Mitsubishi suspension parts, held on UAE shelves

Under the body, Mitsubishi's UAE line-up splits three ways, and each way wears a different set of parts. The L200 is a ladder-frame pickup with double wishbones at the front and leaf springs on the rear axle. The Pajero Sport, sold new here as the Montero Sport, is built on the L200's ladder frame, and in our range the two trucks share front control arms. The full-size Pajero of 1999 to 2021, the third and fourth generations, is different again: a monocoque body with a ladder frame built into it and independent suspension at all four corners.

The road cars carry MacPherson struts at the front, where the shock absorber, the coil spring and the top mount make one unit that turns with the steering. The Outlander and the Attrage are built this way, and the strut bearings and handed front shock absorbers in our range are listed for the Lancer too. At the back they differ: the third-generation Outlander uses a multi-link rear with several arms and bushes on each side, while the Attrage uses a simple torsion beam held to the body by a bush at each end.

A worn suspension part rarely fails in one go. It gets noisy, then loose, and then it starts to eat the tyres. The table below is the short list we work through on a chat when a Mitsubishi owner describes what the car is doing. It narrows the search; it does not replace a garage putting the car on a lift and levering each joint to feel for play.

Two things make our answer faster and more accurate. The first is a phone video with the sound recorded, taken while the car rolls slowly over a bump or turns at walking pace in a car park. The second is a clear photo of the chassis number, which lets us open the parts diagram for your exact car instead of a generic one.

Most of what wears in a Mitsubishi corner is rubber: the bushes in the arms, the links on the anti-roll bar, the top mounts of the struts and the boots that seal each ball joint and tie rod end. Rubber ages with heat. A car parked in the open through a UAE summer, then driven on tarmac that is hotter still, hardens its bushes sooner than the same car would in a cooler country. Hard rubber cracks, and a cracked bush lets an arm move in ways it was never meant to.

What the car does all day matters as much as the weather. An L200 on a building site spends its life on corrugated tracks with a full bed, which is hard on leaf spring bushes, rear shock absorbers and the front arm bushes that take the braking load. A Pajero that goes into the dunes pushes long, repeated travel through its shocks and ball joints. A Lancer or an Attrage in city traffic crosses speed bumps from morning to night, and every crossing works the anti-roll bar links.

Sand finishes the job. Once a boot splits, fine grit mixes with the grease and grinds the joint from the inside, so a split boot is a cheap early warning worth acting on. Catching a worn bush or link early is what stops it from wearing a tyre, loosening the steering or taking a good arm down with it.

We hold genuine Mitsubishi lines and aftermarket lines for most suspension part types, and the comparison table below sets the typical price of each side by side. A typical price is a median across many different lines, so read it as a guide to the size of the gap rather than the price of your part. The quote for your chassis number is the only like-for-like comparison.

Most of our aftermarket Mitsubishi suspension stock is FEBEST, a brand whose catalogue is built around rubber-to-metal parts. That matters on a Pajero or L200 arm: where the arm is straight and its ball joint is tight, a garage with a press can fit a new bush into the old arm instead of replacing the whole arm. STELLOX and 555 lines cover some of the same part types alongside it.

If you want a rule of thumb, weigh the genuine price hardest on the parts that do the most on their own. A complete strut, or a lower arm with its ball joint, is a whole engineered assembly, and many owners of a Pajero or L200 that tows or carries weight stay with genuine there. A bush, an anti-roll bar link or a boot is a simple part, and an aftermarket one that lists your Mitsubishi part number is a fair place to save. Ask for both on one chat and we quote the exact genuine and the exact aftermarket part for the same corner.

The chassis number from your mulkiya is the first thing we ask for. Mitsubishi model names run across several generations, and the parts catalogue splits them further: it separates the Pajero Classic from the Pajero IV, keeps each Lancer generation apart, and lists the L200 both as a pickup and as a bare platform cab. A GCC-spec car and a Japanese or American import with the same badge can also take different parts. The chassis number settles all of that in one step.

Many Mitsubishi suspension parts are handed. Our range lists front anti-roll bar links, upper arms and front shock absorbers as separate left and right parts for several models, so tell us the side, or tell us where the noise comes from and we work it out. Say front or rear as well, and upper or lower for the arms.

Replace shock absorbers in pairs across an axle so both sides damp the same; on an older car, links are usually done in pairs for the same reason. After an arm, arm bush, tie rod or ball joint job, or a new front strut on a strut-front car, book a wheel alignment, or the new parts can wear the tyres quickly. We supply and deliver the parts, your own garage fits them, and the shops listed below are a place to start if you need one.