Toyota LandCruiser v Nissan Patrol 2024 Outback Comparison

How much do the Toyota LandCruiser GR Sport and Nissan Patrol Ti-L cost?

We started at the top when selecting the contenders for our Big Trip, which means the 2024 Nissan Patrol Ti-L – priced from $97,600 plus on-road costs – and Toyota Landcruiser GR Sport, starting at $142,101 plus ORCs.

Clearly, this isn’t going to be a comparison decided on price alone as in that case there is only one winner.

There is now the Patrol Warrior, but the off-road beast is based on the lower-grade Ti and lacks quite a lot of gear. Gear we suspect many will either expect or want, especially for long-distance touring.

Other off-road machines at this price point include the INEOS Grenadier (from $97,000), Jeep Grand Cherokee Overland (from $98,450) and Land Rover Defender 110 (from $91,270), but the new Toyota Prado and Lexus GX will also appear on many shopping lists.

What equipment comes with the Toyota LandCruiser GR Sport and Nissan Patrol Ti-L?

The 2024 Nissan Patrol Ti-L might be getting on in years – we first drove the Y62 series in Australia in 2010, three years before its launch – but it’s still loaded to the hilt with toys like rear entertainment screens, a 13-speaker Bose stereo, sunroof, centre console fridge, triple-zone climate control, heated and ventilated front seats and keyless entry/start.

It also offers three rows of seating, something the 2024 Toyota LandCruiser GR Sport does away with, but that’s a good thing on a trip like this, as no one is going to use those rear seats and it allows you to pack more luggage in.

The GR Sport is pitched as a rugged off-roader, but there are still plenty of luxuries, including heating and ventilation for the front and (outboard) rear seats, a 14-speaker JBL sound system, heated steering wheel, quad-zone climate control and sunroof, but one of the strangest omissions is tyre pressure monitoring.

It’s a must on a trip like this (slow leaks have ruined countless tyres in the Outback) so we’ve added aftermarket ones for our adventure, for peace of mind. They’re standard in the Patrol.

What technology features on the Toyota LandCruiser GR Sport and Nissan Patrol Ti-L?

The 2024 Nissan Patrol Ti-L is one of the oldest new vehicles on the market and nowhere is that more apparent than in its technology offering.

The infotainment screen is only 8.0 inches and the Patrol lacks smartphone mirroring, though this can be sorted with an aftermarket unit.

The Toyota LandCruiser GR Sport is quite literally from a different era, with a sizeable 12.3-inch touch-screen filling out the upper dash area with Apple CarPlay and Android Auto, though only wired, not wireless.

What powers the Toyota LandCruiser GR Sport and Nissan Patrol Ti-L?

Beneath the skin there are big differences between the 2024 Nissan Patrol Ti-L and Toyota LandCruiser GR Sport.

The Patrol keeps things old-school with its 5.6-litre naturally aspirated petrol V8.

There’s no arguing with the results, though, the engine producing a full 298kW (400 horsepower in the old money) and a hearty 560Nm.

The LandCruiser does things very differently, instead relying on a 3.3-litre V6 turbo-diesel for propulsion.

Power is down at 227kW but torque is up at a hefty 700Nm and, crucially, the latter is available from just 1600rpm.

How fuel efficient are the Toyota LandCruiser GR Sport and Nissan Patrol Ti-L?

It’ll surprise no one that given its mechanical makeup, the 2024 Nissan Patrol Ti-L isn’t exactly economical.

Its claimed combined fuel use is 14.4L/100km and adding to that sting is the need for premium unleaded.

The 2024 Toyota LandCruiser GR Sport’s fuel use is far more palatable at a claimed 8.9L/100km, and unlike many modern diesels, there’s no need for AdBlue additive, which is a bonus.

All of which looks like an easy win to the LandCruiser, but it’s not as simple as the on-paper stats suggest. Yes, the GR Sport is thriftier at the bowser, but not to the extent its figures suggest.

With a full load on board and on predominantly gravel roads, our fuel use was well into double digits, sometimes touching 12L/100km.

The Patrol also busted past its 14.4L/100km official claim, but not as dramatically, at least from a percentage perspective.

We typically saw figures of 15-17L/100km, which is certainly thirsty, but with a 140-litre fuel tank it means the Patrol can cover something like 850km between top-ups.

The LandCruiser’s 110-litre tank will take it a fraction further, but not by much. Expect another 50 or possibly 100km.

What are the Toyota LandCruiser GR Sport and Nissan Patrol Ti-L like to drive in the Outback?

Vast open roads are typical of Outback adventures. There may be challenges along the way – a craggy creek crossing or punishing washout – but for the most part you can cruise along at a reasonable clip.

This is certainly the case in the Flinders, though before long the 2024 Toyota LandCruiser GR Sport has snagged a leaking tyre. It’s lucky we’ve fitted aftermarket pressure sensors. Knowing of the early loss of pressure saves the tyre, though it does give us grief for another 1000km or so.

If it’s outright performance you’re chasing, the 2024 Nissan Patrol Ti-L edges ahead. Thrust your right foot to the carpet and it leaps forward with the sort of aggression that shouldn’t be possible at over three tonnes loaded.

If you rev it out, the higher power peak comes into play, but the relative lack of torque means the seven-speed automatic works harder to chase the performance.

A hill can easily induce two or three downshifts and overtaking calls for plenty of revs; you just always know you’re working the engine harder.

The LandCruiser has a lot more meat in the middle of its rev range where it’s more accessible. The torque swells swiftly and squeezes occupants back into their seats almost as vigorously as the Nissan, just with a lot less drama.

On these vast, undulating stretches of roads it’s the more relaxed engine by far, but it’s the Toyota’s suspension that is in our focus more intensely.

Washout or unexpected bumps have the heavily-laden tail rebounding out of them, often hitting the travel limit of the suspension. We dialled up Sport+ to better control the damping but it can still run out ideas and lead to an even bigger retaliation when returning to normal.

The Patrol, on the other hand, seemed to relish the heavier hits. It’s not as serene as the Toyota in terms of cabin refinement, something that adds up over seemingly endless hours behind the wheel, but it’s still respectably quiet.

It disposes of dips and ditches with greater control and confidence and some of its around-town heft melts away under the vastness of an Outback sky.

Sure, it’s still a big beast, but that’s nothing like the handicap it is around town.

How good are the Toyota LandCruiser GR Sport and Nissan Patrol Ti-L off-road?

To break up the hundreds of kilometres of gravel touring, we took a side quest to Arkaroola Station in the north-west Flinders Ranges. It’s notoriously unkind to cars, with rocks of every shape and size and mountains to match, meaning terrain can be tough to walk on, let alone drive over.

Finding somewhere to challenge the machinery is easy – there’s no shortage of rocky side tracks – but care is required as a quick diversion can easily turn into something very final.

It doesn’t take long to establish the 2024 Toyota LandCruiser GR Sport is immensely capable. Superb wheel articulation – especially at the rear – does a terrific job of keeping the rubber in contact with those aeons-old rocks.

The e-KDSS suspension helps, allowing greater travel by automatically disconnecting the front and rear stabiliser bars. There’s the occasional hole or angled approach that kicks a wheel in the air, but for the most part the LandCruiser uses its phenomenal capability to keep things motoring.

We were running in low-range for added control, but there was little need to engage the trio of locking differential, the LC300’s beautifully calibrated traction control ensuring the grunt made it to the earth.

That said, the ability to lock all three diffs – and have every wheel driving at exactly the same speed – adds that layer of confidence if you really want to challenge the car. Or yourself!

The Nissan Patrol also traversed the rocky tracks easily, although its limitations were more obvious. In Ti-L guise it has a slightly lower front bumper than the Ti, something that commands respect when you angle over a dip.

You may have to wind on some more steering lock to save a scrape, and in extreme cases it could have you rethinking the route.

And while the Patrol tucks its wheels around obstacles nicely, it’s more likely to leave wheels hanging. There’s less movement in the suspension and less chance of a tyre being in touch with something vaguely solid.

It’s competent and will tackle more than most will ever want, but it doesn’t quite do it with the ease and effortlessness of the LandCruiser.

Interestingly, the Patrol also offers excellent engine braking in low-range. Sure, the wisdom suggests the higher compression ratio of a diesel engine will do a better job in curtailing unwanted speed down a hill, but the Patrol’s well-chosen ratios ensure it does a good job.

The LC300 is also excellent, although not as eager as a 70 Series to resist pace, but electronic descent control can also be used for control down slopes.

How much can the Toyota LandCruiser GR Sport and Nissan Patrol Ti-L carry?

Payload might not seem of huge importance in day-to-day driving, but understanding it is crucial if you’re loading cars to the hilt for an extended trip away.

Toyota LandCruisers have been notoriously underwhelming when it comes to carrying lots of kilos, but a useful diet for the LC300 generation means it now offers a useful 650kg.

That said, with four people, camping gear and luggage it’s very easy to bust that limit and that’s without towing anything.

The Nissan Patrol Ti-L has a little more payload at 750kg, so you can throw in an extra slab or case of campfire red without concern.

Both vehicles have a 3500kg maximum towing capacity.

What are the Toyota LandCruiser GR Sport and Nissan Patrol Ti-L like inside?

Getting into the 2024 Nissan Patrol Ti-L takes more of an effort than in the Toyota LandCruiser GR Sport. It’s higher off the ground and calls for a more concerted leap to climb aboard – the side steps are more likely to get a workout on the Nissan.

Once nestled into their respective cabin, the vast dimensions are obvious, with commanding views and acres of space between each occupant. Extra space is certainly welcome out here.

The Patrol’s interior is a bit ye olde worlde, with curves and sweeps and lashing of walnut-like wood. The Nissan doesn’t work as hard to pamper its occupants and the lack of smartphone connectivity is a frustrating oversight.

In the age of tablet computers, we reckon most would gladly trade the rear screens for Apple CarPlay and Android Auto.

This is where the Toyota, with its much more modern interior, is a more appealing choice.

Should I buy a Toyota LandCruiser GR Sport or Nissan Patrol Ti-L?

It doesn’t matter which way this verdict goes, there’s going to be controversy – possibly even shouts of “you don’t know what you’re talking about”. (We’ve heard them all!)

In the rough stuff, the rivalry between the Nissan Patrol and Toyota LandCruiser is almost as animated as it was with Ford and Holden at Mount Panorama.

Logic would suggest the 2024 Toyota LandCruiser is the winner. The LC300 is a decade younger than the Y62 Nissan, it has an engine better suited to what most people want in remote terrain, it’s quiet, refined and wonderfully adept when the going gets really tough.

But this isn’t a normal test and that’s where the momentum shifts towards the Nissan. Much of the terrain we tackled was at speeds beyond 60km/h, and here the Patrol fights back.

Its suspension is better suited to washout and high-speed hits and the better damping makes for a more pleasant ride. Over hundreds of kilometres that makes a difference, even if the Patrol isn’t as quiet as the LandCruiser.

And whereas the Nissan’s heft and lack of tech work against it closer to civilisation, they’re less of an issue out here and the extra space is actually a plus.

Sure, the Patrol also slurps more fuel, but its bigger tank means touring range is very similar.

Neither 4x4 heavyweight is perfect, but it’s the Nissan Patrol that noses ahead as the winner in this ultimate Outback match-up.

Both would benefit from some aftermarket upgrades – tech in the Patrol, suspension and tyre monitoring in the ’Cruiser – but either way you’ll have one of the most highly accomplished off-roaders on the planet.

2024 Nissan Patrol Ti-L at a glance:
Price: $97,600 (plus on-road costs)
Available: Now
Powertrain: 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

2024 Toyota LandCruiser GR Sport at a glance:
Price: $142,101 (plus on-road costs)
Available: Now
Powertrain: 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: Five-star (ANCAP 2022)

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