Nissan Patrol vs Jeep Wrangler

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 changes to this updated Jeep Wrangler are small but meaningful. The inclusion of airbags, the updated media screen, and a feisty engine which suits the plucky nature of this off-roader make it a better Wrangler than ever.  

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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 Jeep Wrangler looks like a cartoon of a four-wheel drive, that’s how familiar and well-known the design is. It’s almost generic, like the word Jeep.

You could say the design is iconic, given that the roots of this SUV stretch back to the little Willys off-roader built for the US army in World War II. And to this day the slotted grille, pronounced wheel guards, short and upright windscreen, even the removable doors are still with us in this latest incarnation.

That’s why each generation of the Wrangler only sees very subtle tweaks to famous shape and look, in much the same way a Porsche 911’s design changes at the rate of dripping water reshaping a rock.

Changing the styling completely would destroy the look which connects the Wrangler to its past and the nostalgic appeal would be over. 

So, this update sees more than subtle styling changes in the form of a tweak to the grille with the addition of a metallic-look trim around each of the slots while the mesh insert now has larger openings.   

Along with this there’s a new front bumper. The Wranglers we tested had the optional heavy duty steel front bumpers.

There’s also some interior changes in the form of a new dashboard trim, horizontal air vents and then there’s the 12.3-inch media display which goes a long way to making the cabin look more modern.

Still, the interior is busy with buttons and switches in a design that seems to mix the look of heavy machinery controls with a prestige car. The Nappa leather of the Rubicon grade lifts the quality feel higher.

All Wrangler interiors also have an internal roll-over cage which covers the entire cabin, for the fixed metal roof and removable roof body style which are standard on the Overland and Rubicon.

Only the Rubicon is offered in a two-door and a four-door, while the Overland and Sport S are four-door only.

The Rubicon two-door looks cute and fun to my eyes, while the four-door versions look a bit more serious and beefy, but both definitely still give off tough and adventurous vibes.

The wheelbase difference between the two is as giant as it looks. The Rubicon two-door’s wheelbase is 2459mm while the four-door Rubicon’s, along with the Sport S and Overland, is 3008mm.

The Wrangler ranges in length from 4334mm for the Rubicon two-door to 4882mm for the four-door Wranglers. Width is the same for all Wranglers at 1894mm and the height ranges from 1879mm in the Rubicon two-door to 1901mm in the four-door versions.

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.

When we review most SUVs practicality is scored on things like legroom, storage space and boot size. But in the case of a vehicle with removable doors and roof, and a cabin that has one-way drainage valves so you can hose the interior out, practicality takes on a different meaning.

The Wrangler’s practicality seems focussed on serving adventurous folks in search of a muddy off-road expedition and, so, while there is storage it’s mainly nets for door pockets, moulded wells on top of the dash, and smaller hidey holes to makes sure loose items don’t get flung around the cabin.

Given the roof can be removed there’s also a lockable glove box and centre console storage box.

When it comes to cabin space the Wrangler’s interior feels a bit cramped. The footwells up front don’t offer much space and headroom throughout is restricted by the roll cage which stretches from the front to the boot.

The four-door Wrangler has five seats and good legroom in the second row, even for me at 189cm tall. As mentioned above, headroom is limited in places because of the safety structure. Boot space behind those rear seats is 898 litres.

The two-door Rubicon has four seats. The back ones aren’t the most spacious and the boot behind them is almost too small to mention at 365L, Two pieces of carry-on luggage wouldn’t fit back there and we had to put our bags on the rear seats.

The rear tailgate for all Wranglers is side-hinged (opening left to right) and splits to allow just the window section or lower part to open separately.

For charging and powering devices all Wranglers have two USB ports up front (one -A and one -C) and four USB ports in the second row (two -A and two -C). There are also two 12V outlets on board (front and rear).  

There are two cupholders, seatback map nets and directional air vents for the second row.

The Wrangler sits high and climbing into the rear seats might be a challenge for smaller kids or even fully-grown humans, but there are chunky handholds at the pillars for extra help.

So, the Wrangler has excellent practicality, but this is geared more to its intended purpose of adventuring off-road rather than the city commute and school pick-up.

The Jeep Wrangler range comes in three grades. There’s the entry-grade Sport S which can only be had with four doors, the Overland which is also a four-door and the top-of-the-range Rubicon comes as a shorter wheelbase two-door and the four-door. 

The Sport S replaces the Night Eagle as the entry-point into the Wrangler range and with a list price of $75,950 it’s $5500 cheaper, too. 

Above this is the Overland for $84,950 and at the top of the line-up is the hardcore Rubicon which is $83,950 for the two-door and $90,450 for the four-door.

This update sees all Wranglers now coming with a (damage and scratch-resistant) 'Gorilla Glass' windscreen and a 12.3-inch media screen. But each grade also comes with its own new features. 

The Sport S has been given heated front seats, a heated steering wheel and ambient cabin lighting. Meanwhile, the Overland now has power front premium 'McKinley' seats and soft spare tyre cover.

And finally the range-topping Rubicon receives Nappa leather seats and a forward-facing 'Trailcam'.

There are mechanical upgrades across the range, too, especially for the Rubicon and we’ll get to those in the engine and driving sections of this review.

As for the rest of the features, coming standard on the Sport S are LED headlights, 17-inch alloy wheels, proximity key and push button start, sat nav, Apple CarPlay and Android Auto, a nine-speaker Alpine sound system and dark tint windows.

Along with its new features the Overland also comes standard with all of the Sport S’s equipment plus a three-piece removable hardtop, 18-inch wheels and a leather-wrapped shifting knob and hand brake handle.

Then there’s the Rubicon which has all the Sport S features, but 17-inch wheels instead of the 18s and an enormous amount of engineering hardware that makes this grade the off-road king of the Wranglers, which we’ll get to.

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.

One of the biggest changes Jeep could make to the Wrangler without causing complete mayhem for fans is to the engine and even then there will be folks who don’t like what they’re about to read.

Deep breaths, okay? Right, so, in this update the V6 petrol engine has been replaced by a 2.0-litre turbo-petrol four-cylinder. 

At 200kW the new four-cylinder makes a smidge less power than the V6 but more torque at 400Nm. An eight-speed automatic transmission shifts gears and sends the drive to all four wheels.

If you’re a Wrangler fan you’ll most likely know about this engine swap, but you’re wondering how this four-cylinder feels.

The answer is, really good. Jeep has got it right. It’s a torquey, responsive engine that feels energetic and suits the Wrangler's personality well.

In the short time I’ve spent on and off the road I’m convinced this turbo-four will be a good companion wherever you decide to go.

And go pretty much anywhere you can, with all Wranglers being ridiculously capable off-road thanks to their ladder frame chassis, high- and low-range gears, outstanding ground clearance (233mm-257mm, depending on variant ), excellent approach angle (41.4 to 44 degrees, depending on variant) and a departure angle to match (37 degrees for the both Rubicons; 36.1 for the Sport S and Overland).  

The Rubicon comes standard with Jeep’s 'Rock-Trac' on-demand four-wheel drive system and this update adds a full float rear axle. Sport S and Overland grades have Jeep’s 'Selec-Trac Active' on-demand 4WD set-up.

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 new turbo-petrol, four-cylinder means better fuel economy than the V6 it replaces. We have yet to test Jeep’s claims that after a combination of open and urban roads the four cylinder uses 9.2L/100km in the sport S and Overland grades and 9.9L/100km in the Rubicon.

In comparison, Jeep says the previous V6 uses 10.1L/100km in the Rubicon and 9.9L/100km in the Overland. Our own testing saw consumption closer to 13L/100km.

We’ll have the new Wrangler in our garage soon and we’ll be able to put the fuel consumption claims to a real world test.

In terms of range, the two-door Rubicon has a 61-litre fuel tank and in theory a range of up to 680km. The Sport S and Overland have an 81-litre tank and can get up to 880km, while the four-door Rubicon’s 81-litre tank should manage 830km.

Of course if you’re off-roading you’ll use more fuel and the range will drop accordingly.

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.

Every one of the Jeep launches I’ve attended over the past 15 years has involved a pretty decent off-road component and it’s clear the company has a lot of faith in its product.

This Wrangler launch’s off-road test had been scaled back due to days of flooding rain beforehand, but the section that was passable was enough to remind us of what we already know and that is the Wrangler is formidable.

A Queensland bush off-road course full of steep, muddy hills, ruts, rocks, dirt and slippery descents was still all there for us to test the Wrangler Rubicon four-door.

Fun and comfortable are the first words that pop into my head when recalling how the Rubicon fares. This is a super-capable beastie that feels planted, secure and adept at all times.

We tested low- and high-range four-wheel drive, locked the rear differential and let the hill descent mode do its thing and get us down the sides of hills that felt so close to vertical all we could see through the windscreen was the ground.

What's also clear is the new turbo-petrol, four-cylinder feels well suited to the job, with plenty of torque along with a feisty and responsive nature that fits the Wrangler better than the old V6.

There was also plenty of time spent on the road in the four-door Rubicon and its smaller two-door sibling. And was here it was also super clear the Wrangler felt like we’d taken it out of its natural habitat.

At 110km/h on the motorway the two door Rubicon feels light and floaty in its suspension, with steering adjustments having to be made constantly, like actors pretending to drive cars in movies, as the Wrangler wanders around in its lane. The Wrangler wander is a known trait and isn’t specific to this updated car. 

And even though our launch drive took us on some great winding country roads which would have been perfect for a Mazda MX-5, the Wranglers found the fast tight turns difficult to handle.

I’m sure I heard a sigh of relief from our Rubicon as we pulled off the road and selected low-range four-wheel drive before bouncing up what looked to be a sheer cliff, with ease.  

Of course, our Adventure Expert Marcus 'Crafty' Craft will put the Wrangler though its paces once we have one in the CarsGuide garage.

The Jeep Wrangler has a three-out-of-five star ANCAP rating from testing in 2019. This isn’t an adequate safety score for a modern vehicle and the relatively modest advanced safety tech compared to other new SUVs and its structural integrity in crash tests caused ANCAP enough concern to award it lower scores.

Surprisingly the ANCAP report scored its child occupant protection at 80 per cent which is excellent.

This update to the Wrangler now adds curtain airbags which cover the front and second rows. Along with these there are dual front airbags plus safety tech which includes AEB (city and inter-urban) and blind spot warning. There’s also adaptive cruise control and front and rear parking sensors.

For child seats you’ll find two ISOFIX and three top tether mounts across the second row of the four-door variants.

The standard full-sized spare wheel is mounted on the tailgate. 

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 Wrangler is covered by Jeep's five-year/100,000km warranty, which is off the mainstream market standard of five years/unlimited km.

Service intervals are recommended every 12 months and 12,000km and service prices are capped at $399. Jeep also offers lifetime roadside assistance if you service your Wrangler though Jeep.