Toyota LandCruiser v Nissan Patrol 2021 Comparison

If loading up the family SUV and taking off into the sun-drenched Australian landscape has crossed your mind during the past 18 months, clearly you are not alone.

Travel-starved Aussies are continually taking to their own backyard for escapism – lockdowns permitting, of course!

Many are doing it with a caravan or camper trailer in tow, which brings us to these two towing titans.

If you’re a subscriber to the big country, big SUV ethos, few vehicles compare as strongly as the all-new Toyota LandCruiser 300 Series or the tried-and-tested Nissan Patrol Y62.

Completely reworked from the ground up, the 2021 Toyota LandCruiser is the catalyst for this comparison test. On paper, the LC300 promises to reset the needle with its twin-turbo diesel V6 performance, new TNGA-F architecture and myriad technology and safety features.

Then there’s the enduring and ever-popular 2021 Nissan Patrol. Powered solely by a 5.6-litre petrol V8 since 2016, Nissan’s biggest model boasts acres of interior room, brute towing strength and a huge pricing advantage in this company.

The pair is matched with a 3.5-tonne braked towing capacity, five- or seven-seat layouts and genuine off-road capability.

Toyota LandCruiser GR Sport versus Nissan Patrol Ti-L. Which is better? Let the battle begin…

If you’re already well-read on the 2021 Toyota LandCruiser GR Sport, you’ll likely be across its hefty price tag of $137,790 plus on-road costs.

Second from the top of a new LandCruiser range that now kicks off at $89,990 and spikes up to $138,790 (both plus ORCs) for the Sahara ZX, the GR Sport is positioned as the premium off-road variant.

Pricing in general represents a sensational jump from the outgoing LandCruiser 200 Series range – and is only highlighted in the company of the ageing Patrol.

The 2021 Nissan Patrol Ti-L is the top dog in Nissan’s range, but comes in at a relatively modest $94,115 plus ORCs.

There are, of course, more affordable LandCruiser variants, although none were available so close to the national launch.

These two on test here are also similarly placed as aspirational models in their respective range, and both come loaded with equipment.

The flagship Patrol comes standard with 18-inch alloy wheels, LED headlights and tail-lights, keyless entry and start, leather seats, front seat warming and cooling, driver’s eight-way electric seat adjustment with lumbar support and memory function, electric steering wheel reach and tilt adjustment, tri-zone climate control, centre console cold box, front and rear parking sensors, sunroof and electric tailgate.

We’ll get into infotainment tech in the next section below, but in terms of safety the Patrol Ti-L gets six airbags, autonomous emergency braking (AEB), forward collision warning and rear cross traffic alert (all with moving object detection), adaptive cruise control, lane departure warning with dynamic lane keeping assist and blind spot monitoring with Intelligent Blind Spot Intervention.

Our vehicle added a dealer-fit tow bar ($1535) and was finished in a $595 premium white pearlescent paint – taking its as-tested price to $96,245 plus on-road costs.

As for the LandCruiser GR Sport’s standard equipment, it matches the Patrol on all of the above, and then adds, among other features: sequential (strobing) turn indicators, four-zone climate control, electric parking brake, Apple CarPlay and Android Auto connectivity, a head-up display, partial digital instrument cluster, heated leather steering wheel, heated and ventilated outboard second-row seats, wireless phone charger and a moonroof.

Whereas the Patrol features a relatively grainy overhead and rear-facing camera, the LandCruiser gets clearer forward-facing, rear-facing, overhead and side-view monitors, as well as an additional off-road camera that previews obstacles ahead of the front axle.

Importantly for towing, the LandCruiser trumps the Patrol with a trailer sway control function within its stability control suite.

Other key safety points that distinguish the LC300 from the older Nissan include the fitment of 10 airbags, lane trace assist with steering wheel vibration, emergency steering assist, AEB with pedestrian (day and night) and cyclist (day) detection, automatic high beam, lane departure alert, road sign assist, SOS emergency call and automatic collision notification.

In line with its off-road positioning, the GR Sport ditches the sixth and seventh seats, and goes without rear entertainment screens fitted to the Patrol.

The LandCruiser 300 Series comes standard with a trailer wiring harness. Our vehicle has optional Merlot Red paintwork ($710), taking its price tag to $138,500 plus ORCs.

As for aftersales provisions, the Toyota and Nissan both have a factory-backed five-year/unlimited-kilometre warranty.

Disappointingly, both also feature short six-month/10,000km servicing intervals.

According to Nissan, the first three years/60,000km of servicing will set owners back a hefty $3236. Toyota says the LandCruiser costs $2250 over the same period, thanks to a servicing cap of $375 each interval.

The Y62 Nissan Patrol is showing its age, and nowhere is that more pronounced than its cabin fit-out.

Even in flagship Ti-L trim, the 2021 Nissan Patrol mirrors its 2010 origins (2013 in Australia) with tacky fake woodgrain trim, a cacophony of buttons and switchgear laid out messily across the dashboard centre fascia, ancient 8.0-inch centre touch-screen display, no digital speedo and clunky foot-operated park brake.

The functionality of the Patrol’s internals gets worse when you begin to try navigating the infotainment, which is a hot mess.

Forget the standard fitment of sat-nav and Bluetooth. Or the CD player. There’s no Apple CarPlay, no Android Auto, no digital radio. In fact, when you plug your phone into one of the front USB ports, the following message appears on screen: ‘New iPod detected’.

Now, your correspondent isn’t pretending to be some doyen of technology (Ed: trust us, he isn’t), but the iPod was unofficially boned five years ago.

Twin rear entertainment screens with wireless headsets and infrared remotes go some way in redeeming the Patrol’s long-journey tech amenity, but even they present as a throwback.

Jumping into the all-new Toyota LandCruiser 300 Series represents something of a paradigm shift.

It addresses all of the Patrol’s pitfalls and then some, with a 12.3-inch centre touch-screen display, head-up display and 7.0-inch digital instrument cluster screen.

Tasteful leather-stitched interior panels are offset by timber inlays and materials that feels a step above.

What’s more, the switchgear is laid out legibly and logically, with quick-access piano-style keys for different touch-screen menu shortcuts, off-road switchgear to the right of the gear lever, and climate control settings in another orderly horizontal bank of buttons.

It’s all visually pleasing – and easy to navigate.

Similarly, the touch-screen menus are simply laid out, while Apple CarPlay or Android Auto are integrated cleverly into two-thirds of the main screen, meaning you can still see and access climate control settings in the remaining third.

About the only real complaint after five days’ driving in the GR Sport is the lack of a physical volume knob.

Storage provisions in both vehicles are strong, with excellent incidental cubbies and hidey holes.

Ergonomically, the LandCruiser gains another slight edge with its raised centre console, lower-set driver’s seat and low window line, the latter allowing an excellent outward view for all occupants. That said, the Patrol’s side mirrors offer a wider rear vista for towing.

The Patrol wins it pretty comfortably for second-row space, but the reality is you could spend hours in either, such is the room on offer.

Handily, second-row occupants of either vehicle can reach into the front row cool box thanks to a convenient rear-mounted latch.

The LandCruiser has second-row air vents in the B-pillar and behind the centre console – the Patrol has vents in the B-pillar only – while both 4x4 off-road wagons feature first- and second-row grab rails to hoist yourself in and out.

Reading lights are also standard fitment, but whereas the LandCruiser’s zone in on one part of the cabin, the Patrol’s will blanket the entire space in white light.

Both vehicles feature split-fold and tumbling second rows that are devoid of fore-aft sliding adjustment. We found both to be pretty heavy-duty, especially if you’re trying to perform the task with your hands full.

However, the LandCruiser again gets a small nod on account of the Patrol’s ‘40’ split located on the right-hand side of the cabin – a left-hand drive legacy.

Further back, the Patrol’s boot is wider and longer than the LandCruiser’s. Cargo space in the LC300 is also impeded by its wheel-arches to a greater extent than in the Y62 Patrol.

The Patrol gets a 12-volt outlet in the boot while the LandCruiser features a 240-volt household power outlet.

Both vehicles get a full-size spare wheel mounted underneath.

We’ve already noted plenty of disparities between the 2021 Toyota LandCruiser 300 Series and its arch-rival Nissan Patrol. But the biggest of them all comes down to engine: diesel versus petrol.

In the red corner, the LandCruiser packs a new 3.3-litre twin-turbo V6 diesel outputting 227kW and 700Nm. Drive is apportioned to all four wheels via a full-time four-wheel drive system, 10-speed automatic and low-range transfer case.

The engine’s primary turbocharger is said to engage at low rpm to provide strong initial shove, with a secondary turbocharger materialising at about 2600rpm for strong mid-range pulling power.

Official combined-cycle fuel economy is listed at 8.9L/100km, while the fuel tank holds 110 litres.

The GR Sport boasts lockable front, centre and rear differentials, crawl control, downhill assist control, hill start assist and six-mode multi-terrain select (Auto, Dirt, Sand, Mud, Deep Snow and Rock).

Electro-hydraulic power steering offers lighter low-speed passage and enables many of the LandCruiser’s upmarket safety functions.

As for underpinnings, the LandCruiser uses a ladder-frame chassis and is suspended up front via a double-wishbone arrangement with stabiliser bar, and a four-link rigid axle at the rear with stabiliser bar. Adaptive dampers are fitted to Sahara ZX and GR Sport.

The GR Sport also gets an electronic Kinetic Dynamic Suspension System (e-KDSS) which independently – and electronically – locks and frees the front and rear suspension stabiliser bars, purportedly enabling a flatter ride on-road and more wheel articulation off it.

The Patrol, meanwhile, boasts a 5.6-litre naturally-aspirated V8 petrol good for 298kW and 560Nm, matched to a seven-speed automatic transmission.

The big V8 has a quoted fuel consumption average of 14.4L/100km using 95 RON premium unleaded. Its heavier consumption is partially offset by a larger 140-litre fuel tank.

Nissan's Intelligent 4WD system combines a dual-range transfer case and Sand, Snow, Rock, On Road and Auto modes.

An electronic rear diff lock, off-road monitor, hill descent control with on/off switch and hill start assist are also part of the package.

The Patrol has a minimum 273mm ground clearance and 700mm water wading depth. The LandCruiser, by comparison, has the same wading depth but a lower 235mm running ground clearance.

The Patrol features all-round coil-sprung double-wishbone suspension system paired with a hydraulic body motion control (HBMC) system that uses a pair of cross-linked hydraulic members that work with the adaptive dampers to enhance cornering, improve off-road capability and smooth out corrugated surfaces for better ride comfort.

The Patrol tips the scales at about 2800kg, 300kg more than the LandCruiser GR Sport. Both feature a circa 750kg payload and, as we’ve mentioned, 3.5-tonne braked towing.

Our comparison between the new 2021 Toyota LandCruiser 300 Series and Y62 Nissan Patrol features urban conditions, highway, country roads and a dedicated towing test.

Straight away the Patrol decorates itself as the larger, less controlled opponent in this comparison, yet still charms with its lazy V8 engine and acres of interior space. A bit like that loud, larger-than-life uncle at the family Christmas.

Slower steering, more lateral and longitudinal body movement and a natural top-heavy leaning underline the Patrol’s day-to-day character. Measuring longer than the LandCruiser in every dimension, it feels physically larger on the road and there’s no hiding its circa-300kg weight disadvantage.

In isolation, however, the Patrol is relatively inoffensive. Its huge wheelbase helps cushion occupants over broken bitumen and there’s faithful levels of grip through corners.

The driving experience isn’t as dated as the interior would have you believe, with recent 2020 underbody revisions helping the Patrol to stay relevant.

Then you jump behind the wheel of the new LandCruiser…

Straight away, the Toyota feels better tied down to the road, with more meaningful weighting to the controls (including nicer brake pedal action), stronger chassis rigidity and more agility through changes in direction.

If the family chariot doubles as the day-to-day SUV, the LandCruiser also feels more manageable navigating car parks and tight spaces – a reflection of its broader skillset.

A surfeit of cameras and excellent outward vision help minimise its size and weight, although the Patrol beats it with wider, more tow-friendly outlook courtesy of its wing mirrors.

The 300 Series’ electro-hydraulic steering rack (standard on VX grades and above) is immune to mid-corner kickback that afflicts the Patrol and there’s an air of confidence wrought by a lower centre of gravity and lighter kerb mass.

The LandCruiser’s new 3.3-litre twin-turbo V6 diesel is another strong point. Its accessibility to peak torque from 1600rpm means it is simply more user-friendly than the Patrol’s hulking V8, which offers ample grunt but won’t allow you to access the bulk of it until closer to 4000rpm.

The LandCruiser automatic’s gear shifts are also sharper and more intuitive, compared with the Patrol’s more drawn-out changes.

The 300 Series suffers at times from its myriad safety features, including the lane keeping function which intrusively brakes individual wheels at the sight of a faint road line. It’s a distraction and one we turn off every time we get behind the wheel.

At highway speeds, both vehicles lope along at a gentle 100km/h and canter effortlessly, however the LandCruiser feels slightly better planted and its engine is more relaxed (spinning at 1300rpm versus 1700rpm for the Patrol).

The LC300’s superior gearing ratios and twin-turbo diesel combo arrives at a 12.5L/100km fuel economy average on test, compared to 15.5L/100km in the Patrol. Certainly not the huge gulf we’d anticipated.

Things gets interesting when we commandeer a 2.8-tonne caravan for our towing component – a dual-axle unit with electric brakes.

Lowering the van onto either respective vehicle, it is the Patrol that sags noticeably more in the rear. By comparison, the LandCruiser sits flat.

Against one-tonne dual-cab utes or lesser monocoque-chassis SUVs, the Patrol and LandCruiser are a clear step up with their on-road stability, braking performance and sheer grunt in all scenarios.

That said, the Patrol V8’s lack of low-down torque is only exacerbated with a van in tow. Again, there’s not a lot of enthusiasm before 4000rpm and the engine is heavily reliant on the gearbox to sit at its natural middling cadence.

That means lots of shifting back and forth, hunting for the right ratio.

The LandCruiser is decidedly sharper, offering more low-down mumbo and making the most of its superior 700Nm torque figure.

In a 200-metre acceleration test, both vehicles lose about 20km/h in speed when loaded versus unladen. Both are linear and predictable in plying down power, but the LandCruiser simply reaches its straps earlier while the Patrol’s power curve materialises higher in the rev range.

As for stability, both vehicles perform admirably on our rugged test loop, which includes rural roads and an extended section of undulating highway.

The LandCruiser loses massive points once again for its lane keeping assistance function, which bullies your correspondent back into the lane and causes the caravan to make unexpected movements behind us.

It appears as though the system’s parameters do not change for towing, which is straight-out dangerous. Again, we turn it off.

Both vehicles are prone to occasional longitudinal shunts from the caravan upon descending rugged hilltop roads, however both prove to be reliable with their braking performance and stability.

We didn’t venture off the black-top in this comparison test, but will happily stand by the off-road ability of either the 300 Series or the Y62 Patrol based on earlier testing.

There aren’t many locations either won’t travel to – reinforcing their nomadic appeal.

We agree that $43,000 is a lot of money in anyone’s language. However, despite its huge pricing premium, it’s the 2021 Toyota LandCruiser 300 Series that gets the nod in this comparison.

Smarter, safer and more efficient, the new LC300 also proves to be our pick with a caravan in tow.

While it’s not perfect, the 300 Series has clearly raised the bar. Just two caveats remain: affording the lofty purchase price, and actually finding one in stock.

How much does the 2021 Nissan Patrol Ti-L cost?
Price: $94,115 (plus on-road costs)
Available: Now (for delivery in 2022)
Engine: 5.6-litre V8 petrol
Output: 298kW/560Nm
Transmission: Seven-speed automatic
Fuel: 14.4L/100km (ADR Combined)
CO2: 334g/km (ADR Combined)
Safety rating: Not tested

How much does the 2021 Toyota LandCruiser GR Sport cost?
Price: $137,790 (plus on-road costs)
Available: Now (for delivery in 2022)
Engine: 3.3-litre V6 twin-turbo diesel
Output: 227kW/700Nm
Transmission: 10-speed automatic
Fuel: 8.9L/100km (ADR Combined)
CO2: 235g/km (ADR Combined)
Safety rating: Not tested