Considering that the agent does a poor job of marketing this fine vehicle, I had to do a lot of research to get a few answers.
When driving in sand, keep in mind the following:
- Always wear your seatbelt. This applies to all seats. If you do not, the desert will make an example of you.
- Read your manual well and keep it handy
- The Pajero comes equipped with an air gauge (1 bar = 14.5psi). It's packed with the first aid kit in the tailgate.
- Tire pressure must be measured cold; measure before leaving home and accommodate the difference caused by heating due to travel
- Keep the fresh air circulation off (the Pajero cabin air filter does not fit flush with it’s casing, and some sand will get through – this will self-clean by draining out when you leave the desert)
- You can change between 2H and 4H at speeds up to 100km/hr. Take your foot off the accelerator, push little gear down and shift.
- Switch off ASC when stationary and keep on eye on the dash in case it re-engages
- You can drive in D, but it is advisable to drive in ‘manual’ mode to identify optimal shifting points
- Do not rev beyond 4000rpm; use momentum, not engine torque
- Drive in 4H unless you know you will encounter soft sand, in which case, stop, switch to neutral and change gears to 4HLC
- Do not use 4LLC unless climbing very steep inclines or when stuck
- Engage the R/D lock as a last resort
- Pay attention to the dash, it shows you which wheel is slipping
- Using the air conditioner will not cause overheating, but it will cause minor torque loss
- Get a luggage net and tie everything down (even your last row seat if LWB)
The INVECS II system constantly calculates engine load and will upshift, even in tiptronic mode, if it determines that engine damage is imminent. Unlike on the road, where upshift happens at redline, offroad it may happen even as low as 4750rpm.
I discussed this with the Chief Engineer at the Agent’s workshop & garage. His advice was to approach dunes in 2nd gear (tiptronic mode) and use momentum to cross dunes. Engine torque should only be used on steep inclines in 4LLC. If the system determines engine damage is likely, do not counter it, instead work around it.
To address the great ‘ABS/TC or no ABS/TC’ debate, here are a few insights for Pajero owners:
Active Stability Control (ASC) & Active Traction Control (ATC) are complementary safety systems that use Anti Lock Braking System (ABS), Engine Braking Assist Control (EBAC) and Electronic Brakeforce Distribution (EBD) to detect skid and loss of traction.
ASC works by sensing yaw, calculating EBD and limiting torque via EBAC to diagonal wheels so that the driver cannot further contribute to stability loss.
ATC senses loss of traction via speed sensors and applies ABS braking to maintain traction at the skid threshold.
In the 2008 model, ASC can be turned off via a button in the lower right panel under the steering wheel (right hand drive), next to the petrol lid lever. Above 60km/hr or when the engine is re-started, ASC will re-engage automatically.
ATC cannot be turned off; not even if the ABS fuse is removed.
It is a misconception that ATC works against the driver when driving in sand. In fact, it is actually ASC that cuts throttle input. This is what you feel when you see the flashing ‘car in skid’ light on the dashboard and sense power loss at the wheels.
ATC only activates when it senses slippage. For example, you lose momentum side sloping and get bogged down. Now, ordinarily, you would turn the steering earthwards and feather the throttle to edge the car down the slope. Considering that over-revving at this point will contribute to traction loss, ATC counters by using ABS whenever traction loss is sensed. Therefore, ATC is actually countering the driver’s contribution to traction loss, not causing it.
The only situation where ATC will work against the driver is when climbing a steep incline where sudden braking will be misinterpreted as emergency braking. This will only happen if braking when the wheels are spinning above a certain speed (I have not yet discovered this limit). ATC will then engage ABS, working against the driver’s intention to stop the vehicle on the incline and modulate the brakes causing the car to slip down backwards. This is extremely dangerous, especially on a hillside, as sliding backwards combined with your wheels getting angled into a rut can cause the vehicle to rollover.
To ensure the above does not happen, use 4LLC (4 Low Locked Center Differential) where ASC is deactivated, if tires spin, leave the accelerator and stop the vehicle using the handbrake. Alternatively, if equipped with a Rear Differential Lock (R/D), engaging it will deactivate ASC, ATC, ABS & EBD. This can only be done in neutral, so make this decision before you attempt the incline.
Also, when descending a steep hill, if low range is selected, first gear is engaged and driver’s foot is not on the brake, EBAC will manage the braking if traction loss is detected. This is Mitsubishi’s equivalent of ‘Hill Descent Control’.
I hope to keep adding to this section as I learn more.
And for all current and potential Pajero owners… take pride in knowing that not only does the Pajero have a formidable pedigree among the offroad elite, few know that it was Mitsubishi that actually built the legendary Jeep CJ3 under contract from Willys Overland Corporation in 1953, now a subsidiary of DaimlerChrysler.
Acknowledgements & Credits:
Many thanks to Mr. Mirza, Chief Engineer at Al Habtoor Motors, Garhoud Branch for taking the time to help me better understand my Pajero.
http://icebone.dyndns.org/Mitsubishi/Ne ... pajero.doc
http://en.wikipedia.org/wiki/Willys
