Nissan Patrol VS Bentley Bentayga
- Effortless performance
- Superb ride
- Great value
- Steering feel (lack of)
- No AEB
- Magnificent twin-turbo petrol V8
- Superbly comfortable
- Surprisingly dynamic for its size
- A little awkward looking
- Low on standard advanced safety equipment
- Boot is smaller compared to rivals
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|
When Bentley revealed its Bentayga in 2015 the British brand called it “the fastest, most powerful, most luxurious, and most exclusive SUV in the world."
See, that first Bentayga packed a W12 engine, but the SUV we have here was introduced in 2018 with a twin-turbo petrol V8 and a reduced price tag.
So how does this more affordable and less powerful Bentayga stack up to Bentley's lofty ambitions?
Well you’ve come to the right place, because along with speed, power, luxury and exclusivity I can also talk about the Bentayga V8’s other attributes, such as what it’s like to park, drop children off at school in, do the shopping in and even go through a 'drive thru' in.
Yes, the Bentley Bentayga V8 came to live with my family for a week and as with any house guest you quickly find out what’s great about them… and then there are those times you walk in on them not looking their best.
|Engine Type||4.0L 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.
The Bentayga is Bentley’s first attempt at an SUV and the Bentayga V8 is a more recent addition to the line-up that provides an alternative to the W12, hybrid and diesel models.
There’s no doubt the Bentayga V8 delivers an exceptionally good driving experience from its power and athleticism to the serene cabin and comfortable ride.
Where the Bentley Bentayga V8 appears to be lacking is in cabin technology which compared to other luxury SUVs is becoming outdated, and in standard advanced safety equipment. We’d expect this to be addressed in future revisions of the SUV.
Does the Bentayga fit the ultra-luxury SUV bill? Tell us what you think in the comments section below.
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 Bentayga is unmistakably a Bentley, but I have my doubts whether this first attempt by the British brand to build an SUV has been a design success.
To me, the rear three-quarter view is its best angle with those trademark rear haunches, but front-on reveals an overbite I can’t ‘unsee’.
But then again perhaps I’m the one with bad taste, I mean I think Lamborghini's Urus SUV, which uses the same MLB Evo platform, is a work of art in its design, staying faithful to the sports cars in the family, while acquiring a brave look of its own.
I also found the interior of the Bentayga V8 disappointing. Not in terms of overall craftsmanship but rather its outdated technology and plain styling.
The 8.0-inch screen is almost identical to the one used in the Volkswagen Golf in 2016. But the Golf received its Mk 7.5 update in 2017 and with it a stunning touchscreen which hasn't made it into the Bentayga yet.
The steering wheel, too, has identical switchgear to the $42K Audi A3 I reviewed two weeks ago and you can add the indicator and wiper stalks into that mix as well.
While the fit and finish of the upholstery was outstanding, there was a lack of interior refinement in some places. For example, the cupholders, had rough and sharp plastic edges, the gear shifter was also plastic and felt flimsy, while the fold-down armrest in the back seats also lacked refinement in the way it was constructed and lowered without damping.
At just over 5.1m long, 2.2m wide (including the wing mirrors) and a little over 1.7m tall the Bentayga is big but it’s the same length and width as the Urus, and a bit taller. The Bentayga’s wheelbase is only 7.0mm shorter than the Urus’s at 2995mm.
The Bentayga isn’t the longest of the Bentleys, that’s for sure. The Mulsanne is 5.6m end-to- end and the Flying Spur is 5.3m in length. So, the Bentayga V8 is almost ‘fun-size’ in Bentley terms, even though it’s large.
The Bentayga is made in the United Kingdom at Bentley’s home (since 1946) in Crewe.
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.
The Bentayga V8 may be an SUV, but that doesn’t immediately make it a god of practicality. While roomy up front for the driver and co-pilot, the rear seating is not exactly limo-like, although at 191cm tall I can sit with about 100mm of space. Headroom is slightly limited by the edges of the panoramic sunroof for rear riders, too.
Storage in the cabin is adequate with two cupholders and small door pockets in the back, and another two cupholders and larger door pockets in the front. There’s also a shallow centre console storage bin and two wells for loose items in front of it.
The Bentayga V8’s boot with the rear seats in place has a cargo capacity of 484 litres – that’s measured to the cargo cover, but to the roof its 589 litres.
That boot space is still smaller than the Lamborghini Urus’s 616 litres and there’s much less boot space than the Audi Q7 and Cayenne which both have 770 litres measured to the roof, too.
Making life easier is the load-height lowering system which is operated with a button located in the boot.
The tailgate is powered, but the kick-open function (standard on say an Audi Q5) is an option you’ll have to pay for on the Bentayga.
As for power outlets and charging, the Bentayga’s falling out-of-date here, too. There is no wireless charger for phones, but there are two USB ports up front and three 12-volt outlets (one in the front and two in the rear row) on-board.
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.
That’s the question those who can’t afford a Bentley Bentayga V8 want to know the answer to, and the one that those who can don’t ask.
I’m in the first group, so I can tell you the Bentley Bentayga V8 has a list price of $334,700. Our car had $87,412 in options which we’ll take a look at, but all up including the on-road costs, our test car had a price of $454,918.
Standard features inside include leather upholstery in a choice of five colours, 'Dark Fiddleback Eucalyptus' veneer trim, a three-spoke leather clad steering wheel, ‘B’ foot pedals, Bentley embossed treadplates, an 8.0-inch touchscreen with Apple CarPlay and Android Auto, sat nav, a 10-speaker stereo, CD player, digital radio, four-zone climate control and shifting paddles.
Exterior standard features include 21-inch wheels, black painted brake calipers, air suspension with four height settings, a choice of seven paint colours, gloss black radiator grille, black lower bumper grille, LED headlights and LED tail-lights, twin quad-exhaust and a panoramic sun roof.
Our car was fitted with options galore which is common in vehicles loaned to the media. Car companies often use these cars to showcase available options rather than represent a typical customer specification.
There’s the 'Artica White' paint from the bespoke Mulliner range costing $14,536; 'our' car's 22-inch wheels weigh in at $9999, as do the fixed side steps; the tow bar and brake controller (with Audi Q7 badging, see the images) is $6989; body coloured lower bodywork is $2781 and LED puddle lights are $2116.
Then there’s the acoustic glazing for $2667, front seats with the 'Comfort Specification' for $7422 and then $8080 for the 'Hot Spur' main hide and 'Beluga' secondary hide leather upholstery, the $3825 piano black veneer trim and if you want the Bentley logo embroidered into the headrests (as per our car) it costs $1387.
Does it represent good value for the price? Not by regular standards, but Bentleys are anything but regular cars, and those that buy them tend not to look at prices.
But, as I do with every car I review (whether it costs $30,000 or $300,000), I ask the manufacturer for a list of options fitted to the test car and the as-tested pricing, and I always include those options and their costs in my review.
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 scores I’ve awarded to the Bentayga V8 so far haven’t been impressive, but now we come to the twin-turbo 4.0-litre V8.
Derived from the same unit found in the Audi RS6 this turbo-petrol V8 makes 404kW/770Nm. That’s enough grunt to get this 2.4 tonne beast from parked in your garage to 100km/h in 4.5 seconds, provided your driveway is at least 163.04m long, which for some owners would be entirely possible.
That’s not as quick as the Urus which can do it in 3.6 seconds, but while the Lamborghini shares the same engine it’s tuned to make 478kW/850Nm and that SUV is about 200 kilos lighter.
Shifting gears wonderfully in the Bentayga V8 is an eight-speed automatic which suits the Bentley better with its seamless but not-in-a-huge-hurry gear swaps than the same unit in the Urus.
While there are those who think a W12, as found in the first Bentayga, is more in line with Bentley’s ethos, I think this V8 is superb in its power delivery and sounds subtle but magnificent.
The braked towing capacity of the Bentley Bentayga is 3500kg.
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.
A 4.0-litre twin-turbo petrol V8 pushing a 2.4-tonne SUV loaded up with people and possibly towing a horse float is going to want to be fed fuel – lots of fuel.
And that’s even if engine has cylinder deactivation like the one in the Bentayga V8 which can cut out four of the eight when not under load.
Officially, combined fuel consumption for the Bentayga V8 is 11.4L/100km, but after 112km of fuel testing on a combination of motorways, suburban and city roads I measured 21.1L/100km at the petrol pump.
I’m not surprised. For most of that I was in Sport mode or in the traffic, or in both at the same time.
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.
Comfortable and (believe it or not) athletic, sums it up. And the only thing stopping me from throwing in another word such as effortless is the forward visibility, which is what I noticed the moment I steered it out of the dealership and into the traffic.
But first let me give you the comfortable and athletic good news. The Bentayga felt nothing like it looked to drive – my eyes told me it should be more sumo wrestler than ninja to steer but they were wrong.
Despite the hulking dimensions and not insignificant weight, the Bentayga V8 felt surprisingly lithe with great handling for an SUV this size.
That the Urus, which I test drove a few weeks beforehand, also felt athletic seemed less a surprise in that the styling suggested it was agile and quick.
Thing is it shouldn’t be a surprise given the Urus and Bentley share the same MLB EVO platform.
Four standard drive modes let me change the character of the Bentayga V8 from 'Comfort' to 'Sport'. There’s also a ‘B’ mode which is a mix of throttle response, suspension and steering setting which Bentley nominates as the best for all-round driving conditions. Or you can ‘build-you-own’ drive mode in the 'Custom' setting.
Keeping the comfort mode on makes the ride composed and supple. Self-levelling air suspension with continuous damping is standard but flick the dial to Sport and the suspension firms, but not to the point where the ride is compromised.
I spent most of my almost 200 kilometres testing it in Sport mode which did nothing to help fuel economy but made my ears happy with the V8 burble.
Now, about that forward visibility. The design of the Bentayga’s nose is the cause of my issue here; specifically the way the wheel guards are stepped down out of view from the bonnet.
All I knew was that I was about 100mm wider that it looked from the driver’s seat – I don’t like that kind of guess work when piloting half a million dollars down a narrow street or car park. As you’ll see in the video I came up with a solution to the issue.
I’m not going to let that nose get in the way of a poor score, however. Besides owners will get used to it after a while.
Aside from that, the Bentayga was quite easy to parallel park with light steering and good rearward visibility and large wing mirrors, while multi storey shopping centre car parks were also surprisingly fuss free to steering through – this is after all not an overly long large SUV.
There was one ‘drive thru’ excursion and again I’m happy to report I emerged with hamburgers and without scratches at the other end.
So, I’m happy to throw effortless in there after all and you can add serene – that cabin felt bank vault-like insulated from the outside world. Don’t ask me how I know that.
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 Bentayga V8 has not been assessed by ANCAP testing but being based on the same platform as the five-star rated Audi Q7 I have no reason to suspect the Bentley would perform any differently and not be safe from a structural perspective.
We’re tough on budget cars that don’t come standard with AEB and likewise on high-end vehicles, and the Bentley Bentayga V8 doesn’t escape here.
AEB is not standard on the Bentayga V8 and if you want other forms of advanced safety equipment such as lane keeping assistance, adaptive cruise control and rear cross traffic alert you’ll have to option them across two packages – the 'City Specification' for $12,042 and the 'Touring Specification' which was fitted to our car for $16,402.
The Touring specification adds adaptive cruise, lane keeping assistance, AEB, Night Vision and a head-up display.
For child seats you’ll find two ISOFIX points and two top tether anchor points across the second row.
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.