Nissan Patrol Ti-L 2013 Review

Nissan Patrol Ti-L

What we liked
>> On and offroad capability
>> Refinement and luxury levels
>> High-tech chassis and safety kit

Forget everything you’ve ever know about the Patrol... Because the first all-new big Nissan offroader in almost 15 years couldn’t be further removed from the five generations of utilitarian models that have worn the Japanese brand’s trusty nameplate for half a century.

In fact, while the new Patrol might have attracted more than 40,000 buyers in giant SUV markets like the Middle East and Russia since its 2010 global release (making the two-year wait for right-hand drive versions in Australia all the more galling), it is in fact almost identical to the Infiniti QX56 sold in North America with different front and rear styling.

That, and the fact the vastly bigger and more luxurious Mk6 Patrol is also available only with a big-bore 5.6-litre petrol V8, makes it a direct rival for the $140,000-plus Lexus LX570, which is powered solely by a 5.7-litre petrol V8. In the process it leapfrogs the Toyota 200 Series LandCruiser on which the LX is based.

In that context (and given the fact Nissan Australia initially forecast a $120K-plus price tag for the range-topping Patrol Ti-L), the latest price indication of $115,000 for the most expensive new Patrol variant can be viewed as somewhat of a snip, even if the LandCruiser Sahara petrol costs $113,490 and existing Patrol owners will still develop a serious case of sticker shock. But let’s forget any further comparisons to the GU Patrol that dates back to 1997, since it continues alongside the new model and remains Nissan’s answer to those in the market for a full-size diesel offroader.

Measured against top-end German rivals like the Mercedes-Benz GL-Class -- and its most natural rival, Toyota’s LC200 benchmark -- the new Patrol stacks up surprisingly well. Yes, the lack of diesel power for the foreseeable future will severely limit its appeal, but petrol-for-petrol, the Patrol delivers more power (298kW versus 228kW) and torque (560 vs 439Nm) at the expense of higher fuel consumption (14.5 vs 13.6L/100km).

The big new Patrol needs all of that performance. At about 2.8 tonnes in top-spec form (versus 2.7 tonnes for the petrol Sahara) it is also larger in every dimension: wheelbase (by 225mm), length (by 190mm), width (by 25mm) and height (by 60mm). And the Y62 Patrol is massive inside and out, offering plenty of leg, head and shoulder room for no fewer than eight adults -- although the top-shelf Ti-L is only available with seven seats. It is without doubt the new champion for those who desire the biggest and most accommodating SUV money can buy.

The new Patrol’s expansive cabin has a level of materials quality that wouldn’t look out of place in a large luxury sedan. This and the impressive fit and finish of the pre-production models we drove puts it somewhere between the LandCruiser and LX570 in terms of cabin luxury. Note, however, Patrol maintains a purposeful look and feel inside via features like overhead grab handles for all outboard seats, which also make climbing into the high-riding cabin easier.

All this makes the big petrol V8 somewhat out of place. Although it has a nice deep bent-eight burble at idling speeds and a crisp metallic bark at full noise, it's downright gruff at middling revs.

But this truck’s rapid 6.6-second 0-100km/h claim speaks for itself. Driven on the wet skidpan at the Queensland government’s Mt Cotton driver training facility, the ungainly looking Patrol had more than enough grunt to invoke sideways action in the first three of its well-paced seven automatic gear ratios (albeit with the highly effective stability control system disabled).

To cope with all that weight and size, the Patrol comes with a larger braking package than the LandCruiser and, although it doesn’t offer the Toyota’s clever KDSS suspension system, the Patrol makes up for that with its own clever adaptive damping system. Dubbed Hydraulic Body Motion Control (HBMC) and standard on both the midrange circa-$95,000 Ti and flagship Ti-L, the system improves handling, ride comfort and off-road traction by adjusting shock absorber damping pressure to suit driving conditions in real time.

In effect, HBMC kept the big Patrol flatter during aggressive tarmac cornering, and compared to the entry-level version we drove without HBMC, delivered an outstanding level of off-road traction by minimising body movement and associated ‘head-shake’. This makes offroading less of a chore for all passengers.

We’ll reserve judgement until we’ve completed a direct back-to-back comparison, but during a half-day’s driving at Mt Cotton, the new Patrol appeared to be in another league to the LandCruiser on the road. It also offers better off-road capability thanks to a shift-on-the-fly low-range transfer case.

On the road, it's no BMW X5. The steering is slow to react and there’s still plenty of bodyroll during quick changes of direction. More to the point, the Patrol is designed to tow heavy loads and/or transport eight people in comfort across all manner of terrains and it does so exceedingly well. To the LandCruiser-matching 3500kg towing capacity and 700mm wading depth, it adds even more ground clearance and greater approach, departure and ramp-over angles.

The new Patrol sets a new benchmark in terms of technology too, although much of it is exclusive to the top-spec Ti-L tested here – including radar-based Intelligent Cruise Control, a bird’s-eye Around View Monitor, Blind Spot Warning, Lane Departure Warning + Prevention and tyre pressure monitoring.

Other exclusives for the Ti-L flagship will include a hard-drive navigation system, 13-speaker premium BOSE sound, rear DVD entertainment system, Xenon headlights with automatic levelling and washers, a powered tailgate, cool box, seat/mirror/steering wheel memory, electric anti-dazzle interior mirrors and puddle lamps.

All this is in addition to the generous standard spec levels included even on the entry-level sub-$85,000 ST-L. Standard fare includes an advanced full-time four-wheel drive system with VDC electronic stability control and driver-selectable settings for sand, snow, rocks and on-road, as well as a low-range transfer case, Hill Descent Control, Hill Start Assist, a limited-slip differential and rear differential lock.

When the new Patrol range goes on sale here in January, all models will also offer a full complement of safety equipment, including twin front, front-side and full-length side curtain airbags, a reversing camera, antilock brakes with electronic brake-force distribution (EBD), brake assist (BA), active front head restraints and front seatbelt pretensioners.

Also standard across the range is keyless entry and starting, an eight-way powered driver’s seat, dual-zone climate-control, front and rear parking sensors, cruise control, a six-speaker 2GB hard-drive sound system with AM/FM/MP3/DVD capability and steering wheel controls, Bluetooth connectivity, woodgrain trim, full-function trip computer, a leather-clad steering wheel and gear shifter, anti-dazzle interior mirror, tilt and reach-adjustable steering wheel, rear air-conditioning outlets, LED tail-lights, roof spoiler, side steps and privacy glass.

The mid-range Patrol Ti adds full leather seat trim, a four-way power-adjustable front passenger seat, automatic headlights, a powered glass sunroof, rain-sensing wipers, speed-sensitive power steering assistance and HBMC.

Clever convenience features include a huge centre console armrest that hinges from both the front and rear. The only blight on the equipment list is a foot-operated parking brake that never seems to cope with the big wagon’s mass.

We wouldn’t want to pay for the Patrol’s outstanding breadth of ability on a daily basis. Its 140-litre fuel tank will provide a theoretical driving range of 965km but will also cost about $200 to fill with recommended 95 RON premium unleaded!

That said, for those who are willing there is now a seriously accomplished alternative to the dominant LandCruiser.

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