Nissan Patrol vs Audi Q5

What's the difference?

The Nissan Patrol Warrior is a very capable 4WD, it’s a refined, comfortable all-rounder with plenty of potential as a touring vehicle.

PremCar’s work here – as on the Navara – has made a good 4WD even better.

All of that conversion work, engineering upgrades and fitment of accessories is the kind of sensible work an experienced 4WDer would apply via the aftermarket. The bonus here is that it’s all factory-backed and covered by a 10-year/300,000km warranty, albeit with conditions. 

If you can cope with the fuel bills, this big V8 4WD remains a refreshingly old-school style of off-roader – relying more on sheer grunt than touchy tech – and the latest round of cabin updates has added more appeal to what is already a very appealing vehicle.

The new Q5 does a lot right even if it doesn’t feel as resolved from behind the wheel as I had expected.

It catapults one of the oldest premium SUV nameplates into this decade, and all three of its launch powertrain options are great, so you can’t really go wrong.

Each features the smoothness and efficiency of genuine hybrids backed by punchy turbo combustion thrills, while the increase in standard kit across the entire range is notable at a very reasonable price increase.

The Nissan Patrol Warrior is 5269mm long (with a 3075mm wheelbase), 2079mm wide, 1990mm high and it has a listed kerb weight of 2858kg. It’s 94mm longer and 84mm wider than the Ti.

Though this latest round of range updates have been mostly limited to the multimedia system, that’s a-okay because this Warrior has more than enough heavy-shouldered presence on- and off-road and not simply because it’s a chunky behemoth.

While other large 4WDs, such as the Toyota LandCruiser 300 Series, have bowed to contemporary-taste pressure and become a bit softer around the edges, the Warrior retains some of the blocky stature of 4WDs past.

Inside, the interior has benefitted from the new bigger multimedia system which sits atop the dash and dominates real estate up front. The interior feels slightly fresher than in previous iterations, but still comfortably familiar.

Proportionally, the new Q5 is quite a departure from its curvaceous predecessors, thanks to a more chiseled bodyline and stronger flares over its wheelarches. While this makes it the biggest stylistic departure for the Q5 ever, embracing its all-new PPC (Premium Platform Combustion) underpinnings, its stylistic motifs are still somehow very familiar.

The traditional Audi grille is maintained, although has been modernised with a geometric pattern and integrated highlight pieces depending on styling package, and even the light profiles manage to be somewhat familiar despite their twinkly new customisable LED elements and contemporary slimline appearance.

A closer look only makes the car feel more contemporary, with strong contours around its face and bumpers, which were absent from its more plain-looking predecessors.

In addition, the brand tells us the Australian market in particular has one of the highest levels of uptake of large wheels, so it offers a range of designs to choose from on the options list, many of which are on the larger side, despite the standard wheel being 19 inches.

The interior is where the biggest changes are. While Audi interiors have been familiar for the longest time, the new Q5’s interior appointments feel dropped directly out of its Q6 e-tron electric alternative.

The result is a completely re-thought approach to the interior design, which is now dominated by huge touchscreens as well as a collection of contemporary shapes and mouldings that transport the Q5 into the current decade.

Still, elements of familiarity are present. The seats feel like Audi seats, the materials are as you’d expect for the brand and the wheel is backed by familiar switchgear.

The Warrior cabin is essentially a Ti interior – as such, it’s roomy and plush, with expanses of soft-touch surfaces. Due to plenty of ‘Warrior’ touches and the most recent updates as noted earlier, the cabin feels made-over yet instantly recognisable. 

The centre console is no longer the confusion of buttons, dials and knobs it previously was and there are plenty of storage spaces for driver and front passenger – glove box, cupholders, bottle holders in the doors etc – as well as some concealed spaces (with pop-up lids) for keys, phone and other everyday carry gear.

Second-row passengers get comfortable seats, as well as two USB charge points, and temperature and fan controls in the back of the centre console. Those in this row also have access to the back of the centre console. 

There are cupholders in the fold-down armrest, map pockets in the seat backs and bottle holders in the doors. 

Second-row seats have a top tether point and an ISOFIX point on both outer seats.

Third-row seats are flat and hard compared to the other positions and, in terms of space, are better suited to children or adults for brief stints.

All three rows get air con – there are roof-mounted vents – and there are handy storage spaces in the third row, but no cupholders. 

The third row has one top tether child seat anchorage point. 

The rear cargo area has load tie-down points and a 12V socket, as well as tyre-changing tools under the floor. The new full-sized spare tyre is underslung at the rear.

With the third-row seats in use, boot space is listed as 467L. With the third row stowed away, there’s a claimed 1413L of cargo space. With the second and third rows stowed there’s a claimed 2623L.

While the interior might feel as modern as they come, it also brings with it some of the pitfalls of contemporary design themes.

The most obvious is the over-reliance on touch panels for controls. The most egregious example is the lack of physical buttons for the climate control, which is interacted with via a permanent part of the touchscreen, but it doesn’t end there.

On top of this, there are capacitive gloss finish panels for the steering wheel controls, and even a capacitive panel in the door to control the mirrors and lights. It all looks swish, but isn’t the best to use compared to just… buttons.

Apple CarPlay worked flawlessly in my time with various versions of the car, and the stock software is fast and crisp. Interestingly the digital instrument cluster is the most plain version of Audi’s usually stellar virtual instruments yet. Without the big animated cluster dials it used to have it feels a bit less fun to look at.

Adjustability and space is great for front passengers, as is the amount of visibility on offer, plus the seats are as comfortable as ever in all grades.

Storage is ample in the cabin, with big bottle holders in the centre console, large pockets in each door, and a halfway decent centre console. The phone charger sits tucked away at the front with the USB-C outlets and a volume dial.

The back seat is less impressive. The Q5 never had the most spacious second row in this mid-sized segment, but it’s disappointing to see this new-generation car hardly improves on the formula. It’s spacious enough for me at 182cm tall behind my own driving position, with enough room for my knees and airspace for my head, but it’s certainly not as spacious as many rivals. In addition, the centre position is compromised by a huge rise in the floor, making it a hard pitch for an adult to sit there.

On the plus side, there’s plenty of amenities with bottle holders in each door, a further two in the drop-down armrest, netted pockets on the backs of the front seats, and an entire third rear climate zone with touch panel temperature control and physical air vents. There’s also two USB-C outlets.

One trade-off for the small second row is a large boot. It measures 520 litres with five seats up, or 1473L with the second row down. It also comes with a few neat things like a net and sliding cover.

Unfortunately, while there’s a small amount of underfloor storage, there’s no spare wheel, with Audi only offering a tyre repair kit.

The new Q5 arrives in five variants spread across three powertrain options, and the starting price has copped quite a hike. Audi says that's to account for a steep increase in standard equipment, the inclusion of new hybrid tech and the S-Line styling package across the range.

The new entry-level Q5 is the base front-wheel drive TFSI petrol, which wears a price of $81,000 before on-roads, replacing the previous entry-level Q5 35TDI that started at $73,400.

Included is 19-inch alloys, Matrix LED headlights, LED tail-lights with projection light, an 11.9-inch digital dash and 14.5-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto, online connectivity with built-in navigation, eight-speaker, 18-watt sound system, multicolour ambient lighting, leather interior trim with brushed aluminium inlays, wireless phone charging, a 360-degree parking camera, a power adjust driver’s seat with heated front seats, tri-zone climate control, keyless entry and push-start ignition.

This trim level is also available as a TDI quattro with diesel and all-wheel drive at $87,600. Next up is the TDI quattro Sport from $94,100 which adds 20-inch two-tone alloys, a panoramic opening sunroof with shade, S-line front seats, with the S-Line interior package that also features a three-spoke alternate steering wheel design, steel sports pedals and black headlining.

Next is the SQ5 Edition One. The most prominent upgrade for this grade is the return of the 3.0-litre turbo-petrol six-cylinder engine, although this grade also gets its own trim level including 20-inch black metallic alloys, to go with a black pack exterior, red brake callipers, S Sport suspension and privacy glass.

Finally the top-spec SQ5 scores 21-inch alloys, aluminium exterior highlights, acoustic glass, premium leather interior trim, front seat ventilation and message functions, a head-up display, 16-speaker Bang & Olufsen premium audio and improved outputs for the USB-C connectors. Premium paint options are free (aside from Gold) on the SQ5.

Other option packs include the Premium Package ($5400) which adds the head-up display, Bang & Olufsen sound, improved USB outputs and acoustic glazing, the Tech Pro Package ($5700) which is only available on the TDI quattro Sport and SQ5 adding heated steering, a front passenger display, electrical adjust for the steering column, heated rear outer seats and digital OLED tail-lights.

Finally two Style Packs exist, adding 20-inch wheels, a black pack, and privacy glass to lower grades ($4900 for the TFSI and TDI, $3400 on the TDI Sport) with the Carbon Style Package only available on the Edition One and SQ5 for $9200, adding carbon mirror claddings, inlays and a roof spoiler.

On the value front the Q5 is more affordable than an entry-level BMW X3 (20 xDrive - $86,800) and Mercedes-Benz GLC (200 4MATIC - $89,000) although both rivals offer all-wheel drive as standard, rather than the front-wheel drive Q5. Outside of the Germans, the Lexus NX (250 FWD) starts at $63,400, while the Genesis GV70 (2.5T Advanced AWD) starts at $78,700.

With that price tag, I’d say the Q5 is priced just-right compared to its rivals.

The Warrior has a 5.6-litre V8 petrol engine producing 298kW and 560Nm, matched to a seven-speed automatic transmission.

This solid combination lacks a dynamic edge, but the Warrior produces such a supremely relaxed and assured delivery of power and torque – it feels almost lazy – that you forgive it for not being the zippiest thing around.

The Patrol has full-time four-wheel drive with high- and low-range and a rear diff-lock.

Here’s where things get interesting. Despite featuring three carryover engine options, the Q5’s big upgrade is the introduction of a hybrid system.

The brand calls this technology MHEV+, which I think is underselling what the system can actually do. Normally a mild hybrid (MHEV) system consists of higher-voltage electrics to assist auxiliary systems and take a small amount of load off the engine, or provide a more robust stop/start system, but this new Audi tech consists of an 18kW/230Nm electric motor placed after the seven-speed transmission that can motivate the entire vehicle under electric power for small periods. It can recapture up to 25kW of energy and is supported by a 1.7kWh battery pack.

The three engine options supported by this include the base TFSI 2.0-litre four-cylinder turbo front-wheel drive (150kW/340Nm), the mid-spec TDI 2.0-litre four-cylinder turbo diesel (150kW/400Nm) exclusively in all-wheel drive, or the SQ5’s 3.0-litre turbo-petrol V6 (270kW/550Nm).

There’s no disappointments here. All powertrains feel up to the task, and for those of you waiting for an all-wheel drive base petrol or a plug-in hybrid, the brand assures us both are on the way soon.

The Nissan Patrol Warrior has an official combined cycle (urban/extra-urban) fuel consumption figure of 14.4L/100km.

I recorded 21.4L/100km on this test. I did a lot of high- and low-range 4WDing – but the Patrol was never working hard.

The Patrol has a 140L fuel tank capacity, so going by our on-test fuel-consumption figure you could reasonably expect a full-tank driving range of about 654km.

All engine options are also relatively efficient, although the total fuel reduction from the introduction of this new MHEV+ hybrid technology is surprisingly small. Audi says it saves up to 0.74L/100km and 17g/100km of C02, which doesn’t sound like a lot for a system that can pull the whole car.

Regardless, fuel consumption is 5.7L/100km for the TFSI 2.0L FWD petrol, 5.4L/100km for the TDI 2.0L AWD diesel, or 7.6L/100km for the 3.0-litre petrol V6 SQ5. The emissions are also relatively low for a premium SUV.

This latest update is cabin-centric so it’s brought no powertrain changes or any improvements to 4WD mechanicals or driver-assist tech. And that’s fine because the Warrior is pretty darned impressive, as is.

On-road and on dirt tracks, it’s all smooth sailing. The Patrol Warrior is tighter and more composed than its standard stablemates, and that's mostly due to its upgraded suspension and HBMC system.

HBMC acts as a sway bar and sway bar disconnect equivalent and combines with the Aussie-tuned suspension to rein everything in when you're on bitumen and loosen everything when you're on dirt or off-road. 

The Patrol as standard is a nice wagon to drive, but the Premcar work undertaken to create the Warrior – all the conversions and upgrades – have made it that much better. 

On the open road you have the opportunity to appreciate just how comfortable and refined the Patrol Warrior is. 

And as for 4WDing, well, the Warrior is a Patrol at heart so it has reliable four-wheel drive mechanicals, plenty of torque over a broad rev range and a rear diff lock. 

There's more ground clearance in the Warrior over the Ti at 323mm (+50mm ), so approach (40 degrees) and departure angles (23.3 degrees) are an improvement over the standard Patrol.

The Warrior’s tyres – Yokohama Geolandar 15 All Terrain tyres (295/70R18) – are bigger and offer more grip, so they provide plenty of traction on terrain where a standard Patrol may struggle. 

Premcar has modified the towbar position to accommodate the new bigger full-size spare wheel and tyre.

Another good thing is the fact the Patrol Warrior has two recovery points at the rear.

The HBMC system, which performs so seamlessly on-road, provides more articulation off-road, as well as a bit more wheel travel through difficult terrain.

And, as I’ve noted before on other tests, one of the impressive points about Premcar’s work here – the conversions, the modifications, the engineering upgrades and the fitment of accessories – is that it’s all the kind of common-sense upgrades an experienced 4WDer would apply to their Patrol. 

But, even in something this impressive, the news is not all good.

The Warrior is a big vehicle and at 2858kg you have to drive it with that in mind, all the time. It fills the trail and with its wider wheel track, you have to be focused on wheel placement, even more so than usual.

The bi-modal exhaust is awesome, but those exhaust caps (underneath the Warrior's right-hand side step) are too vulnerable to damage.

They compromise the vehicle's ramp-over angle, so you have to drive with careful consideration, especially if the Warrior rocks even slightly to the right-hand side going up or down a steep rocky hill, because there’s a risk of grinding those exhaust tips against rock steps, dirt or a tree stump. 

The Patrol is a towing platform of note and towing capacities remain as 750kg (unbraked) and 3500kg (braked).

The Warrior's GVM (gross vehicle mass) at 3620kg is 120kg more than the Ti Patrol’s.

To drive the Q5 is familiar in some ways and less familiar in others. The initial impression is good, with each variant being relatively quiet on the road, offering a nice adjustability and driving position, with great visibility around the car.

The new powertrain options are all a joy to pilot, with all feeling punchy and smooth-shifting through the seven-speed auto. This smoothness is helped along by the introduction of the new MHEV+ tech, which can push the car along at reasonable speeds without needing the engine to assist.

It might not be quite as punchy as some other hybrid systems in terms of overall assist, but it’s certainly better than other systems we’ve seen on the market that barely help with driving or smoothness, and end up being a cynical emissions-saving device. It’s nice to see this tech is a step forward for the brand.

The familiar Q5 driving points are mostly intact, too, with the most notable upgrade being the ride comfort. This car is much more adept at dealing with road imperfections than its predecessor, with a softer suspension response.

This having been said, I expected more from this ground-up new platform. Each version of this Q5 I sampled felt less dynamically engaging than its predecessor. The usually sharp Audi steering tune feels a bit disconnected in this new car, with a little bit too much electrical and software assist, and the suspension, while more comfortable, isn’t as engaging in the corners.

It, too, lends the car a disconnected feeling over undulations and corrugations, giving the new Q5 an overall less resolved feeling from behind the wheel than I would have liked. The previous car was a bit sharp, but at least it was consistent in the way it responded to the road.

The previous car started to feel old towards the end of its run. Previous Audi owners will enjoy how this new car catapults the nameplate into this decade in terms of its cabin ambiance and general demeanour, it would have just been nice to see the consistency return, too.

A massive list of active safety kit is present in the new Q5, from autobahn-speed auto emergency braking (AEB) to lane departure control as well as the expected blind spot and cross traffic alert features (front and rear).

It also features the newer features, like traffic sign recognition and 360-degree cameras, while the brand’s signature high-end adaptive Matrix headlights are standard across the range.

The systems are well calibrated judging by our brief drive, with only the occasional tug of lane keep assist present. In addition, the adaptive cruise is well behaved.

The Q5 is yet to secure an ANCAP score at the time of writing, but it already has a maximum five stars from Euro NCAP in its home market, which I’m sure the brand is hoping will carry across.

All new Patrols have a 10-year/300,000km warranty when the vehicle is serviced with Nissan and the Premcar work is covered for the same amount of time – with the same conditions applied.

Five years of roadside assistance also applies – with the same conditions.

Servicing is scheduled at 12 month/10,000km intervals, and capped price service rates apply for five years. That means each of the first five services will cost you $499.

Audi continues to offer its fairly standard five-year and unlimited kilometre warranty with five years of roadside assist and this is paired with the option of a five-year service plan.

This costs an additional $3520 ($704 per year) for the 2.0-litre variants, or $3560 ($712 per year) for the 3.0-litre V6-powered SQ5. Servicing is required every 1500km or 12 months.