ownership considerations and import costs. The aim is to make it easier to understand what each version actually represents before you compare individual Pajeros available on the Japanese market.
The original 1982 Pajero arrived with the proportions and hardware expected of a serious four-wheel drive, but Mitsubishi quickly began adding things that were still unusual in that world: better-equipped interiors, increasingly powerful engines, automatic transmissions and versions aimed as much at recreational driving as difficult terrain. Short bodies sat alongside longer, more practical models, and the grade range expanded until "Pajero" could describe several quite different vehicles.
By the early 1990s, Mitsubishi was asking a more ambitious question. Why should a capable off-roader behave like an old-fashioned off-roader whenever it reached tarmac?
The answer became one of the Pajero's defining technologies: Super Select 4WD. Instead of forcing the driver to choose permanently between conventional two-wheel drive and traditional locked four-wheel drive, the system provided different drivetrain modes for dry roads, changing surfaces and difficult terrain. The Pajero was beginning to treat traction as something to manage rather than simply switch on when the road disappeared.
At the same time, competition was pulling the model in another direction. The Dakar Rally became deeply connected with the Pajero name, and eventually produced perhaps the strangest factory Pajero of all: the Pajero Evolution. Its widened body, 3.5-litre MIVEC V6 and competition-driven chassis development showed just how far Mitsubishi was prepared to stretch the original 4WD concept.
It looked like a Pajero, but its reason for existing was very different from a Long Exceed or family-oriented Super Exceed.
Then Mitsubishi did something equally significant in 1999. Instead of continuing to develop the traditional separate-frame formula indefinitely, the third-generation Pajero adopted a built-in frame monocoque structure and independent suspension at all four corners. This changed the way the vehicle behaved on the road without removing low range or the four-wheel-drive hardware expected of a Pajero. It was no longer necessary for Mitsubishi to choose between serious off-road geometry and increasingly sophisticated road manners in quite the same way.
The fourth generation took that idea to maturity. By this point, Pajero buyers in Japan could choose Short or Long bodies, petrol or diesel power, straightforward GR and VR specifications, highly equipped Exceed and Super Exceed models and eventually the Final Edition. The basic purpose of the vehicle had expanded enormously from where it began in 1982.
That is what makes the Japanese Pajero range so interesting today. It never became simply a luxury SUV, and it never remained simply a traditional 4x4 either. Across four generations Mitsubishi kept moving the dividing line between those two ideas, while Dakar competition occasionally pushed the model somewhere else entirely.
Understanding a Pajero therefore starts with more than identifying its generation. You need to know which body, which drivetrain, which engine and which factory grade, because Mitsubishi used the same name to build remarkably different kinds of 4WD.
The first Pajero arrived at a time when most serious four-wheel drives were still judged mainly by how well they worked away from the road. Mitsubishi approached the problem differently. It wanted genuine low-range 4WD ability, but also steering, suspension, seating and equipment that made the vehicle realistic for private owners rather than only farmers, contractors or expeditions.
The range expanded remarkably quickly. The original short-body metal-top and canvas-top models were followed by long-wheelbase versions, seven-seat wagons, wider bodies and increasingly well-equipped Exceed and Super Exceed grades.
By the end of the decade, buyers could choose between basic working specifications and surprisingly sophisticated recreational 4WDs carrying V6 petrol or intercooled turbo-diesel power.
That breadth is what defines the first-generation Pajero. It began as a rugged recreational 4WD and finished the decade helping create an entirely new Japanese market for vehicles that could handle rough terrain without feeling crude on the road. Mitsubishi itself credits the first Pajero with helping drive Japan's later RV and 4WD boom.
Current Japanese Retail Price: Around ¥1.3 million–¥2.7 million+ (approximately €7,400–€15,300+ / $8,300–$17,100+). The Japanese retail market for first-generation Pajeros is relatively small, and prices vary considerably depending on whether the car is a Short or Long body, standard- or wide-body model, petrol or diesel, and where it sits in the original grade hierarchy. Higher-specification Exceed and Super Exceed versions generally sit above more basic DX, GL, JX and XL models, while uncommon Wide and late-production specifications can command noticeably stronger prices.
Import cost considerations: Age matters more here than on later Pajeros. Rust around the chassis, body mounts, floors, wheelarches and structural sections deserves careful inspection, as do previous off-road repairs and long-term oil or coolant leaks. Diesel injection equipment, turbocharger condition on forced-induction versions, transfer-case operation, front hubs, differential noise and suspension wear should all be considered before focusing on cosmetic presentation.
Best for: Buyers who want the Pajero in its most traditional form, with separate-chassis construction, selectable four-wheel drive and a much more mechanical relationship between the driver and the drivetrain.
Engine output: The first-generation Japanese range changed substantially during its life. Early cars included a 2.0-litre petrol four-cylinder at around 110 PS, 2.3-litre naturally aspirated and turbo-diesel engines at roughly 75 PS and 95 PS, and a later turbocharged petrol version producing around 145 PS. By 1988, Mitsubishi had added the 2.5-litre 4D56 intercooled turbo-diesel at 94 PS and the 3.0-litre 6G72 V6 petrol at 150 PS.
Engine: The engine range tells the story of how quickly the Pajero changed. Early four-cylinder petrol and diesel units reflected its practical origins, while turbocharging gave the diesel models stronger low-speed pulling power. The late 4D56 intercooled turbo-diesel became particularly important to the Pajero lineage, while the arrival of the 3.0-litre 6G72 V6 gave the range a smoother and much more passenger-car-like petrol option.
Body style: Three-door Short and five-door Long bodies were offered, including metal-top, canvas-top, high-roof and later Wide versions. Depending on specification, seating ranged from compact recreational layouts to seven-seat wagons.
Drive: Part-time four-wheel drive with rear-wheel drive for normal road use, selectable 4WD and low range for loose or difficult terrain. This predates the later Super Select 4WD system.
Transmission: Five-speed manuals were common, with four-speed automatics also available on later versions depending on engine and grade.
Notable features: The first Pajero combined a separate chassis, part-time 4WD and low range with independent front suspension, later three-link coil-sprung rear suspension, short and long bodies, petrol and diesel engines, manual and automatic transmissions and an expanding range of increasingly luxurious Japanese factory grades. It also entered the Paris-Dakar Rally in 1983 and achieved Mitsubishi's first overall victory in 1985, giving the Pajero a competition identity almost from the beginning.
One of the best ways to understand the first Pajero is to look at what Mitsubishi changed before the second generation ever arrived.
The early cars used a straightforward formula: separate chassis, independent front suspension, a live rear axle and leaf springs. That was appropriate for a serious 4WD, but Mitsubishi kept developing the road manners rather than accepting them as an unavoidable compromise.
Later wagon versions replaced the rear leaf springs with a three-link coil-spring arrangement. Wider-track models followed, along with better brakes, stronger engines and more sophisticated cabin equipment. By the end of the 1980s, a Pajero could have a V6 petrol engine, four-speed automatic, seven seats and a much more settled suspension while still retaining part-time four-wheel drive and low range.
That transformation explains why the first generation matters. Mitsubishi did not wait for the modern SUV market to appear and then build for it. The Pajero helped create the expectation that a serious 4WD could also be something people actually wanted to drive every day.
The Japanese first-generation Pajero range became much broader than the simple grade names suggest. DX, GL, JX and XL sat closer to the functional end of the catalogue, while Exceed and Super Exceed moved the Pajero toward passenger-car levels of equipment. Sports-labelled versions and later Wide models added another layer, often combining different body dimensions, engines and equipment packages.
That means the grade name should never be interpreted in isolation. With an early Japanese Pajero, body length, roof type, engine, transmission, seating arrangement and whether the vehicle is standard- or wide-body all need to be established before two cars can be compared properly.
Exceed sat toward the upper end of the first-generation Japanese Pajero range and was generally associated with the more passenger-oriented wagon specifications rather than the basic commercial models. By the late 1980s it could be found on five-door Mid Roof Pajeros with the 2.5-litre turbo-diesel, offered with either five-speed manual or four-speed automatic transmission.
Its role was to combine the Pajero's part-time 4WD and low-range capability with a noticeably more complete road-going specification. That makes Exceed an important grade in the point where the Pajero began moving beyond its purely functional 4WD origins.
Sports was closely associated with the short-body, open-air side of the Pajero range. In late first-generation Japanese specification, the Canvas Top Sports used the 2.5-litre 4D56 turbo-diesel with a five-speed manual and part-time four-wheel drive.
It was therefore a very different proposition from a seven-seat Exceed wagon. The emphasis was on a compact body, manual drivetrain and recreational use rather than luxury equipment or maximum passenger space.
Super Exceed represented one of the highest regular equipment levels in the first-generation Pajero range. By 1989, the Japanese Mid Roof Super Exceed used the 3.0-litre 6G72 V6, a four-speed automatic and seven-seat five-door body.
That specification shows how far the Pajero had travelled from its early utility-focused beginnings. Super Exceed combined the full 4WD hardware with the larger petrol engine and the more comfortable wagon layout Mitsubishi was increasingly using to position the Pajero as a premium recreational vehicle.
Super Sports took the recreational theme of the Sports grade and paired it with the stronger petrol drivetrain available late in the first generation. Japanese listings from 1989 show the Canvas Top Super Sports with the 3.0-litre 6G72 V6 and five-speed manual transmission.
That combination is unusually characterful for a Pajero: short body, open-air Canvas Top, V6 petrol power and a manual gearbox. It sat far away from the luxury-wagon side of the range and instead emphasised the more adventurous side of the first-generation Pajero.
Super XL was a more comprehensively equipped development of the mainstream XL grade. In late first-generation Japanese specification, the Metal Top Super XL could be paired with the 3.0-litre V6 and four-speed automatic.
It effectively brought stronger petrol performance and additional equipment into the compact three-door Metal Top body. That gave buyers a higher-specification Short without moving into a five-door Exceed or Super Exceed wagon.
Wide Exceed combined the Exceed equipment level with Mitsubishi's later wide-body treatment. Japanese-market examples were offered as five-door Wide Mid Roof wagons, including 2.5-litre turbo-diesel versions with manual or automatic transmission.
The wider track and 1,785 mm body width gave these models a visibly broader stance than standard-body Pajeros. More importantly, Wide Exceed represented the point where the wider body became part of a genuinely upmarket long-wheelbase Pajero rather than simply a styling variation.
Wide Super Exceed placed one of the Pajero's highest regular equipment levels into the wider five-door body. In 1989 Japanese specification, the Wide Mid Roof Super Exceed used the 3.0-litre V6, four-speed automatic and seven-seat layout.
This was one of the clearest examples of Mitsubishi pushing the Pajero toward the luxury 4WD market while retaining proper part-time 4WD and low range. Compared with the more basic grades, the character was much closer to a premium touring wagon than a stripped utility vehicle.
Wide Super Royal Exceed sat at the very top of the late first-generation Japanese Pajero range. The 1990 version used the 3.0-litre 6G72 V6, four-speed automatic, seven-seat Wide Mid Roof body and carried a new-car price of ¥4.43 million.
Mitsubishi equipped it with exclusive pearl paint and high-end features including a television and CD player, making it a genuine flagship specification rather than simply another Exceed derivative. It demonstrates how far the Pajero had moved into luxury territory before the second generation even arrived.
Wide Super JX occupied an interesting middle ground in the late Japanese range. It combined the Wide body with the 3.0-litre V6 and could be ordered with either a five-speed manual or four-speed automatic in five-door Mid Roof form; a three-door Wide Metal Top Super JX was also offered.
That variety makes Super JX less straightforward than the prestige-focused Super Exceed. It gave buyers access to the wider body and V6 engine without automatically pushing them into the most luxurious specification.
Wide Super XL applied the upgraded XL concept to the three-door Wide Metal Top body. Late Japanese-market examples used the 3.0-litre V6 and four-speed automatic, combining the compact Short body with the wider track and more powerful petrol engine.
It therefore sat in a distinctive position within the range: shorter and less formal than the five-door Exceed models, but more substantial than a basic diesel XL. For buyers wanting a well-equipped three-door V6 Pajero, this was one of the more interesting factory combinations.
Wide XL retained the familiar XL grade but added Mitsubishi's wider-body treatment. In 1989 specification, the Wide Metal Top XL used the 2.5-litre turbo-diesel and was available with either five-speed manual or four-speed automatic transmission.
That made it a more practical alternative to the V6-powered Wide Super XL. The broader stance was there, but the drivetrain remained centred on the diesel engine that had become closely associated with Japanese Pajero ownership.
The two-seater specification represented the most utility-focused end of the early Pajero range. Rather than prioritising rear passenger accommodation, the layout devoted more of the body to carrying space and practical use.
It is important not to interpret it as simply a stripped version of a later luxury wagon. The two-seater reflects the Pajero's original position between recreational 4WD and working vehicle, before the range expanded heavily into seven-seat and premium specifications.
DX sat close to the working end of the Japanese Pajero hierarchy. Late first-generation examples included three-door Metal Top and five-door Estate Van configurations using the 2.5-litre 4D56 turbo-diesel, with manual transmission common and a four-speed automatic added to the Estate Van late in the model's life.
Compared with the wagon-focused Exceed grades, DX was much more about function than presentation. It preserved the Pajero's essential 4WD hardware while keeping equipment and pricing lower.
GL belonged to the simpler end of the early Pajero catalogue, positioned above the most basic utility specifications but below the later premium-oriented wagon grades. Its significance is mainly in the early development of the range, when Mitsubishi was still separating practical 4WD models from the increasingly comfortable recreational versions.
It should therefore be understood as part of the Pajero's formative years rather than compared directly with a late Super Exceed. The first-generation range changed rapidly, and GL reflects an earlier, more straightforward stage of that development.
JX was one of the regular passenger-oriented grades in the later first-generation range. Japanese catalogue data shows three-door Metal Top JX versions with the 2.5-litre turbo-diesel and five-speed manual, while five-door Mid Roof JX models also appeared.
It offered more passenger-car orientation than the DX without moving all the way into Exceed territory. In the late range, the JX name also formed the basis for the more powerful Wide Super JX derivatives.
XL became one of the most widely used grade names across the first-generation Pajero range. It appeared on three-door Metal Top models, five-door Mid Roof wagons and Estate configurations, with the 2.5-litre turbo-diesel and both five-speed manual and four-speed automatic transmissions available depending on body style and year.
That breadth is what makes XL important. It was not one narrowly defined special model, but a mainstream Pajero specification that could be configured around several different body and transmission combinations while retaining the same basic 4WD character.
The second-generation Pajero is where Mitsubishi stopped merely improving a successful 4WD and started redefining what one could do. The range became wider, more comfortable and far more technically ambitious, but the biggest change was Super Select 4WD. It allowed the driver to choose between rear-wheel drive, full-time four-wheel drive, locked four-wheel drive and low range, with Mitsubishi permitting the shift between 2H and 4H at speeds of up to 100 km/h. That gave the Pajero an unusual ability to work as a conventional road vehicle one moment and a serious off-roader the next.
The engine range expanded just as dramatically. Early cars used the 3.0-litre 6G72 V6 and 2.5-litre 4D56 intercooled turbo-diesel, while 1993 brought the 3.5-litre 6G74 V6 and 2.8-litre 4M40 turbo-diesel.
Later cars added the 3.5-litre GDI petrol engine, while Mitsubishi continued developing body styles, equipment levels and special editions around the same basic platform.
Then came the Pajero Evolution in 1997. Developed for Dakar homologation, it introduced a high-output 3.5-litre MIVEC V6, wider bodywork, increased structural rigidity, reduced weight and four-wheel independent suspension.
It was not merely the fastest Pajero of the generation; it represented an entirely different use of the same name.
Current Japanese Retail Price: Around ¥1.1 million–¥4.2 million+ (approximately €6,300–€23,900+ / $7,000–$26,700+). The Japanese market for second-generation Pajeros is unusually broad because it includes everything from regular diesel XJ, XR and Exceed models to rare special editions and Pajero Evolution. Short and Long bodies, 2.5- and 2.8-litre diesels, V6 petrol models and later GDI cars occupy noticeably different parts of the market, while genuine Pajero Evolution examples sit in a category of their own.
Import cost considerations: The huge number of Japanese specifications makes accurate identification especially important on this generation. Engine, Short or Long body, standard or Wide bodywork, Super Select 4WD specification, transmission and factory grade should all be confirmed before comparing prices. Pajero Evolution and limited-edition cars need to be treated separately from regular production versions because rarity and specification can have a much greater effect on Japanese retail value.
Best for: Buyers who want the classic Pajero formula with separate-frame construction but also want the generation that introduced Super Select 4WD, larger engines and the broadest selection of Japanese factory specifications.
Engine output: Output varied substantially across the range. Early Japanese models included the 3.0-litre 6G72 V6 and 2.5-litre 4D56 intercooled turbo-diesel. In 1993 Mitsubishi added the 3.5-litre 6G74 V6, producing around 230 PS in early DOHC form, and the 2.8-litre 4M40 turbo-diesel at around 125 PS. Later 3.5-litre GDI versions changed the petrol lineup again, while Pajero Evolution used a substantially more powerful MIVEC version of the 6G74.
Engine: Four engines define most of the Japanese second-generation range: 4D56 2.5-litre turbo-diesel, 4M40 2.8-litre turbo-diesel, 6G72 3.0-litre V6 petrol and 6G74 3.5-litre V6 petrol. The 1997 facelift introduced the 3.5-litre GDI version, while Pajero Evolution used a very different MIVEC-equipped 6G74.
Body style: Short three-door and Long five-door bodies remained central to the range, but Mitsubishi offered them as Metal Top, Mid Roof, Kick-Up Roof, J Top and various Wide derivatives. The number of body configurations became one of the defining characteristics of the second-generation Pajero.
Drive: Select 4WD was the headline drivetrain development. Its 2H, 4H, 4HLc and 4LLc modes allowed rear-wheel drive, centre-differential full-time 4WD, locked-centre 4WD and locked-centre low range to be selected according to the surface. Unlike the first-generation part-time system, 4H could be used on normal paved roads because the centre differential allowed front and rear axle speed differences.
Transmission: Five-speed manuals and four-speed automatics were widely available depending on engine and grade. As the generation developed, Mitsubishi strengthened the transmissions to cope with the larger 3.5-litre petrol and 2.8-litre diesel engines, while later models also introduced more sophisticated electronically controlled automatic operation. The transmission choice can materially change the character of otherwise similar Pajeros.
Notable features: Super Select 4WD, Multi Mode ABS, Short and Long bodies, standard and Wide configurations, 3.0- and 3.5-litre V6 engines, 2.5- and 2.8-litre turbo-diesels, an enormous number of Japanese special editions and the homologation-developed Pajero Evolution all belong to this single generation.
The second-generation Pajero catalogue became so broad that two cars from the same year could share little beyond the basic platform.
A three-door Wide VR with a V6, a seven-seat diesel Exceed, a J Top, a winter-focused Snow Athlete and a Pajero Evolution all existed within the same generation. That makes the 20/40 Series less like one model with several trims and more like an entire family of 4WDs built around different purposes.
Mitsubishi also used the Pajero's popularity to create a remarkable number of limited and seasonal versions. White Pajero, Blue Moon, Greenfield, Field Master, Snow Athlete, No.1 Special and Dakar commemorative models were not random names; they reflected the way the Pajero had become part of Japan's 1990s recreational-vehicle culture. Some focused on colour and equipment, others on skiing, camping or outdoor use, while Dakar success gave Mitsubishi another reason to create commemorative versions.
That is why identifying a Japanese second-generation Pajero correctly requires more than reading the badge on the rear door.
The grade hierarchy changed repeatedly between 1991 and 1999. VR, XR, ZR, Exceed and Super Exceed broadly represent the main road-going families, while simpler GE, GR, GX, XG, XJ and related grades occupied more functional positions. Mitsubishi then layered dozens of recreational, commemorative and limited editions onto that structure.
Many of those special versions retained the engine and drivetrain of an existing base grade and changed equipment, colour, seating or recreational accessories rather than creating an entirely new mechanical model. For that reason, the descriptions below distinguish genuine drivetrain differences from equipment-led editions.
This limited model celebrated Mitsubishi's success in the 1993 Paris-Dakar Rally and was based on regular second-generation Pajero hardware rather than being a competition-derived Evolution model. Japanese catalogue records include a 2.5-litre turbo-diesel Metal Top Wide version.
Its importance is therefore historical rather than mechanical. It belongs to the period when Dakar victories had become a central part of the Pajero's identity and Mitsubishi regularly used competition success to create limited domestic-market editions.
Pajero Evolution is the most technically significant special version of this generation. Introduced in 1997 to satisfy Dakar homologation requirements, it used a high-output 3.5-litre 6G74 MIVEC V6, widened bodywork, reinforced construction and four-wheel independent suspension.
It should not be treated as a highly optioned normal Pajero. The chassis, engine and body development were directly connected to motorsport requirements, making Evolution mechanically distinct from the normal VR, ZR and Exceed families.
Gaga was a 1994 special model based around the short Metal Top Wide XR-I and fitted with a canvas-style roof treatment. It gave the already unusual three-door Pajero a more open-air recreational character.
Type A formed one of the factory Gaga specifications rather than representing a separate drivetrain family. Its significance lies in the body and equipment package, not in a unique engine developed specifically for the edition.
Gaga Type B used the same unusual concept as Type A but with a different equipment package. Mitsubishi created the Gaga around the Metal Top Wide XR-I and added the distinctive canvas-top conversion as its defining feature.
That makes Type B one of the more unusual Japanese-market recreational Pajeros of the mid-1990s. Buyers should identify the underlying XR-I specification as well as the Gaga equipment because the special-edition name alone does not describe the complete drivetrain.
Greenfield was introduced as a recreational special edition aimed at summer outdoor use. Rather than changing the core Pajero drivetrain, Mitsubishi concentrated on equipment suited to camping and leisure activities.
It reflects how closely the Pajero had become associated with Japan's outdoor boom by the mid-1990s. Mitsubishi was no longer simply selling four-wheel-drive ability; it was creating editions around how owners were actually using the vehicle.
Super Greenfield developed the same outdoor-oriented concept with a richer equipment specification. It sat above the regular Greenfield rather than representing a completely separate mechanical model.
Its appeal was therefore in combining the Pajero's normal 4WD capability with a more complete recreational package. Like many second-generation special editions, the underlying engine and body specification remains important when comparing individual cars.
Blue Moon was a colour-led special edition introduced during the generation's extensive run of limited Japanese specifications. Mitsubishi used a dedicated Moonlight Blue monochrome exterior treatment to distinguish it from regular catalogue models.
Mechanically it remained rooted in the normal Pajero range. Its interest today comes primarily from the factory colour and period-specific equipment that make it recognisably different from a conventional XR or Exceed.
White Pajero followed a similar idea but used a dedicated Sophia White monochrome finish. Mitsubishi introduced it during 1994 as part of the rapidly expanding domestic special-edition programme.
It was less about creating a new mechanical specification and more about giving the Pajero a distinctive factory appearance. In period, that mattered because colour-coordinated recreational 4WDs had become an important part of the Japanese RV market.
Wide Exceed combined the broader Pajero body with one of Mitsubishi's established higher road-going specifications. Depending on year, Japanese cars could be found with V6 petrol or turbo-diesel power and automatic transmission was common.
It occupied the important middle ground between functional 4WD grades and the more expensive Super Exceed. For many buyers, Exceed represented the point where the Pajero became a comfortable touring vehicle without moving to the flagship specification.
Exceed Geo appeared late in the second-generation lifecycle as a more accessible Wide Mid Roof derivative. Mitsubishi introduced the Geo family when the second generation was already mature and the range was being reorganised for its final years.
Its place is best understood as an equipment-defined Exceed rather than a fundamentally different Pajero. The body, engine and year remain more useful identifiers than the Geo badge alone.
Exceed Limited was one of several late special versions based on the established Exceed grade. The package added dedicated equipment while retaining the fundamental Wide Pajero mechanical layout.
Because Mitsubishi reused the Limited designation at different points in the generation, the exact production date matters. A buyer should not assume every Exceed Limited carries identical equipment simply because the grade name matches.
Exceed-I formed the lower of the two principal Exceed sub-grades used during parts of the second-generation run. Japanese-market examples were offered with the 2.8-litre 4M40 turbo-diesel and Super Select 4WD.
It gave buyers access to the Exceed line without moving to the more comprehensively equipped Exceed-II. The drivetrain remained serious Pajero hardware, while the distinction was mainly in equipment level.
Exceed-II sat above Exceed-I and added a richer factory specification while retaining the same basic long-body 4WD architecture. 2.8-litre turbo-diesel versions were an important part of the Japanese range.
The difference between I and II is therefore more about equipment hierarchy than a completely different concept. Both should still be identified by engine, transmission and production year before being compared.
Exceed-Z was associated with the higher-output 3.5-litre petrol side of the range. Japanese catalogue listings show 3.5-litre Mid Roof Wide Exceed-Z versions with both manual and automatic transmissions.
That makes it mechanically more interesting than an equipment-only special edition. The Z suffix is tied to a stronger petrol specification rather than simply a cosmetic package.
Geomaster was one of the late recreationally positioned Wide Pajero derivatives. It arrived as Mitsubishi expanded lower-priced and lifestyle-focused specifications toward the end of second-generation production.
The grade should be understood as part of the mature 1990s Pajero range rather than a unique engine or drivetrain family. Its exact engine and body configuration remain important when assessing an individual example.
Snow Athlete was designed explicitly around winter recreational use. Mitsubishi equipped the special edition with features aimed at skiers and snowboarders, including a dedicated rear-mounted ski/snowboard carrier, while removing the third-row seat to increase luggage space.
Japanese examples used the 2.8-litre 4M40 turbo-diesel and were available with manual or automatic transmission. It is one of the clearer examples of Mitsubishi building a Pajero around a specific leisure activity rather than simply adding luxury equipment.
Super Exceed occupied the premium end of the normal Japanese Pajero hierarchy. It combined Wide bodywork with the highest levels of road-oriented comfort and equipment, and was offered with both petrol and diesel power at different points in the generation.
This is the grade that best demonstrates how far the second-generation Pajero had moved into luxury 4WD territory. It retained Super Select 4WD and low range while adding a specification intended for long-distance road use as much as off-road work.
Super Exceed-Z combined the flagship Super Exceed equipment level with the 3.5-litre petrol specification. Japanese catalogue data lists a 3.5-litre Mid Roof Wide Super Exceed-Z with automatic transmission.
It therefore sits near the top of the normal second-generation range in both equipment and engine specification. Unlike many lifestyle editions, the Z designation represents a meaningful powertrain distinction.
Field Master was developed around outdoor and all-weather use rather than luxury positioning. Japanese examples used the 2.8-litre 4M40 turbo-diesel and appeared in both three-door Metal Top Wide and five-door Mid Roof Wide forms.
Manual and automatic versions existed depending on body configuration. That makes Field Master one of the more functional special editions, with the strong 2.8 diesel forming an important part of its character.
Field Master Limited Edition took the outdoor-focused Field Master concept and added a higher level of factory equipment. Japanese catalogue data shows a five-door 2.8-litre turbo-diesel version with four-speed automatic transmission.
It retained the same practical purpose as Field Master but packaged it more comprehensively. In period it sat between a functional recreational Pajero and the more comfort-oriented Exceed grades.
Rookie was positioned as a more accessible Wide Pajero and became its own family of variants. Rather than competing directly with Exceed and Super Exceed on equipment, it gave Mitsubishi another entry point into the increasingly popular recreational 4WD market.
The Rookie name later expanded into SR, SR-I, SR-II and SX derivatives, so identifying only "Rookie" is not enough when comparing Japanese cars.
Rookie SR moved the Rookie family upward with additional equipment while keeping its more youthful, recreational positioning. It was not simply a renamed Exceed and occupied a separate place in Mitsubishi's grade hierarchy.
Its value today comes from understanding that hierarchy correctly. The Rookie derivatives were intended to broaden the Pajero audience rather than replace the established XR, VR and Exceed lines.
SR-I divided the Rookie SR family into a defined equipment level. Mitsubishi frequently used I and II suffixes during this generation to distinguish specification rather than completely different mechanical platforms.
For that reason, the engine, body and production year remain critical when comparing SR-I with an SR-II. The suffix primarily tells you where the car sat within the Rookie family.
Rookie SR-II was the more comprehensively equipped counterpart to SR-I. It retained the same basic recreational positioning but added specification rather than introducing an entirely different 4WD system.
That structure mirrors other second-generation Pajero families such as XR-I and XR-II. Mitsubishi was increasingly using layered equipment grades within each model theme.
Rookie SX represented another branch of the Rookie lineup, giving Mitsubishi a further specification between the basic recreational versions and the established mainstream grades.
Its significance is largely in how broad the domestic Pajero range had become. The Rookie family itself contained enough variation to function almost as a sub-range within the wider Pajero catalogue.
GI sat toward the simpler end of the Wide diesel range. Japanese mid-1990s catalogues list 2.5-litre turbo-diesel Mid Roof Wide GI models with both manual and automatic transmissions.
It provided the Wide body and Super Select 4WD without the equipment level of Exceed. For buyers more interested in the drivetrain than luxury features, GI was one of the straightforward ways into a long-body Wide Pajero.
GII built on the GI specification with additional equipment while retaining the same general place in the diesel range. 2.5-litre turbo-diesel versions were offered with five-speed manual and four-speed automatic transmissions.
The GI/GII pairing is another example of Mitsubishi separating equipment levels without changing the basic purpose of the vehicle. GII was simply the more complete interpretation.
GR was one of the more straightforward Wide specifications, sitting below the high-grade Exceed family. It concentrated on the core Pajero package rather than a luxury or lifestyle theme.
That makes GR useful for buyers seeking a less elaborate factory specification. As always with this generation, engine and body configuration should be confirmed because the grade name alone does not capture every mechanical difference.
GX occupied another functional position in the Wide range and was less equipment-focused than the premium grades. It appeared during the period when Mitsubishi was offering a remarkably fine spread of Pajero specifications.
Its appeal is therefore in simplicity rather than rarity or special-edition status. A GX represents the ordinary working side of the Wide Pajero family more clearly than a Super Exceed or commemorative model.
VR is one of the most recognisable short-body petrol grades of the second generation. Early Japanese examples used the 3.0-litre 6G72 V6 and were available with both five-speed manual and four-speed automatic transmissions.
The combination of three-door Metal Top Wide body, V6 power and Super Select 4WD gives VR a distinct character from diesel XR and long-body Exceed models.
VR-I developed the petrol short-body theme as a defined sub-grade. It retained the VR family's road-oriented V6 character while using the I suffix to denote a particular equipment level.
The important point is that VR-I belongs to the petrol side of the range rather than being simply a differently trimmed XR diesel. Engine and gearbox therefore remain central to its identity.
VR-II sat above VR-I in the short-body petrol hierarchy. Additional equipment distinguished it from the lower specification while the fundamental Wide three-door Pajero architecture remained.
For buyers comparing Japanese cars, VR-I versus VR-II is therefore primarily an equipment decision once engine, transmission and production year have been matched.
XR became one of the core diesel-oriented grade families of the second-generation Pajero. It appeared across Short and Long Wide bodies and was offered with the turbo-diesel engines that defined much of the domestic market.
The XR family eventually expanded into XR-I, XR-II, XR-F and limited-edition derivatives. That makes XR one of the most important grade names to understand when researching a Japanese diesel Pajero.
XR Limited Edition used the mainstream XR platform as the basis for additional factory equipment. Mitsubishi released more than one limited Pajero during the generation, so production period matters when identifying the exact package.
Mechanically, these cars remained within the normal XR family. Their distinction lies in the factory equipment and period-specific presentation rather than a unique engine.
XR-I was a major Japanese diesel grade and appeared in Short and Long Wide forms. Mid-generation examples used the 2.8-litre 4M40 turbo-diesel with both manual and automatic transmissions.
It sat below XR-II in equipment but retained the same essential Super Select 4WD capability. This makes it one of the more straightforward ways to access the 2.8 diesel drivetrain.
XR-II added equipment to the XR-I formula and was one of the more comprehensively specified diesel grades below Exceed. Japanese catalogues list 2.8-litre turbo-diesel Short, Mid Roof and Kick-Up Roof versions with manual and automatic transmissions.
That breadth made XR-II one of the most versatile grades in the entire second-generation range. It could be configured around several bodies without changing its underlying diesel 4WD character.
XR-F was another XR-family derivative aimed at a specific equipment position within the Japanese range. It should be considered part of the broader diesel XR hierarchy rather than a separate performance model.
The exact year is particularly important because Mitsubishi repeatedly reorganised XR specifications during the 1990s. Individual equipment should therefore be checked against the relevant production period.
ZR occupied the more performance-oriented petrol side of the short-body Wide range. Later examples used the 3.5-litre 6G74 V6, giving them considerably stronger performance than the diesel XR models.
Japanese catalogue data includes 3.5-litre Metal Top Wide ZR versions. That makes ZR mechanically meaningful rather than simply a higher trim badge.
ZR Limited Edition added dedicated factory equipment to the established ZR petrol specification. The underlying attraction remained the combination of Short Wide body and larger V6 power.
It should therefore be viewed first as a ZR and second as a limited-edition package. That distinction helps separate genuine drivetrain differences from equipment additions.
ZR-I represented one equipment level within the 3.5-litre ZR family. Japanese-market versions were offered with both manual and automatic transmission depending on production period.
The short body and high-output V6 made ZR-I noticeably different from the diesel XR-I despite the similar naming structure.
ZR-II moved further up the ZR equipment hierarchy. Japanese catalogue data shows 3.5-litre Metal Top Wide ZR-II versions, including automatic transmission.
The mechanical foundation remained the strong 6G74 petrol drivetrain, while the II designation brought a richer specification than ZR-I.
ZR-S was another sport-oriented derivative of the petrol ZR family. Rather than moving toward the luxury character of Exceed, it retained the short-body, large-engine emphasis associated with ZR.
That gives it a different place in the range from a Super Exceed even when both could use substantial V6 power. ZR-S was about the compact Wide-body Pajero first.
ZS is particularly associated with the open J Top Wide body. Japanese catalogue records show a 3.5-litre J Top Wide ZS with both manual and automatic transmission.
That combination makes it one of the more unusual factory second-generation Pajeros: open-body styling, wide track, 3.5-litre V6 power and Super Select 4WD.
ZX sat within the Wide grade hierarchy as another road-oriented specification, generally below the more overtly premium Exceed models.
Its importance lies less in one headline mechanical feature and more in the breadth of choice Mitsubishi offered Japanese Pajero buyers. It filled another step between functional and increasingly luxurious grades.
GE belonged to the simpler standard-width side of the Japanese Pajero range. It was positioned much closer to practical use than the heavily equipped Wide Exceed derivatives.
That makes GE representative of the part of the second-generation range often overlooked today. Not every Pajero of this era was a luxury RV; Mitsubishi continued offering straightforward specifications alongside the flagship models.
GR was another relatively simple regular-production grade. Its role was to provide the essential Pajero drivetrain without the extensive equipment associated with Exceed or Super Exceed.
For buyers today, that can make surviving GR cars interesting precisely because they represent the less elaborate side of the Japanese range.
JS was associated with the short, open-body side of the range rather than the luxury five-door wagons. It belongs to the part of the Pajero catalogue where Mitsubishi continued offering more recreational, stripped-back body configurations.
The grade should therefore be considered together with body type rather than compared directly with an Exceed. A J Top or similarly compact Pajero served a very different purpose from a seven-seat Mid Roof.
No.1 Special was created after the Pajero reached the top of Japan's passenger-car sales rankings during the early 1990s. Mitsubishi used the edition to mark the model's extraordinary domestic popularity.
Japanese catalogue records include a 2.5-litre turbo-diesel Metal Top Wide XR-I No.1 Special. It is therefore best understood as a commemorative XR-I derivative rather than a unique drivetrain model.
VS was associated with the J Top/open-body part of the second-generation range. These short recreational Pajeros were deliberately different from the mainstream Mid Roof wagons.
The grade's importance lies in preserving the open-air side of the Pajero concept even as the rest of the range became larger and more luxurious.
XE sat at the practical end of the Japanese diesel range and was available in Van-type body configurations. Mid-1990s catalogues include 2.8-litre turbo-diesel Kick-Up Roof XE Van versions with both manual and automatic transmissions.
It represents the genuinely functional side of the second-generation Pajero, where cargo capacity and utility mattered more than recreational luxury.
XF occupied a step above the most basic utility specifications while remaining firmly diesel-focused. Japanese catalogue records list 2.8-litre Mid Roof XF turbo-diesels with manual and automatic transmissions.
That makes XF a straightforward long-body diesel Pajero rather than a themed special edition. It is useful precisely because the specification is less complicated than many of the Wide lifestyle grades.
XG was a regular diesel grade offered on standard-width Pajeros. Mid-1990s Japanese examples included 2.5-litre turbo-diesel Metal Top models with manual transmission.
Its place in the range was practical rather than prestigious. XG retained the core Pajero mechanical package while avoiding the additional equipment and wider bodywork of the more expensive derivatives.
XJ became one of the better-known standard-width diesel grades. Japanese catalogues list both 2.5-litre and later 2.8-litre turbo-diesel XJ models, with manual and automatic transmission depending on body and year.
It offered more road-going equipment than the most basic specifications without stepping into Wide Exceed territory. That made XJ a useful middle ground in the standard-body diesel range.
XJ Limited Edition used the familiar XJ diesel specification as the basis for additional factory equipment. As with Mitsubishi's other Limited models, it retained the standard mechanical identity of its parent grade.
The attraction therefore lies in the period package rather than in a special engine. Production date and original equipment should be used to distinguish it from an ordinary XJ.
XL continued a grade name already familiar from the first-generation Pajero. In the second generation it remained positioned around mainstream usability rather than the expensive Wide and Exceed derivatives.
Its presence also illustrates how Mitsubishi kept some continuity in the grade hierarchy even while the vehicle itself changed substantially with Super Select 4WD and newer engines.
XP was a later standard-width diesel grade and appeared in both Mid Roof and Kick-Up Roof bodies. Japanese catalogue records show 2.8-litre turbo-diesel versions.
That combination made XP a practical alternative to the Wide-bodied XR and Exceed families. It retained the stronger 4M40 diesel without requiring the wider body or premium equipment.
XS was closely associated with the short J Top body. Japanese mid-1990s catalogues list the J Top XS with the 2.5-litre turbo-diesel and five-speed manual transmission.
This gives it a very different character from the automatic seven-seat Pajeros elsewhere in the range. Compact dimensions, open-body styling, diesel power and a manual gearbox make XS one of the more traditional recreational versions of the second generation.
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