Offroad empire: Patrol vs LandCruiser

Of course, it’s all but impossible to make the connection today between the modern, sophisticated Patrol and LandCruiser wagons we now know, and those crude, rugged 1950s and ‘60s-era workhorses.

What they continue to share in common, though, is impeccable off-road DNA, legendary toughness and outstanding durability - characteristics forged over more than half a century of toiling in the crucible of some of the world’s toughest conditions.

For Patrol fans, Nissan’s counter punch to the hugely successful Toyota LandCruiser 200 Series, first released here in 2007, has been agonisingly slow arriving. But with the new all-new Y62 now on sale the wait is finally over, and we have a chance to pit these arch-rivals head to head. Or do we?

Here at motoring.com.au we try to make it a rule that we only ever test like with like. However, on this occasion we’ve had to make do with a base-spec turbo-diesel LandCruiser 200 that was delivered to our garage instead of the high-grade petrol V8 we requested.

The resultant yawning gap in price and specification between our combatants is not something we’re especially happy about, but it does highlight an interesting sub-text in the unfolding drama; namely that Nissan has launched its long-awaited new Patrol without a diesel engine.

If that seems like a suicidal step in a market increasingly enamoured with diesel power, Nissan Australia is putting a brave face on it by releasing a series of videos extolling the virtues of large-capacity petrol power and continuing sales of the ageing Y61 Patrol diesel.

The company used the same strategy with its D22 and D40 Navara utes, and it paid off handsomely.

As Nissan Australia CEO Bill Peffer told motoring.com.au in October last year: “If you look at where this (large SUV) segment is today, it’s in diesel, but it’s still 20/30 per cent petrol.

“Diesel variants cost more money, so when you look at the total cost of ownership, and you start to arbitrate between the price of diesel and the price of (petrol), it’s 5.5 years or 110,000km before someone gets the return on the diesel engine that they paid more money for.”

We’ll buy that, but the big question is, will consumers? Or, more specifically, will enough consumers buy enough petrol Patrols to haul back some of the yawning sales gap that saw Toyota shift 10,829 LandCruiser 200 Series last year versus Nissan’s 3207 Patrols?

Nissan Patrol Ti-L
Engine: 5.6-litre, eight-cylinder, petrol
Output: 298kW @ 5800rpm / 560Nm @ 4000rpm
Transmission: Seven-speed automatic
Fuel / CO2: 14.5L/100km / 343g/km
Wheels / Tyres: 18x8.0-inch / 265/70
Safety: Six Airbags / No ANCAP rating
Price: $113,900
Options: Metallic paint $495

Astonishingly quiet, impressively comfortable and seriously refined at all speeds, the big wagon wafts along effortlessly under the power of its mighty 5.6-litre petrol V8.

Featuring direct-injection as well as variable valve timing and lift, the 298kW/560Nm petrol V8 is impressively smooth and responsive, with a delicious edge to its engine note when prodded.

Compared to the lazy, loping torque of the turbo-diesel V8 Cruiser the Patrol does need to rev a bit harder in any given conditions, which obviously has an impact on its eventual fuel consumption. However, the tradeoffs in terms of smoothness and throttle response will surely make it worthwhile for many buyers.

The engine matches superbly to an intuitive seven-speed automatic that’s capable of finding the right gear for every occasion, ensuring smooth, linear and largely effortless acceleration.

Despite the Patrol’s tremendous 2735kg kerb weight, our independent testing showed it capable of covering the 0-60km/h sprint in just 3.5 seconds, and the benchmark 0-100km/h sprint in an impressive 7.8 seconds. By way of comparison, the LandCruiser recorded times of 3.9 and 9.4 seconds respectively.

Underneath its muscular body the Patrol retains a full chassis but has moved away from live axles to a fully independent double-wishbone arrangement. This is bound to cause some tut-tutting with off-road traditionalists, but the benefits in terms of on-road ride, handling and refinement are there in spades.

This top-spec model features Nissan’s Hydraulic Body Motion Control (HBMC) system, which helps reduce bodyroll when cornering by automatically adjusting hydraulic pressure in the shock-absorbers to counter cornering forces and bump impact.

It delivers a ride that’s commendably soft and compliant, especially for a vehicle wearing beefy 265/70 R18 tyres, to the extent that the Patrol driver at times feels a little too removed from the driving experience. The body has a tendency to wobble or float a bit on the suspension, which provides a pillowy ride but detracts from the sense of connectivity with what is happening at road level.

Toyota LandCruiser
The Cruiser is a more connected driving experience than the plush Patrol. You hear and feel a great deal more of what’s going on outside and beneath the vehicle than you ever do in the Nissan.

Wind and engine noise are overlaid by the constant gruff growl of its turbo-diesel V8. While this might be construed a good thing in a sports or performance model, in the case of these Goliaths most would probably opt for the superior refinement of the Patrol.

That said, the Toyota’s 2640kg bulk is very well managed by its relatively conventional suspension, which features double wishbone, independent front suspension and a coil-sprung live-axle rear. While it has none of the hydraulic bells and whistles of the Nissan, the combination does an impressive job of soaking up bumps and keeping the body in check.

It’s also surprisingly competent in corners for such a big beast, and not affected to any great degree by corrugated roads or potholes. Sudden turning manoeuvres do exacerbate the tall body’s tendency to lean over, but for the most part it handles far better than its ungainly looks might suggest.

The LandCruiser’s steering offers a bit more weight than the Patrol and does a better job of telegraphing feel from the front wheels. The steering column also remained steadfastly rattle-free in conditions that did elicit some rack rattle from the Nissan.

The six-speed automatic transmission shifts cleanly and is quite decisive but the diesel V8’s bi-turbo arrangement means torque arrives in a powerful surge that isn’t as smoothly controllable as in the Patrol.

Standing-start acceleration is demonstrably slower than the Nissan, but the Toyota offers equally assertive overtaking performance and powerful off-road climbing ability.

The specs reveal a veritable smorgasbord of features that wouldn’t be out of place on a Range Rover, or for that matter Nissan’s own luxury brand, Infiniti. The long list includes: standard keyless entry/start, an eight-way power adjustable driver's seat, three-zone climate-control with rear controls, a sunroof, auto headlights, privacy glass, two-position memory for the driver's seat and an electrically adjustable steering column.

There are also heated/cooled front seats, satellite-navigation, twin-screen entertainment system for middle-row seat occupants, a 13-speaker Bose audio system with 9.3GB hard drive, auto-levelling Xenon headlights, centre console cool box, power tailgate, electric folding/heated exterior mirrors. There’s much more to boot, but you get the idea.

Of course, once you’ve swallowed the pricetag you need to be able to run the thing week in and week out, and it’s here that the Patrol takes the inevitable efficiency hit it must for failing to offer a turbo-diesel engine like the LandCruiser.

The 5.6-litre petrol V8 and seven-speed auto combination deliver a claimed 14.5L/100km in combined-cycle testing, which is impressive given the way it performs and the weight it’s hauling, but still well off the pace of the LandCruiser’s claimed 10.3L/100km.

Away from the lab-like environment of the ADR 81/02 combined cycle fuel consumption test, over more than 1000km of testing in varied conditions, things predictably got worse, with the Patrol averaging 17.38L/100km, versus the LandCruiser’s 12.74L/100km.

While some will see it simply as the price of doing business in vehicles of this size and performance, for others it could well be a deal-breaker in terms of considering the Patrol.

Such ‘poverty pack’ LandCruiser models have, however, long had appeal with off-road enthusiasts and other recreational users, who value the vehicle’s utility and capability, and are prepared to sacrifice some creature comforts for the considerable purchase price saving.

The GX essentially promises all the capability of the diesel GXL Cruiser, with fewer frills, and comes equipped only with the same gruff 195kW/650Nm 4.5-litre turbo-diesel V8 and smooth six-speed auto.

For the lower entry price you get a simpler, more workmanlike fit-out, with vinyl floors in place of carpets, no third row seats, 17-inch steel wheels in place of alloys, and vertically split rear barn doors where other 200 Series have a horizontally split tailgate.

The GXL’s sat-nav and touch-screen audio system is ditched in the GX in favour of a single-CD tuner with Bluetooth and audio streaming, conventional keyed ignition instead of proximity key and start button, and a single 12-volt socket instead of the three in the GXL.

In an obvious nod to its workhorse orientation the GX also features a prominent black plastic snorkel to enhance its deep water crossing and dust-busting abilities.

Standard sidesteps mean it’s easier to climb in and out of than the Cruiser. Once there, the driving position is comfortable with generously proportioned heated-and-cooled leather seats that offer a wide range of electric adjustment.

The foot-operated park brake won’t be to everybody’s tastes, even if it does keep the centre console clear of clutter. One tester found it too easy to forget, often triggering an alert before it was disengaged, while another found it didn’t function effectively on steep grades.

In a nod to the Patrol’s primarily left-hand drive orientation, the auto shift lever is located on the passenger side of the wide transmission tunnel, necessitating a slightly uncomfortable stretch across the broad cabin if you want to use the pseudo-manual mode.

That’s also further evident in the design of the second row of seats, which splits/folds with the larger two-seat component on the passenger side of the car, when the reverse is preferred for RHD models.

That criticism aside, there’s excellent legroom and headroom in the front and middle rows, with the extra 92mm of rear knee room the Patrol claims over LandCruiser clearly evident in the generous second row.

Both middle- and third-row seats get individual air-con vents in the roof lining above the outboard seats and there are separate HVAC controls in the rear of the centre console for the back half of the vehicle. Second-row occupants also benefit from individual front-seatback mounted DVD screens, with cordless headphones.

Toyota LandCruiser
Despite its austere cabin ambience, characterised by vinyl floors and acres of hard-wearing grey and black plastics on the dash, doors and elsewhere, the cabin of the GX isn’t a bad place to put in a few hours.

There are few bells and whistles to amuse yourself with and it lacks the whisper-quiet ambience of the Patrol, but it’s well designed, sensibly laid out and retains the essentially sound ergonomic traits of other 200 Series models.

The well-cushioned cloth seats offer decent support and a driving position that remains comfortable even after long stints at the wheel. All-round visibility is less obstructed than in the bulky Patrol, with superior over-the-bonnet vision that makes the LandCruiser easier to position (relatively speaking) in tight situations.

Unlike the Patrol, which tends to err towards small and fiddly switchgear, the Cruiser features beefy, industrial-grade door-pull handles and large, easy to read and operate buttons for the steering wheel audio controls, HVAC system and transmission selector.

Its rear barn doors offer a wide and unobstructed opening to the acres of luggage area, which look curiously naked without a third row. However, there’s a wiper on one door only, which limits reversing vision when wet or dusty. There’s also no reversing camera, which is always handy inclusion in a vehicle of this size.

With 90 per cent of its torque available from a low 1600rpm, the V8 feels up to any task and, though we never hitched a trailer to the Patrol, its heavy-duty chassis feels easily capable of handling the 750kg unbraked or 3500kg braked towing capacity.

Our only qualm here concerns the slightly pillowy feel of the HBMC suspension, and how that will translate when towing.

We did, however, spend plenty of time in the rough, putting the Patrol through its paces on sandy beach access tracks and steep, rugged washaways, where the big wagon never put a wheel wrong.

The basics of good ground clearance (283mm) and decent approach and departure angles (34.1 and 25.9 degrees, respectively) have all been covered but to this the Patrol adds a low-range ratio of 2.679:1, which combined with its first gear and final drive delivers an impressively low 44:1 low-range gearing.

The aforementioned hydraulic suspension system does away with conventional sway bars, which in turn allows for the hydraulic cylinders located at each wheel to deliver maximum wheel articulation when required. The Patrol did lift a rear wheel through some of our more tortuous gully sections but exhibited an impressive amount of travel before doing so.

The V8s syrupy grunt travels first through the seven-speed automatic and then Nissan’s All-Mode 4x4 system, with a limited-slip rear differential that can be electronically locked in extreme off-road conditions. The drivetrain offers automatic shift-on-the-fly capability and the choice of three modes: Auto, 4H and 4L.

Off-road traction seemed consistent and well applied, with a notable absence of wheel slip or spin when grappling uphill, thanks no doubt to the various electronic traction aids which overlay the basic mechanical package. These include Hill Start Assist and Hill Descent Control, the latter electronically limiting speed to 4km/h in Low Range, and 7km/h in High Range.

Toyota LandCruiser
Like the Patrol, the LandCruiser is designed with heavy-duty hauling and hard-core off-road use in mind. Its mighty twin-turbo, multi-valve direct-injection diesel V8 punches out a stump-pulling 650Nm from just 1600rpm and combines well with the six-speed auto in any application.

Unbraked and braked towing capacities are identical to the Patrol at 750kg and 3500kg respectively and the chassis, again, feels absolutely up to the task of hauling big weights over long distances.

The Toyota’s full-time 4WD system features a lockable Torsen limited-slip centre differential distributing drive fore and aft. In addition to its high- and low-range transfer case, with a 34:1 first-gear low-range reduction, the Cruiser also features a five-setting Crawl Control feature to help set and hold a steady speed off-road, plus Downhill Assist Control and Offroad Turn Assist to aid manoeuvrability in tight conditions.

The result, not unexpectedly for a vehicle with one of the best off-road pedigrees on the planet, is terrific all-terrain ability, with strong grip and impressive stability in fairly challenging conditions. The 4WD system does, however, seems to need some wheel slip before gaining traction on steeper climbs, and in sandy conditions you could feel the system nibbling away where the Patrol just seemed to get on with it.

On soft sand with the Cruiser’s wallop of torque arriving as suddenly as it does, it’s not as tractable or consistently easy to drive as the Nissan. This meant the Cruiser often carried more speed than was necessary, making it somewhat less manageable, if no less capable than the Patrol.

The double-wishbone independent front suspension with coil-sprung live rear axle does a remarkable job of soaking up the harsh bumps and thumps of off-road driving. It’s a configuration many enthusiasts will no doubt prefer, due to its familiarity and the widespread availability of aftermarket upgrades.

Finally, the Plain Jane hose-out interior makes a lot of sense in sandy or muddy conditions, where frequent stops to investigate the terrain inevitably drags dirt into the cabin.

On the safety front, tick off six airbags, stability control, anti-lock brakes with brake assist and electronic brake-force distribution, lane-departure warning and intervention, intelligent cruise control, forward-collision warning, distance control assist, blind spot warning and intervention.

In addition, there’s the HBMC that provides on-road handling benefits and additional off-road capability, a tyre pressure monitoring system, Hill Start Assist, Hill Descent Control, front and rear parking sensors, a reversing camera with 'predictive path technology', and a sophisticated Around View Monitor system that utilises cameras to show where the vehicle is situated.

Luxury and convenience features include individual multi-screen DVD system, 9.3GB hard drive, sat-nav, a 360-degree camera monitoring system, rain-sensing wipers and a power-operated tailgate.

The 5.6-litre petrol V8 is a honey of a thing with impressive outputs courtesy of such up-to-the minute technologies as variable valve timing and direct injection, while the seven-speed auto is a cog up on anything Toyota offers.

Finally, the new All-Mode 4x4 system that replaces the old lever-operated style provides quick and easy electronic switching via a rotary dial to the various terrain types available (Sand, On-Road, Rock or Snow), while also handling the selection of 4H, 4L or Auto.

Safety is on a par with the GXL, with new multi-terrain ABS and 10 airbags, including dual knee airbags; the latter having been added to the pair of lower spec models earlier this year, earning the entire 200 Series range a maximum five-star ANCAP rating.

The suspension features high-mount double-wishbone suspension at the front with coil springs, while at the rear it’s a simple but reliable four-link coil-spring system that delivers both impressive off-road ability and good on-road handling and comfort.

The all-wheel drive system features a Torsen limited-slip centre differential that can be locked via an electronic dial. Other useful technologies include Stability Control, Traction Control, Hill-Start Assist, and Downhill Assist Control, which controls speed on steep descents.

Finally, the separate frame and body construction includes a towbar that’s integrated into the chassis for maximum strength. In short, the GX has everything you do need in a hard-working off-road vehicle and very little you don’t.

THE VERDICT
Due to reasons already outlined it’s impossible to arrive at a definitive verdict at the end of this test. The vehicles tested are just too far apart on price, specification and powertrain to be measured directly.

But what our two days of on- and off-road driving has shown is that Nissan, which took so long to react to the 200 Series, has responded with a heck of a truck that absolutely warrants consideration by anyone in the market for a heavy-duty 4x4.

Don’t be misled by the Patrol’s luxury fit-out and impressive refinement; it’s the archetypal iron fist in a velvet glove, with superb performance both on- and off-road that has to be experienced to be appreciated. Its petrol V8 is a free-spinning, creamy work of art while its levels of cabin appointments out and refinement up there in Range Rover territory.

It may lack the business-like demeanour of the Cruiser, looking more like a shiny bum in a fancy three-piece suit than a worker in overalls, but when the going gets tough the Patrol doesn’t take a backward step. We threw it at sandy beach access tracks, soft costal dunes and rugged bush washaways and it traversed the lot with disdain.

Unfortunately, for many prospective buyers the Patrol won’t even make the shopping list because of the Achilles’ heel of having no diesel engine option. And that’s precisely where Toyota’s broad spectrum approach to drivetrain and model grades hands the LandCruiser an enormous advantage.

Put simply, if you want a contemporary heavy-duty Japanese-built 4WD with a diesel engine, the LandCruiser 200 Series is the only game in town. Yet Toyota has not rested on its laurels and the GX, released just last year, adds significantly to what is an enormously impressive vehicle range.

Ultimately, we’d have absolutely no reservations pointing either 4WD at the Simpson, the Gibson, the Cape or the Kimberley, but if push came to shove the, honesty and relative affordability of the base-spec GX LandCruiser would carry the day for us.

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