Nissan Patrol VS Audi SQ5
- Effortless performance
- Superb ride
- Great value
- Steering feel (lack of)
- No AEB
- Great chassis
- Loaded with tech
- Petrol engine is smooth and fast
- Could look a bit more exciting
- Now knocking on $100k
- Warranty package starting to look short
Everyone has a guilty pleasure. A sneaky drive-thru burger, Katy Perry on your iPod, or watching The Golden Girls while dressed as SpongeBob. Okay, so maybe not everyone has that last one.
The urban tank that's currently dominating your screen is mine. It occupies enough real estate to support a medium-density sub-division, weighs a sprightly 2.7 tonnes, and is powered by a 5.6-litre V8 that slurps premium unleaded at an ecologically obscene rate.
But it’s soooooo good.
The eight-seat Y62 Nissan Patrol Ti is so clearly built for the ‘Murican market (where it’s called the Armada) it’s a safe bet the human hairpiece has one in the presidential fleet.
A week behind the wheel should have had us sneering, but all we could do was smile.
|Fuel Type||Premium Unleaded Petrol|
Audi's SQ5 is one of those marvellous cars that kind of came out of nowhere and instantly defined a genre. Technically, it probably shouldn't have existed. And for a company that is pretty much straight down the line, the decision to launch it as a diesel seemed extra odd. Not that we minded, of course.
The diesel engine was a masterstroke; André the Giant brawny, and with some clever engineering to make it sound like it actually wasn't an oil-burner. But it wasn't just a straight-line screamer - the SQ5 could corner, and it was tremendous fun while doing so.
So this second-generation car had a lot to live up to. But then - heresy of heresies - we found out that, for the moment at least, the SQ5 would be coming with a petrol engine. Without that Herculean torque figure, it's also slightly slower to the 100km/h benchmark.
So has Audi ended our love affair (by that I mean the one between the SQ5 and me)?
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Nissan Patrol Ti is stress-relief on wheels, designed to help you navigate urban family life in quiet and calm comfort. It’s not perfect, using up a reasonable chunk of the planet’s resources in its construction, consuming more than its fair share of precious gasoline, and assaulting many people’s view of what constitutes good automotive taste. But next time you’re sobbing through a YouTube compilation of military homecoming videos, consider the Patrol. Maybe it’s time to set that guilty pleasure free?
Is this Patrol too big and beefy, or right-sized for your family needs? Tell us what you think in the comments below.
It's no hot hatch, but it's fast, stylish and plenty enough fun to be considered the ultimate family all-rounder. Unless your kids are freakishly tall or you need to regularly carry wardrobes, it's a great family wagon that can easily deal with the day-to-day stuff, with a comfortable ride and plenty of space.
Some families, like mine, like some genuine performance with their practicality, and the SQ5 is all the car you'll ever need. It may not be the diesel, it may not have that lovely gravelly silliness, but it still looks and feels great, and is full of some of the most advanced tech in a fast SUV today.
Most important, though, it's just as much fun as it ever was.
Is the SQ5 still on your list without the diesel? Or are fast SUVs the work of the devil?
Roy and HG dubbed rugby league legend (and political enigma) Glenn Lazarus ‘The brick with eyes’, and it’s not a bad take on the current Patrol’s mammoth presence.
At more than 5.1-metres long, just under two-metres wide, and close to two-metres tall, this is a substantial beast. You’ve never seen 18-inch rims look so small.
Subtle bulges around the wheel arches and along the bonnet go some way to softening the large regions of only subtly contoured sheet metal. The front and rear bumpers are neatly integrated into the flow of the body, and the flashy, three-part chrome grille boldly announces the big Nissan’s arrival.
The profile is bread-box geometric, with more bright metal finish on the window surrounds, door handles, front guard vents and proudly positioned V8 badges. At the back, the Patrol’s upright stance is clear, with more chrome above the licence plate, and oddly intricate LED tail-lights that look like aftermarket specials from Tokyo’s Akihabara electronics district.
Vast expanses of high-quality leather cover the faces of the classy and oh-so-comfortable seats, while a mix of gentle curves and arrow-straight borders define the dash and centre console.
But then it’s as if ‘he of the tiny digits’ choppered in and demanded custom touches, like yet more chrome around the console, instruments and key controls, as well as broad bands of high-gloss timber you’d swear was fake, but Nissan says is in fact “high-grade wood” trim.
But aesthetics is always a subjective call, and from a functional point of view the interior layout works beautifully. The switchgear is clean and simple, the multimedia interface is straightforward and intuitive and the ergonomics are thoughtful and considered.
That said, niggles include a steering wheel that just won’t come up high enough (or a driver’s seat that won’t adjust low enough), the lack of a digital speedo read-out, multiple blanked-out switches at the base of the centre stack (not a good look), and an awkward, US-style pedal-operated parking brake. Curse you, middle America.
The new Q5 is the usual studied restraint from Ingolstadt. No, it's not a striking piece of design, and some find it hard to tell the new car apart from the old one. Move up to the SQ5 and again it's a bit of a sleeper. The 21-inch wheels look brilliant, and the deeper bumpers and skirts, along with the lower ride height, add a bit of aggression, too.
Inside, the Nappa leather is very nice, especially with the detailed stitching and diamond quilting. There's more space in here than there was before, so while still cosy it doesn't feel tight. As with the rest of the Audi range, the new interior lifts the best bits of the A4, which thankfully did not include the weird pin-stripe detail on the console trim. It has gone the only way it should - out.
Space is something this vehicle has in abundance, and with a wheelbase of close to 3.1 metres, passengers are well taken care of. Actually, five out of eight passengers. But it’s likely the third-row seat will be a kid-zone anyway, and if they’re not old enough to vote, they’re not old enough to complain.
The fortunate pair up front will luxuriate in broad but supportive chairs, with heaps of storage on offer, including a giant central console box (with a nifty two-way lid that provides access for rear seaters), a pair of large cupholders, a generous glove box, and big door pockets with space for bottles. There’s also a drop-down sunglass holder in the roof, a 12-volt outlet, as well as USB and auxiliary line-in media sockets.
Second-row accommodation is probably best measured in hectares, but suffice it to say there’s plenty of room. With the driver’s seat set to this 183cm-tester’s position, head and legroom is limo-like, and there’s even enough width for three grown-ups.
Roof-mounted air-con vents are controlled by a digital panel in the back of the front centre console, there are specific reading lights, big bottle bins in the doors, and a pair of small-ish cupholders in the folding centre armrest.
Yes, third-row legroom is tight for adults, but access is easy thanks to a simple fold-and-roll function on both sides of the centre-row seat. Once back there, the kids have no less than four bottle/cupholders at their disposal, as well as air vents in the roof. And the third row can slide through 20mm for more legroom or storage space.
Even with the third-row seats upright there’s 550 litres of cargo space available. Enough to hold the CarsGuide pram (on its side), or our three-piece hard suitcase set (35, 68 and 105 litres). Plus there’s a full-width stowage box under the floor. For reference, a full-size Holden Commodore sedan’s boot holds 495 litres.
In this configuration, there are still six cargo tie-down shackles available, with a light and 12-volt outlet also provided. There’s also a full-size (alloy) spare wheel.
Fold the third-row forward, and capacity increases to 1490 litres, which is enough to swallow the pram and luggage set, with room to spare.
Flatten both the rear rows and it’s like looking down the belly of a C-130 Hercules, with no less than 3170 litres of load space liberated. And if weight is a factor, you have a 734kg capacity to play with.
Worth noting the cargo floor, with seats folded, isn’t flat, the ramp angle increasing the closer you get to the front seats, and weirdly, there’s no electronic control for the tailgate. You need the top-spec Ti-L version for that.
As before, the SQ5 is comfortable but cosy. Front-seat passengers are, of course, perfectly fine, and rear-seat dwellers have reasonable head and leg room - our six-foot-two teenager was happy enough back there. Rear-seat passengers can also choose their own climate-control temperature.
Two cupholders are provided front and rear, for a total of four, and the doors each have pockets with bottle holders.
Based as it is on the Q5, boot space is up over the old model by 10 litres, meaning between 550 and 610 litres when the rear seats are in place, and then 1550 litres with the seats folded. Like its cousin the Tiguan, the rear seats slide forward and back.
Price and features
When it launched here in early 2013, the Y62 Patrol Ti was priced at $92,850, with an entry-level ST-L ($82,200) below, and the flagship Ti-L ($113,900) above it.
This positioning kicked the evergreen four-wheel drive into new territory, given the most expensive version of the previous (Y61) model weighed in at $72,690.
And sure enough, by mid-2015 the market had spoken, and Nissan Australia ‘repositioned’ the range, culling the base ST-L and lopping a massive $23,400 off the Ti’s price, adding some extra fruit to its specification at the same time.
That $69,990 pricing remains in place, substantially undercutting the V8 petrol-powered Toyota LandCruiser VX, which sits at $94,070. But the Toyota steamroller continues to flatten the Patrol in terms of sales.
When you look at the Patrol Ti’s standard features list, though, you have to marvel at the power of the LandCruiser brand, because this Nissan is loaded.
Included on the Ti spec sheet is, keyless entry and start, ‘leather accented’ trim, eight-way power front seats (including height and lumbar adjust), tri-zone climate-control air con (with rear control), cruise control, sat nav with 3D mapping, ‘leather accented’ steering wheel and shift lever, 8.0-inch colour multimedia touchscreen, ‘Around View Monitor’ (with reversing camera), six-speaker CD/DVD audio with 9.0GB hard drive and Bluetooth connectivity, glass tilt and slide sunroof, auto headlights, rain-sensing wipers, side steps, and 18-inch alloy wheels.
Not bad at all, but it’s worth noting Apple CarPlay and Android Auto are missing in action.
One factoid I really like telling people is that the SQ5 was, for quite some time, the biggest-selling single Q5 model in the country, despite costing upwards of $90,000 on the road.
This new car weighs in at $99,611. Standard are 21-inch alloys, three-zone climate control, a 10-speaker stereo, ambient interior lighting, a comprehensive safety package, reversing camera, around-view cameras, front and rear parking sensors, auto park, keyless entry and start, nappa leather interior, active cruise control, electric heated front seats, sat nav, auto LED headlights, auto wipers, an electric (foot-wavey) tailgate, a wireless hotspot, Audi's 'Virtual Cockpit' digital dash and a space-saver spare.
The media system is Audi's MMI system, which is displayed on the 8.0-inch screen perched on the dash. Controlled by a rotary dial or a touchpad just in front of the dial, it's also got Apple CarPlay and Android Auto as standard. The sound is good and it's even better if you go for the $5600 'Technik package', which adds a 19-speaker Bang & Olufsen system, head-up display and the brilliant Matrix LED headlights, all of which we had on our test car. While $5600 isn't messing about, it's a fair bit of stuff, especially when you consider the Matrix LEDs alone cost half of that on some Audis.
Engine & trans
Nissan’s all-alloy, 32-valve, quad-cam VK-series V8 engine started life 15 years ago, debuting in the third-generation Infiniti Q45 (which never saw the light of day in Australia).
It's since gone on to power a range of other Infiniti and Nissan models, and in this most recent 5.6-litre (VK56VD) iteration, develops 298kW at 5800rpm, and a thumping 560Nm at 4000rpm.
The big V8 features ‘VVEL’ (Variable Valve Event and Lift) technology (on the intake side) as well as direct injection. And in case you think the torque peak arrives high in the rev range, 90 per cent of that maximum (504Nm) is available from just 1600rpm.
It’s matched with a seven-speed automatic transmission featuring sequential manual mode (available via the console shifter only) and ‘Adaptive Shift Control’ logic.
Drive can be directed to the rear wheels or all four (in high- or low-range) via Nissan’s ‘All Mode 4x4’ system, offering specific off-highway settings for sand, snow, and rock, as well as a rear diff-lock.
The two-tonne-plus (tare) SQ5 streaks from0-100km/h in 5.4 seconds, with power reaching the road via Audi's Quattro system with a mechanical centre diff. Torque is generally apportioned 40/60 front to rear, but can be 85/15 either way when needed. The eight-speed ZF continues on and is, as ever, brilliant.
Nissan claims 14.5L/100km for the combined (urban/extra urban) cycle, and doesn’t even venture into the area of stated CO2 emissions.
Without any injudicious use of the right-hand pedal, over roughly 250km of city, suburban and freeway running we managed to exceed that figure by close to 15 per cent, recording an average of 16.5L/100km.
The other not so good news is the V8 turns up its nose at anything less than premium unleaded, so if you live in a capital city, get ready to shell out around $210 dollars to fill the 140-litre tank with 95RON juice.
Driving the Patrol Ti is like eating a freshly baked marshmallow – soft, sweet, and delightfully indulgent.
It’s an effortless, stress-free experience, thanks mainly to the engine’s huge reserves of torque, and the independent (double wishbone front and rear) suspension’s magical ability to soak up even significant imperfections.
You have to consciously remind yourself this is an old school, body-on-frame design. But the magic bit that transforms the Patrol’s ride and handling, is Nissan’s ‘Hydraulic Body Motion Control’ suspension tech.
The system is managed by nitrogen-charged accumulators, with cross-linked piping allowing the transfer of hydraulic fluid between shock absorbers to actively control suspension travel.
In cornering, stiffness is increased to reduce body roll and, in straight running, overall ride quality is enhanced… a lot.
The seven-speed auto is ridiculously smooth, the seats remained comfy and supportive after lengthy stints behind the wheel, and the interior is supremely quiet.
And with all that heft barrelling down the road, big disc brakes (358mm front/350mm rear) with four-piston calipers at the front, consistently pull this sturdy unit up without a hint of drama.
But with the soft sweetness comes a hard truth. The light ‘speed-sensitive’ steering twirls through roughly 5000 turns lock-to-lock, and produces approximately zero road feel.
Nissan makes no bones about the fact the Patrol is aimed at city types, with its 4WD ability mostly applied to towing. And the Ti is able to haul 750 unbraked kilos, with a healthy 3.5-tonnes in scope if your boat trailer or caravan is braked.
Another standard feature that comes in doubly handy when manoeuvring a substantial vehicle like this is the ‘Around View Monitor’, combining bird’s eye, front, rear, and side views. It’s brilliant, and panel beaters should hate it.
While this isn’t an off-road test, if you do decide to take the tribe on a Top-End adventure, standard ‘Hill Descent Control’, ‘Hill Start Assist’, rear diff-lock, helical LSD, and the All Mode system are ready for action.
For the hardcore off-roaders, ground clearance is 283mm, approach angle is 34.1 degrees and the departure angle is 25.9 degrees.
The old SQ5 wasn't perfect, by any stretch, but goodness gracious was it a barrel of laughs. No car as heavy or as high-riding as the SQ5 had any right to be so much fun, but somehow it was, without the compromise of a super-hard ride or a din from fat tyres.
The numbers are a bit of a compromise; weight is down by around 130kg, but you're also missing 200Nm compared to the old car. The colossal torque figure was a big part of that car's appeal, and I did miss it. However, once I'd got over that, I found something just as fun underneath.
As with the rest of the Q5 range, it's quieter on the cruise and the cabin is once again the best in the business, borrowing much from the A4. With adaptive dampers set in comfort mode, it's comfortable and compliant and road noise is kept to a minimum. I'm not a huge fan of the light steering in this mode, but it's set to be low stress rather than man-handled.
Step up into Dynamic and everything beefs up; the ride stiffens and the car actually drops to lower the centre of gravity. The exhaust opens up and starts popping and farting, too, while the steering weights up and the throttle drops any easygoing slack.
Throwing it down through the bends of some NSW Blue Mountains back roads, this car sparkles. It's tons of fun (literally), with the security of the of the Quattro drivetrain underneath. The exhaust isn't quite enough to make me want to wind the windows down on a cold morning, but it's amusing enough inside given the stereo plumps up the racket a bit.
Despite being down on torque, it still feels very strong in the mid-range. It doesn't quite have the organ-squishing punch of the diesel, but the smoother, more linear delivery feels more conventional, particularly with most of the power heading to the rear wheels.
Standard active safety tech includes, stability and traction control, ABS, EBD, Brake Assist, ‘Cross-Traffic Recognition’, and a tyre pressure monitoring system. But no AEB.
If you want higher order features like, ‘Blind Spot Warning’, ‘Blind Spot Intervention’, ‘Distance Control Assist’, ‘Forward Collision Warning’ and ‘Intelligent Cruise Control’, they’re standard on the ($86,990) VTi-L.
On the passive side of the ledger, there’s driver and front passenger head and side airbags, as well as side curtain airbags covering all three rows.
ISOFIX child restraint anchor points and top tethers are included in the outer second row seat positions, with another tether hook in the third row.
The Patrol has not received a safety star rating from ANCAP or EuroNCAP.
The SQ5's five-star ANCAP rating (May 2017) comes courtesy of eight airbags, ABS, stability and traction controls, exit warning system (which lets you know if you're about to clobber a cyclist, pedestrian or approaching car), cross-traffic assist (stops you turning across approaching traffic), blind-spot warning, forward collision warning (up to 250km/h), around-view camera and front and rear AEB.
There are three top-tether restraints and two ISOFIX points.
Nissan supports the Patrol with a three year/100,000km warranty, with three years roadside assistance included.
Sure, Nissan has a well-deserved reputation for reliability, but with the likes of Kia upping the game to seven years/unlimited kilometres, surely it’s time for a warranty adjustment.
The scheduled service interval is six months or 10,000km, which is a pain when most of the market is at 12 months.
A six year/120,000km ‘Service Certainty’ program locks in pricing for those 12 services, with a low cost of $375, and a high of $1240 (100,000km), which equates to an average of $608 per visit. You’ll also need to factor in $42 for brake fluid every two years/40,000km.
Audi offers its three year/unlimited kilometre warranty, which is competitive in the segment, but much cheaper cars (and Lexus, for that matter) offer more. You can pay for a further four years and up to 160,000km on top of the standard warrant. Roadside assistance is yours for the duration of the standard warranty.
Servicing comes every twelve months or 15,000km, and you can purchase a plan to cover the first three years or 45,000km, whichever comes first, for $1870 - which is $280 more than any of the other Q5s.