Buying a used Nissan Patrol (1988-2010)

Given that Patrols are so durable, we’ve listed models from 1988, because there are still quite few GQs around in the used market place.

The Patrol hasn’t changed its basic chassis layout, powertrain and dimensions very much since 1980 and some of the current internal panel pressings date back to that time.

The GQ replaced the leaf-sprung MQ in 1988 and was the first Japanese 4WD to offer all-coil suspension – exactly 10 years after the Range Rover pioneered the concept.

It's only because of sound engineering that the GQ Patrol (1988-1998) stayed competitive with new releases from Toyota, Isuzu-GM, Land Rover and Mitsubishi, because the powertrain, basic suspension and bodywork didn't change much throughout that 10-year life.

Also unchanged, right up to today’s Patrols, is a part-time 4WD system that’s simple and relatively cheap, when compared with full-time 4WD drivetrains and the various types of on-demand systems.

Nissan has always put powerful limited slip rear differentials in Patrols, enhancing the part-time system’s on- and off-road performance.

The GQ’s petrol-fuelled TB42 six and the Nissan Diesel TD42 diesel six had identical bore and stroke dimensions for the same displacement of 4169cc, but quite different outputs.

The petrol engine was good for 125kW at 4200rpm, with a torque maximum of 325Nm at 2800rpm, while the naturally aspirated diesel put out 85kW at 4000rpm and 264Nm at 2000rpm.

Both petrol and diesel 4.2-litre models were fitted with a five-speed manual as standard, with a four-speed automatic option on 4.2-litre petrol models.

The GQ engine changes since 1988 were the introduction of the RB30, 3.0-litre petrol six in March 1990, electronic fuel injection on Ti Patrols from early 1992 and, in February 1995, the Patrol range was revamped and the RX specification was introduced.

A turbocharged 2.8-litre diesel was introduced and quickly became the most popular Patrol model.

The 3.0-litre petrol engine was almost identical to that used in the then-current Commodore, but without injection. It produced 100kW at 4800rpm, with maximum torque of 224Nm at 3000rpm.

The 3.0-litre Patrol came with a different transmission, sharing the close-ratio box with the 300ZX sports car, but with the standard Patrol's transfer case. This transmission isn’t suitable for heavy towing.

Fuel injection on Ti models didn't do much for the 4.2-litre petrol engine's outputs, going up marginally to 129kW at a lower 4000rpm and 330Nm at a higher 3200rpm, but fuel consumption was greatly improved.

Along with transmission changes, the April 1992 revamp saw upgrades across the range, including four-wheel discs on all wagon models. A Coil Cab ute and cab/chassis were also released, featuring coil springs for the first time on a Japanese ute.

Post 1994 4.2-litre diesels incorporated lightly-built engine components and this reduced durability considerably. Pre-1994 engines tolerated after-market turbocharging, but post-1994 versions did not.

The current-shape GU Patrol was launched in early 1998. Although billed as ‘all-new’ the GU was really no more than a re-skin of the successful GQ, but with some significant mechanical improvements.

The ‘fatter’ GU bodywork improved on the GQ’s cramped interior space, with 75mm more shoulder room, 40mm more elbow room and 90mm more legroom in the first and second row seat positions.

The GU was launched with the GQ’s 2.8-litre turbo-diesel six or a bored-out version of the GQ’s 4.2-litre petrol six. The new 4.5-litre petrol engine put out 145kW and 350Nm – considerably more urge than the diesel’s 95kW and 252Nm.

Within a couple of months Nissan reintroduced the GQ’s 4.2-litre, naturally aspirated diesel, to keep off-roaders and government purchasers happy.

In June 1999 a turbocharged version of the ancient 4.2-litre diesel was offered, with 114kW and 330Nm.

In April 2000 the turbocharged and intercooled 3.0-litre, four-cylinder, ZD30 diesel was released, with 116kW and 354Nm, and the 2.8-litre six was dropped. The ZD30 was available with an automatic transmission – the first diesel auto Patrol.

In October 2001 the 4.5-litre petrol six was stretched to 4.8 litres, with class-leading outputs of 185kW and 420Nm.

The 2003-year Patrol boasted an intercooled version of the turbo-diesel 4.2-litre diesel. Power remained at 114kW, but torque went up to 360Nm.

Until 2003 the petrol Ti models came with a rear-axle diff lock, but from this year on the Ti had to make do with the limited-slip rear diff fitted to the other variants.

For 2005 the GU received exterior panel changes, 17-inch wheels on ST and Ti variants, and a restyled interior.

The interior had the greatest change, with an entirely new dashboard and instrument cluster. The seats were repadded and there was a new range of upholstery.

The only significant mechanical change was a slight increase in power for the ZD30 3.0-litre diesel and a 26Nm torque boost for the same engine when coupled to the manual transmission.

In the launch presentations and in the company’s press kit the tone favoured the ‘rugged and reliable’ 4.2-litre diesel over the 3.0-litre for heavy towing. The sting: the 17-year-old TD42 six-cylinder diesel sold at a $7000 price penalty over the electronically sophisticated ZD30 engine!

In 2006 a ZD30 powered Ti model was introduced, with bush-capable satellite navigation and reversing camera, but the venerable 4.2-litre diesel had no hope of meeting 2007’s Euro 4 emission standards and faded out of the lineup.

For 2007 Nissan fitted common-rail fuel injection to the ZD30 and with it came cruise control, at last. Nissan claimed better performance from the revamped engine, but our testing showed it needed to rev more to achieve the same and didn’t mate smoothly to the auto box.

In an attempt to bolster the Patrol’s ‘bush-cred’ a Walkabout version of the Patrol DX was released, featuring 16-inch aluminium wheels, a six-disc in-dash CD player, side steps, snorkel, cargo barrier, alloy bullbar, towbar and $2000 worth of camping and outdoor equipment.

The GU Patrol will continue through 2011 and is expected to co-exist with the new independent-suspension Patrol through 2012.
Hopefully, Nissan will drop the new Pathfinder/Navara Renault V6 diesel into the GU. This engine’s 550Nm torque figure is just what the Patrol needs.

Patrol checkpoints

GQ Patrols have had few major problems, with the most common fault being leaking rear axle oil seals.

The cooling system was marginal, so after-market turbo diesel models may be stressed.

Off-road all the Patrol engines performed well, but the 4.2-litre diesel didn’t like very soft beach sand that sent its temperature gauge climbing.

The TD42 engine suffered from inadequate cooling from the very early days, even when it was only naturally aspirated. Factory turbo units scored the slightly larger radiator from the petrol 4.8, but that didn’t cure the problem. Interestingly, the 3.0-litre ZD30 diesel had a radiator that was 50 per cent larger than the 4.2’s and the 4.8’s.

Nissan said that the temperature rise in the case of the 4.2 was no cause for alarm, but we couldn’t help feeling that the additional heat loads of turbo-intercooled power and torque, along with exhaust gas recirculation, warranted a larger radiator.

Patrols that did plenty of tough off-roading were likely to suffer from bent front axle housings, Panhard rods and rear trailing arms. There was a recall on early GQ front Panhard rods.

Hard-worked Patrols also wore out their engine mounts and cracked fuel tanks around the drain plug holes. Seats suffered, breaking recliner mechanisms and floor runners.

Some petrol engines have had camshaft hardening problems and all had corrosion-prone coil leads; often bad enough to crack the distributor cap around the coil lead tower.

The RB30 engine suffered from sticky carburettor linkages and 3.0-litre models which have done heavy towing or bush work were likely to have gearbox bearing trouble.

The principal cloud hanging over the GU was the driveability and reliability of the 3.0-litre ZD30 diesel. Early examples suffered from fuel system problems and then there was a rash of blowups. Many owners were given replacement engines, but we doubt if that courtesy would be extended to second-owner vehicles.

The ancient 4.2-litre six was a much safer bet, but there was a premium for it. The higher-tech 3.0-litre diesel was the economy king, averaging around 11 litres per 100 kilometres under light-load driving conditions, compared with the naturally-aspirated 4.2’s 13L/100km, the turbo-intercooled 4.2’s 14L/100 km and the petrol engines’ 16L/100 km.

The diesel engines came with 125-litre tanks, giving them adequate range for most long bush trips.

Most recreational Patrol buyers opted for the ST spec’ level, but there are some good used bargains in the Government-preferred DX spec’.
Manual-transmission diesels had the Patrol’s trademark transmission handbrake, but petrol models since the 4.5-litre and all autos had drum-in-disc park braking.

The GU petrol and 4.2-litre diesel models were rated at 3500kg towing capacity but the ZD30 was restricted to 3200kg with the manual ’box and 2500kg with the auto.

Like the 4.2-litre and 4.5-litre petrol sixes that preceded it in GQ and GU Patrols the 4.8-litre could be fitted with an LPG kit.

The best used Patrol is a factory turbo-diesel or turbo-intercooled-diesel 4.2-litre.