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Nissan Patrols are in high demand as tow vehicles, touring wagons and largely for their go anywhere ability and Tonka truck toughness. We put the three different engine variants through their paces to answer all your questions.
Words by Glenn Wright
Photography by Karl Dietrich
TEeny, meeny, miney, mo. If you’re in the market for a Nissan Patrol, you’ve got a choice to make. You get the option of a 3.0L turbo-diesel, the work horse 4.2L turbo-diesel and the unleaded drinking 4.8L. Engines and trim levels aside, the only main differences include gearbox, brake and spring variations.
To make your decision easier, we tested all three engines over several different disciplines. We asked them to perform the same tasks you would, such as tow heavy caravans, plough their way through the sand, crawl in low-range over some rough terrain and cover a lot of ground on both the blacktop and rural gravel roads. In times of hard to stomach fuel prices we also kept a close eye on how much each one drank as it went about its business.
TUG O WAR
Jayco came to the party and provided us with three identical 21ft Heritage caravans that each tipped the scales at 1800kg. This was below the maximum towing weights that apply to each Patrol but still gave them a good workout. The 3.0L auto is restricted to 2500kg with trailer brakes (manual can tow 3200kg), while the 4.2L and 4.8L can tow up to 3500kg with trailer brakes.
The extra weight has little effect on the Patrols stance and with load levelling bars attached, each lost less than 1in of rear ground clearance. The 3.0L diesel and 4.8L petrol were both autos (with the 4.8L offering a semi-automatic +/- option), while the 4.2L is only available in manual form.
The route covered over 1000 km and included some steep hills that highlighted each engine’s pulling power. You need to build up momentum in the 4.2L as revs and speed drop quickly as you gain altitude. Of the three, the 4.2L was probably the least capable climber as it had a narrow torque band which cut in just before the turbo began to boost at around 2000rpm. The torque vanished at 3500rpm where the asthmatic diesel began to gasp for breath. Complicating matters further was the big jump in ratios from 2nd to 3rd gear which caused the revs to drop 1500rpm. Climbing hills you reached a point where 2nd was too low and third was too high. Its only saving grace was a good supply of low-down torque around 1800rpm that helped it hang on at lower revs for longer. If you were too lazy to change gear it would drive through 60km/h zones in 5th gear doing 1800rpm pulling the van without much hassle.
The smaller 3.0L diesel is a more high-tech, direct-injection engine. It runs a lower compression ratio than the 4.2L and is therefore extremely reliant on boost. Turbo boost kicks in around 2000rpm and it pulls well up past 3500rpm. It is noticeably lacking below boost (under 2000rpm) due to its smaller capacity and lower compression ratio but once the turbo cuts in you’re in business.
Poor ratios in the 4-speed auto gearbox hobble the 3.0L. It kicks down a gear too late and leaves you below turbo boost when you need it climbing hills. The auto frequently jumps between gears when under load as it searches for the optimum ratio. Even pressing the hold button on the gearbox fails to stop this indecision. In spite of this the 3.0L pulled the van up hills without much complaint. It was spritely enough around town with the van attached and happily cruised at 90km/h on the freeway. The 5-speed manual with its extra ratio would make the 3.0L a great proposition. This engine will suit people not in a hurry to tow the van from A to B and returns good fuel economy. A bit more right foot will allow it to sit on 110km/h but the engine works hard in doing so.
The 4.8L petrol had no trouble pulling the van, prompting you to watch the mirrors to see if it was still attached. Oodles of power and torque made climbing hills a breeze and you had to back off to allow the diesels to keep up with it. The 4.8 moved quickly but the fuel gauge dropped even more rapidly. You could nearly watch it falling under acceleration and the fuel bill resembles phone numbers. The 5-speed auto offered good ratios that never saw the engine outside its comfort zone. My complaint regarding the 4.8 is the gear symbol on the dash that refers to the +/- gear selection, doesn’t change in response to the auto changing gear and doesn’t indicate your gear of choice.
All three Patrols remained stable when towing the vans. Their steering retained 95 percent of its usual feel and response and they pulled-up well accompanied by electric trailer brakes. The 4.8L has bigger brakes to combat the extra power, giving it an edge over the diesels in the stopping department.
Each engine had a unique sound and the petrol created the least in cabin noise. The 3.0L created slightly more reason to turn the radio up while the 4.2L’s engine note was the most obtrusive.
CRUISING SPEEDS
3.0L 110km/h=2600rpm
4.2L 110km/h=2500rpm
4.8L 110km/h=2600rpm
SAND
We stopped off at Stockton Beach and unhooked the vans to give each Patrol a run in the sand dunes. Each vehicle used the same tyres so we dropped the pressures to 20psi to maintain an even playing field. The soft sand highlighted similar features and deficiencies in each engine to the tow test. The sand was extremely soft and windblown causing each vehicle to get bogged at least once. While the 4.2L didn’t rev freely and was more reliant on momentum than the other engines, it resisted bogging by keeping the wheels turning at lower revs than the others could. Swapping gears manually put the 4.2L at a disadvantage as did the gap between 2nd and 3rd. Despite being the least favourite choice on the sand it wasn’t embarrassed by the others. The smaller 3.0L turbo accelerated more rapidly and was better at climbing the dunes. Its Achilles’ Heel was its lack of propulsion below 2000rpm which saw it sink into the sand when revs dropped in low gears. As with the tow test, the auto lacks the extra ratio.
Power is a man’s best friend and the 4.8L never seemed bothered in the sand. There was always enough torque on tap to climb the dunes and controlled throttle use cured everything. The combination of the 5-speed auto and powerful engine made the 4.8 the best option for sand driving, just have your wallet ready at the next bowser. If you’re crossing the desert carry more fuel, and have everyone’s wallet ready at the next bowser.
FAST AND LOOSE
There were subtle differences to be felt between each of the Patrols. On gravel roads, the effort required to steer each one varied slightly. All had good steering feel, the petrol 4.8L was easier to steer than the others while the 3.0L offered the best feel and response. Due to the differences in engine weights, each Patrol has different front spring rates. This caused the 3.0L to ride a tad more harshly than the 4.2L which was stiffer than the 4.8L. All three had ABS brakes but the 3.0L had a slightly spongier brake pedal. For large 4WDs with solid front axles, the Patrols handled well on smooth surfaces and loved the rough roads, soaking up all but the harshest potholes before they reached your backside.
LOW-RANGE
The name Patrol is synonymous with off-road capability and all three were in their element with the transfer case in low-range. The autos loved everything but descending-especially the 4.8L and the manual 4.2L loved it all. Rear limited slip diffs (LSDs) come standard on all Patrols and we proved them to work brilliantly. The 4.8L petrol made best use of its LSD when a rear wheel left the ground because its handbrake only operates the rear brakes. By applying the handbrake a few clicks in wombat holes, the LSD could be loaded up and almost simulated a locker. The other two Patrols’ transmission handbrakes were good for descending but didn’t help as much with wheels in the air. The “snow” feature on the 4.8L locked the auto in third. Starting in third low meant that you could use the tremendous torque to inch your way up steep inclines without wheelspin far more effectively than the others.
The 3.0L diesel again suffered due to the auto in low-range. In low the auto still hunts between 1st and 2nd gear. Even when locked in gear manually this annoying habit continued. Low range crawling up the travel ramp shows the 3.0L’s torque converter to slip more than the 4.8L which drove up at idle. The little diesel’s throttle is very sensitive and more so in low. A trick is to buy a piece of foam and slip it under the throttle pedal to desensitise it. Here’s a tip. When descending steep hills in the 3.0L auto select reverse. Take your foot off the pedals and let it roll down gently. As you sense your speed increase, accelerate ever so slightly. The torque converter will slip until it creates enough resistance to hold the vehicle still. Less throttle will ease it down the slope more will reverse it up the slope. This isn’t advised for extended periods of time as the torque converter will get hot and don’t try it in the 4.8L as you confuse the electronics and stall the engine.
The 4.2L only comes with a manual box and it offered the best engine braking on descents. Without a torque converter to compensate for the lack of torque immediately above idle, the clutch gets more of a workout and creates work for your left foot but it is still a solid performer. At least it stays in your gear of choice. While this engine lacks the sub 1500rpm torque of the equivalent LandCruiser engine, it is still the best option for negotiating obstacles in low-range at low-revs and earns its keep.
DESIGN AND ENGINEERING
All three contestants are built on solid platforms and unlike even the greatest boxers, have proven to stand up to years of abuse. There’s a difference between the city kids and farmer’s offspring. The Patrols have always featured well in the design and engineering sections on previous tests and it is obvious that engineers designed them to feel at home in the bush and out of place in the big-smoke. They lack the Toyota’s fuel capacity but still carry about 130L which gets you far from civilisation before you need a bowser. Live axles and coil springs give a pleasant ride at all times and provide fantastic articulation. Ample ground clearance and a well shielded underbody prevent all but the nastiest of scrapes from leaving scars and all underslung components are thoughtfully located up out of the way. Plenty of interior space lends itself to touring and carting large families. Strong chassis rails and a hefty mass comprising plenty of robust suspension components allow the tow vehicle to call the shots when towing heavy trailers. The drivelines are extremely durable and are largely responsible for Nissan’s celebrated off-road cred. The GU’s engine bays are the result of decades of off-road development and are friendly on both mechanics and roadside repairers. Air intakes make it hard for water to access combustion chambers and large air filters can go longer between changes. Additional batteries can be fitted easily to the diesels but the petrol is squeezed for room. The 3.0L’s engine bay is the most refined. Its underbonnet intercooler is properly ducted and sealed from the bonnet intake unlike the 4.2L which looks like an afterthought. The little 4-cylinder diesel takes up the least room and is the most advanced of the engines. Its multi-valve design and common-rail injection allow it to rev freely and produce good torque on boost while adding less weight and burning less fuel.
DRINKING HABITS
The fuel economy figures we recorded included 90 percent towing and 10 percent sand and low-range work. These figures are slightly elevated due to the enthusiastic way in which we kept speeds up to fit all the testing in. More relaxed throttle use would return marginally better fuel figures.
4.8L petrol -29.33L/100km
4.2L diesel -22.26L/100km
3.0L diesel -20.78L/100km
Fuel costs/100km at $1.20/L(petrol) $1.35L(diesel)
4.8L-$35.19
4.2L-$30.05
3.0L-$28.05
SPECIFICATIONS
NISSAN PATROL 3.0L TURBO-DIESEL ST-S
PRICE AS TESTED: $56,990
BODY: 4-door, 7-seat wagon
DIMENSIONS: Length-4930mm
Width-1930mm
Height-1855mm
Wheelbase-2970mm
Track front/rear-1605/1625mm
Kerb Weight- 2360kg
Gross vehicle mass- 3000kg
Fuel capacity- 125L
CHASSIS: Separate ladder-frame
ENGINE: 3.0L turbo-diesel direct-injection, intercooled, 4-cylinder
Displacement: 2953
Bore/stroke: 96x102mm
Compression Ratio:17.9:1
Maximum power: 116kW@3600rpm
Maximum torque: 354Nm@2000rpm
TRANSMISSION: 4-speed auto
Ratios-
1st-2.784
2nd-1.544
3rd-1.000
4th-0.694
5th--
Rev-2.275
Final Drive-4.375:1
Low-range-2.02:1
Overall low-range 1st- 24.60:1
SUSPENSION:
Front - Live-axle, 3-link, coil springs, anti-roll bar, gas dampers
Rear- Live-axle, 5-link, coil springs, anti-roll bar, gas dampers
STEERING: power-assisted, steering box
4WD SYSTEM: Part-time 4WD with high and low-range, auto front hubs
BRAKES: Front- ventilated discs and ABS
Rear- ventilated discs and ABS
WHEELS/TYRES: 16x8in alloys with 265/70R16 Bridgestones
OFF-ROAD STATS:
Ground Clearance-off-road -210mm
App/Dep/Ramp-over-37/31/27degrees
TOWING CAPACITY:
Braked- 2500kg
Unbraked- 750kg
WARRANTY: 3-year/100,000km
SPECIFICATIONS
NISSAN PATROL 4.2L TURBO-DIESEL ST-L
PRICE AS TESTED: $65,240
BODY: 4-door, 7-seat wagon
DIMENSIONS: Length-4930mm
Width-1930mm
Height-1855mm
Wheelbase-2970mm
Track front/rear-1605/1625mm
Kerb Weight- 2440kg
Gross vehicle mass- 3040kg
Fuel capacity- 125L
CHASSIS: Separate ladder-frame
ENGINE: 4.2L turbo-diesel, intercooled, 6-cylinder
Displacement: 4169
Bore/stroke: 96x96mm
Compression Ratio:22.7:1
Maximum power: 114kW@3600rpm
Maximum torque: 360Nm@2000rpm
TRANSMISSION: 5-speed manual
Ratios-
1st-4.262
2nd-2.455
3rd-1.488
4th-1.000
5th-0.850
Rev-3.971
Final Drive-3.900:1
Low-range-2.02:1
Overall low-range 1st- 33.58:1
SUSPENSION:
Front - Live-axle, 3-link, coil springs, anti-roll bar, gas dampers
Rear- Live-axle, 5-link, coil springs, anti-roll bar, gas dampers
STEERING: power-assisted, steering box
4WD SYSTEM: Part-time 4WD with high and low-range, auto front hubs
BRAKES: Front- ventilated discs and ABS
Rear- ventilated discs and ABS
WHEELS/TYRES: 16x8in alloys with 265/70R16 Bridgestones
OFF-ROAD STATS:
Ground Clearance-off-road -210mm
App/Dep/Ramp-over-37/31/27degrees
TOWING CAPACITY:
Braked- 3500kg
Unbraked- 750kg
WARRANTY: 3-year/100,000km
NISSAN PATROL 4.8L PETROL ST-L
PRICE AS TESTED: $61,440
BODY: 4-door, 7-seat wagon
DIMENSIONS: Length-4930mm
Width-1930mm
Height-1855mm
Wheelbase-2970mm
Track front/rear-1605/1625mm
Kerb Weight- 2445kg
Gross vehicle mass- 3000kg
Fuel capacity- 131L
CHASSIS: Separate ladder-frame
ENGINE: 4.8L petrol, EFI, 6-cylinder
Displacement: 4759
Bore/stroke: 99.5x102mm
Compression Ratio:9.0:1
Maximum power: 185kW@4800rpm
Maximum torque: 420Nm@3600rpm
TRANSMISSION: 5-speed auto (+/-)
Ratios-
1st-3.540
2nd-2.264
3rd-1.471
4th-1.000
5th-0.834
Rev-2.370
Final Drive-3.545:1
Low-range-2.02:1
Overall low-range 1st- 25.35:1
SUSPENSION:
Front - Live-axle, 3-link, coil springs, anti-roll bar, gas dampers
Rear- Live-axle, 5-link, coil springs, anti-roll bar, gas dampers
STEERING: power-assisted, steering box
4WD SYSTEM: Part-time 4WD with high and low-range, auto front hubs
BRAKES: Front- ventilated discs and ABS
Rear- ventilated discs and ABS
WHEELS/TYRES: 16x8in alloys with 275/70R16 Bridgestones
OFF-ROAD STATS:
Ground Clearance-off-road -210mm
App/Dep/Ramp-over-37/31/27degrees
TOWING CAPACITY:
Braked- 3500kg
Unbraked- 750kg
WARRANTY: 3-year/100,000km
WRAP UP
Chris Chapman has devoted his life to various 4WD clubs and is a long serving member of the Nissan Patrol Club. He is an accredited driver trainer and knows his beloved Patrols inside out. When he’s not planning how to increase Coke sales in his day job, he’s as far away from Sydney as his MQ Patrol can take him.
“I’d buy the auto 3.0L DX and slip my 20cent piece of foam under the accelerator pedal to desensitise it. It’s economical, which would slash the cost of Outback touring, yet really responsive. I reckon its great in the sand and after a slight suspension lift, would love to use it on all the club trips.”
Mark Allen aka Mr Swagman grew up in the bush around 4WDs. His passion for live axles and big trucks has made him keen to see this comparison happen for many years and he was’nt surprised by the result.
“The 4.2L thanks. It’s tough and reliable. In remote places, what else matters? In standard trim it’s sluggish, but a turbo upgrade would fix that. With a 2in lift, steel bar and a couple of lockers it would go anywhere I want to go.”
Glenn Wright 4WD Action new 4WD tester.
The 4.8L petrol had the power and torque to do everything well and its 5-speed auto complemented the engine. It was the quietest inside and the most comfortable to ride in and steer. Fuel economy is the only thing stopping me from choosing this powerplant. It costs about $7/100km extra in fuel than the others, but because of its surplus power, you can use the throttle more gently than the diesels when towing which brings the fuel consumption a bit closer to that of the oil burners.
Why wouldn’t I choose the 4.2L? 2nd and 3rd gear ratios need revising. Its outdated engine technology makes poor use of its large cubic capacity. It doesn’t rev and the torque that it produces is limited to a narrow band low in the rev-range. While this is great for low-range off-road work it doesn’t suit towing and the fuel economy could be better. Several thousand dollars of aftermarket tweaks will improve the engine dramatically, but the same can be said for the 3.0L. For buyers who don’t want to void new warranties or spend more on their vehicles, the standard 4.2L engine underachieves. In its favour is its proven reliability.
The 3.0L engine is willing and able and an aftermarket diesel computer can squeeze even more out of it. It’s economical and did everything we asked, but has a dated 4-speed auto. My advice is to buy the manual. Nissan claim to have increased its oil capacity and fitted different pistons in the current Series 3 engine amongst other improvements to rectify past engine failures but it is more highly strung than its siblings and time will tell if the problem has been solved. For people touring on a budget or purchasing a daily driver-cum-weekend escape vehicle, the 3.0L will get you everywhere on-time for less money. It’s $7000 cheaper to buy than the 4.2L and considering fuel costs, it would be my choice of the three for all-round performance.
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