Nissan Patrol vs Chery Tiggo 7 PRO

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 Chery Tiggo 7 Pro Elite has been a very surprising car for me. Its premium features, stylish design and practical space don't match the affordable price tag! But I'm all for it because you definitely get bang for your buck. The technology needs to be improved but everything else more than makes up for it. This medium SUV is a solid all-rounder.

My son likes the red paintwork and how much space he has in the back seat.

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.

The Chery Tiggo 7 Pro looks great because it manages to do two things really well.

It's not boring to look at yet simultaneously blends into the sea of medium SUVs without ruffling any design feathers.

The Tiggo 7 Pro is well-proportioned and has some interesting focal points like the large grille that sports a dual-coloured 'diamond' motif.

It gives me some insect-like vibes while adding depth and dimension to the bonnet.

There is a full suite of exterior LED lights that look sharp, the 18-inch alloy wheels and the simplified rear rounds out the package.

The overall footprint is a good size at 4513mm long, 1862mm wide and 1696mm tall.

With those dimensions, the Tiggo earns its place in the medium-SUV category, yet it's still being easy to manoeuvre in tight city streets.

The interior style looks premium with the use of black synthetic leather upholstery and contrasting white piping.

The dashboard is headlined by a large curved screen housing the 12.3-inch touchscreen multimedia system and 12.3-inch digital instrument cluster.

There's also adjustable, coloured ambient lighting, a chunky shifter and a plethora of soft touchpoints throughout, accentuating an already pleasant cabin space.

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.

The cabin space is practical and user-friendly, which is a great combo. Both rows have a decent amount of leg- and headroom (despite the massive sunroof).

Individual storage is great throughout the car with the front row enjoying an extra-deep middle console, undershelf storage cubby below it, a drink bottle holder in each door and two cupholders.

The rear row gets two map pockets, two cupholders in a fold-down armrest and drink bottle holder in each door.

There is also a (very) shallow storage nook at the back of the middle console… think packet of chewing gum or small wallet size.

The boot space is a great size at 626L but if you need extra space, you can bump it up to 1672L with the back seats folded.

The rear backrest has a 60/40 split with a level loading space. Impressively, underfloor storage is taken up by a full-sized spare wheel and you get a powered tailgate in this model.

Other amenities accentuate the premium-feeling the Elite is going for with the electric and heated front seats offering well-cushioned support, although I miss having adjustable lumbar support!

The rear seats aren't as comfortable as the front (a bit hard on the tush) but the back support is fantastic.

In terms of technology, you get a single USB-A port in each row but the front also gets a faster USB-C port, 12-volt socket and a wireless charging pad to choose from.

The multimedia system's touchscreen can be laggy at times, which is annoying while on the go and the onboard 'Hello Chery' assistant tech needs improving.

I managed to get a few voice commands to work but most of the time the response was 'I haven't learned that yet' or a garbled version of the request (despite using the same phrasing as previously approved requests).

The system has built-in satellite navigation supplied by Turbo Dog, which is easy to use and it's simple to connect to the wired Apple CarPlay.

It also has Android Auto, Bluetooth connectivity and AM/FM radio but misses out on digital radio.

There are three variants for the Chery Tiggo 7 Pro with the range starting with the Urban base model for $39,990 drive-away, the Elite (our test model) for $41,990 drive-away and the top-spec Ultimate grade which sits at $45,990 drive-away.

The price tag for the Elite puts it on par with most of its rivals with the Hyundai Tucson being the most expensive competitor.

The Elite grade comes with a host of standard features which makes the price tag feel very reasonable. Think full-size spare wheel, keyless entry, keyless start, dual-zone air-conditioning, adjustable coloured ambient lighting and a full suite of LED exterior lights.

There are a lot of premium-ticket items, too, like a panoramic sunroof, electric and heated front seats, synthetic leather upholstery and built-in satellite navigation.

Technology and safety get some serious focus with dual 12.3-inch touchscreen multimedia screen and digital instrument cluster, 360-degree view camera system, powered tailgate, Apple CarPlay and Android Auto (both wired) plus an eight-speaker Sony sound system, to name a few.

However, it's the brand-spanking-new five-star ANCAP safety rating that should excite families out there.

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.

The Elite variant has a 1.6-litre, four-cylinder turbo-petrol engine with a maximum power output of 137kW and 275Nm of torque. It also features a front-wheel drive drivetrain and a seven-speed dual-clutch auto transmission.

I wasn't expecting it to be as gutsy as it is and the Elite has adequate power for easy open-road driving.

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.

The official combined cycle fuel consumption figure is 7.0L/100km and my real-world usage averaged 8.2L after doing some open-road, but mostly urban, driving.

The fuel economy is great considering the driving conditions and the fact I don't hold back in making use of its power.

Based on the combined cycle fuel figure and the 51L tank, expect a driving range of around 730km.

Chery recommends minimum 95 RON unleaded petrol be used.

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.

The Tiggo 7 Pro is a fairly easy-going car to drive. It handles well in the city but also feels pretty solid on the road at higher speeds.

There is a good sense of power that always feel primed and ready to go, in the sense that you don't have much delay between putting your foot down and the car shooting forward.

However, if you're too aggressive with the accelerator, you will lose a bit of tyre traction which can make it feel jumpy.

The brakes aren't particularly sensitive, meaning you have to be firmer when applying pressure. This creates a jerky experience until you get used to it but is more noticeable in stop-start traffic.

Steering feel is not too heavy, not too light. There's a great balance and the car is responsive when manoeuvring, which is what makes its cornering behaviour so surprising.

It doesn't feel dynamic on a winding road, due mainly to the amount of roll the car exhibits.

The cabin is very quiet in terms of wind and road noise, accentuating the premium-feel but suspension is a little firm which can lead to some grunts over harder bumps.

I like medium SUVs because their size usually makes them easy to park and the Tiggo 7 Pro is no different.

With a super clear 360-degree camera system, you shouldn't have any issues parking it. However, I didn't notice the front and rear parking sensors sounding out all that much.

The safety list is fantastic for the Tiggo 7 Pro Elite with the standard features list including full LED external lights, daytime-running lights, adaptive cruise control, rear cross-traffic alert, rear collision braking, blind-spot monitoring, driver attention monitor, forward collision warning, lane departure alert, lane keeping aid, intelligent seatbelt reminders, child occupant alert, child rear door safety locks, traffic sign recognition, a 360-degree camera system plus front and rear parking sensors.

I found the driver attention monitor annoying as it's extremely sensitive. There's an audible alert and a badge pops up onto the digital instrument cluster for the smallest things: scratching your face, looking at the speedometer, looking at the steering wheel controls, adjusting sunnies … you get the idea.

Multiple alerts on every journey is distracting and takes away from the driving experience.

Annoyingly, you can't adjust the sensitivity but you can switch this function off. You just have to do it in every trip.

The Tiggo 7 Pro has eight airbags, which includes a driver's knee airbag and the newer front centre bag, which is great to see. And the five-star ANCAP safety rating, awarded in 2023, will surely entice families!

The AEB with pedestrian, cyclist and motorcyclist detection is operational from 5.0–80km/h and up to 135km/h for car detection.

There are ISOFIX child seat mounts on the rear outboard seats and three top tether anchor points but two seats will fit best. There is enough room for front occupants when a 0-4 rearward facing child seat is installed.

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.

The Tiggo 7 Pro comes with a seven-year/unlimited km warranty, which is longer than usual for the class.
 
There is a seven-year/105,000km capped priced servicing program and services average $294 per, which is very competitive.

Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.