Nissan Patrol VS Mazda CX-5
- Effortless performance
- Superb ride
- Great value
- Steering feel (lack of)
- No AEB
- Sleek styling
- Great value
- Enjoyable to drive
- No Apple CarPlay or Android Auto
- Boot is on the smaller side
- Space saver spare
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|
You know when toothpaste makers slightly tweak ingredients and then plaster 'New and Improved!' on the box, but you can’t really tell because it still just tastes like toothpaste?
That’s sort of the same with the new Mazda CX-5, which is almost identical to the old one. But there are some important changes you may not notice, and one you really will.
To be clear, this isn’t a new-generation of the CX-5 – that only came out last year. This is a minor facelift – which isn’t a good term, because the face has been left untouched.
You’ll find out what I’m talking about later, but here’s a hint: when we tried to pick the difference between the new and old model at the Australian launch of the new CX-5, turns out we felt and heard, rather than saw, what had changed.
|Fuel Type||Regular 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 CX-5 has been a best-seller for years and when the new car launched in 2017 it cemented that position even more. This 2018 update sees Mazda addressing or fine-tuning parts which could be improved, such as the diesel engine's turbo lag and noise, as well as the economy of the larger petrol engine, while making the car even better value for money with the price drop.
Did Mazda need to make any more changes than they did to this latest CX-5 or is this a case of: if it ain't broke don't fix it? Tell us what you think in the comments 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 CX-5 is one of the best-looking mid-sized SUVs on the market. Take a look at the photos: there’s that sharp-edged and gaping grille, and that sleek profile. Sure, the back looks a bit ‘empty’ because of the tiny tail-lights, but while small they accentuate the athletic haunches of the CX-5.
The CX-5’s interior is also just as stylish and refined as its outsides with an excellent fit and finish, quality-feel materials and a design which isn’t just pleasing to the eye but pleasing to the arms, legs, bottom, and any other part of your body which will come in contact with the comfortable cabin.
There have been no changes to the exterior in this update, and the interior, too, mirrors the previous CX-5, but in a way it’s fine that nothing has been tweaked here as it was darned good already.
The CX-5’s dimensions haven’t changed (well it’d be weird if they had) and at 4550mm end-to-end, it’s shorter than a Toyota RAV4 but longer than a Volkswagen Tiguan. Other figures to jot down to make sure it fits in your garage are these: 1840mm across and 1675mm tall.
From the outside it’s tricky to tell the higher grades of CX-5 apart, that’s how similar looking the exteriors are – the steel wheels of the Maxx are a dead giveaway, they look a bit ridiculous, and it’s a shame this new update hasn’t brought alloys.
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.
If you have kids, maybe steer clear of the white leather. That sounds like a comment that should be in the design section above but to parents its just as much a practicality point. I’ve lived with a white-leathered CX-5 and a toddler and I can tell you the marks don’t come off easily. Then again, neither does toothpaste spat on black cloth seats by adults – don’t ask.
The CX-5’s boot has stayed the same size at 442 litres. That’s not enormous like the 615-litre cargo space in the Tiguan, or even as big as the RAV 4’s 577 litres of boot space, but it was just enough for two adults and a toddler who always over pack for a week away.
Legroom in the back seat is good – I’m at the freakish end of the height spectrum at 191cm, and I can sit behind my driving position with about a finger’s width of space between my knees and the seatback.
Like the previous CX-5 that sloping roofline can be a small practicality fail for entry and exits, especially if you’re putting kids into car seats, but that’s the price you pay for looking good.
Cabin storage is great with two cupholders in the back and two up front, there’s a large centre console storage bin with a USB port and pockets in all doors. Grades from the Maxx Sport up come with centre armrest storage in the rear with a USB port.
The CX-5 has five seats, if you're looking for a sevn seater SUV then the larger CX-9 could be for you.
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.
As with the previous CX-5 there are five grades: Maxx, Maxx Sport, Touring, GT and Akera. The most obvious change, and the one most will really notice, is the price drop. The Maxx Sport and Touring have had $400 lopped off, and the GT and Akera now cost $800 less.
Missing out on the price cut is the entry-grade Maxx. This is also the only grade you can have with a manual gearbox and is matched to a 2.0-litre petrol engine making it the most affordable in the range with a list price of $28,690 (add $2000 for the auto). The Maxx with the more powerful 2.5-litre engine lists for $33,690 and is offered only with an auto.
The Maxx Sport gives you a choice of three engines: the 2.0-litre petrol lists for $33,990, the 2.5-litre petrol is $36,990 and the 2.2-litre diesel is $39,990.
The Touring is halfway up the range and lists for $38,590 if you have it with the 2.5-litre petrol engine or $41,590 for the 2.2-litre diesel.
Getting close to the top now, the GT lists for $43,590 with the 2.5-litre petrol and $46,590 for the diesel.
The Akera lists at $46,190, and like grades below it, the diesel is $3000 more.
The standard features list has changed so little since the car launched in 2017 I can sum it up in a sentence: The Touring now gets a cool head-up display like the top two grades and the Akera now has a 360-view camera. There, that’s it.
But the standard features were already extensive on all grades, with the Maxx coming with a 7.0-inch screen with a reversing camera, digital radio and Bluetooth connectivity, a six-speaker stereo, push-button ignition, cloth seats, air-conditioning, rear parking sensors, LED headlights and 17-inch steel wheels.
The Maxx Sport adds sat nav, dual-zone climate control, auto headlights, LED fog lights and 17-inch alloy rims.
The Touring gets all the Maxx Sport's features plus the head-up display we talked about, and front parking sensors, proximity key, and black synthetic leather (which feels quite nice).
The GT adds real leather in black or white, a 10-speaker Bose stereo, power front seats and 19-inch alloys.
At the top, the Akera has all the GT bits plus the 360-degree view camera and a stack of advanced safety equipment.
Talking of safety, read on further to find out what’s protecting you on each grade.
Sounds like nothing is missing? Well, it would have been good for this update to add the excellent Apple CarPlay and Android Auto, especially considering the Maxx doesn’t come with sat nav.
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.
This is where this latest CX-5 differs most from the previous one – the engines. The offerings stay the same: two petrols – a 2.0-litre four cylinder and a 2.5-litre four cylinder – and a single 2.2-litre four-cylinder diesel. The 2.0-litre cars are front-wheel drive (FWD) and everything else is all-wheel drive (AWD).
The 2.5-litre petrol engine now comes with cylinder deactivation, allowing it to run on just two cylinders when cruising and at low speeds while the other two will join them under more load. Less fuel is being burnt, so there’s a fuel saving there.
For those mechanics out there shaking their heads and muttering into their instant coffees about potential vibrations in two-cylinder mode, well, Mazda has compensated for this issue with a counterforce to iron out the bumps.
Demonstrating Mazda’s determination to hone the combustion process further are the newly shaped intake ports which tumble the air harder and faster during the intake stroke. The height of the piston crowns has also been shortened and this strengthens that tumble flow, too. All this extra ‘tumbly’ air causes the flame to spread faster when the spark ignites.
The nozzles on the fuel injectors have been redesigned and fuel pressure increased to spray faster, too, and even the piston oil rings have been re-shaped to optimise the thickness of the oil film on the cylinder wall.
All of these advances apart from the cylinder deactivation have been adopted by the 2.0-litre petrol engine, too.
While the refinements have increased efficiency, the petrol engines also have a little more grunt. I really mean little too: the 2.5-litre’s torque has increased 1Nm for a total of 252Nm and power stays the same at 140kW, while the 2.0-litre has been given 1kW more for a total of 114kW and torque remains at 200Nm.
The 2.2-litre diesel has been overhauled. The engine now has a higher compresion ratio; there's the redesigned combustion chamber to minimise energy loss and ultra-high response injectors are designed to improve fuel economy.
A new turbocharger fitted to the diesel has led to a decent increase in output with power jumping from 129kW to 140kW and torque from 420Nm to 450Nm.
The extra grunt isn't the only benefit – Mazda says the new turbo has been designed to reduce lag in acceleration response at low revs. This turbo lag was an issue I had with the previous diesel found in the CX-5. Now that's been addressed using a two-stage turbocharger with the larger of the turbines now adopting variable geometry which will supply boost more rapidly at lower engines speeds. We’ll tell you if we reckon it’s worked in the driving section below. We’ll also let you know if the new refined method of combustion has made the diesel engine quieter, too. Those were two of the issues I had with the diesel engine in the previous CX-5.
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.
Mazda has delayed going headfirst into electric vehicle and hybrid production, preferring to refine combustion engines further, and the changes to the engines have been primarily about improving efficiency.
The figures don’t really reflect massive gains in economy, with the 2.5-litre petrol improving from a claimed 7.5L/100km to 7.4L/100km over a combination of urban and open roads. After 100km of mainly country roads our trip computer was telling us the engine was using 8.1L/100km. Don’t forget this engine is only available with AWD CX-5s.
The 2.0-litre petrol engine’s fuel economy stays the same at 6.9L/100km – again, remember this engine is only found on FWD CX-5s.
The 2.2-litre diesel benefits the most in terms of efficiency with old car’s 6.0L/100km dropping to 5.7L/100km in this new CX-5. After 150km of dirt and tarmac the tripmeter in our diesel Akera was reporting an average of 6.4L/100km.
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.
In my review of the diesel Akera last year I whinged about how noisy the engine was and then complained a bit more about the turbo lag. Well, it looks as though my views found their way back to the Mazda Motor Corporation HQ in Hiroshima because the new turbo has fixed the lag and the refinement to the combustion process seems to have reduced engine noise.
Sure, the diesel engine is still not as quiet as the 2.5-litre petrol we also tested at the launch (in Akera grade), but the increase in torque made the diesel more fun to drive with decent shove off the line.
Jumping back into the petrol made the grunt difference very apparent with the petrol having to work and rev hard to get up to speed.
Suspension, steering and brakes remain unchanged from those in the CX-5 which launched last year – but that’s no bad thing as the ride, handling and braking response is excellent for this segment.
A low seating position makes you feel part of the car rather than sitting on top of it, while good pedal feel and great communication through the steering wheel deliver confidence.
As for the CX-5's off-road capability, I suggest you don't go much further than placid dirt and gravel roads because while your CX-5 may be all-wheel drive its low ground clearnance, lack of ladder frame chassis and no high or low range four wheel drive restrict it to less adventurous activities.
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 CX-5 scored the maximum five-star ANCAP rating when it was tested in 2017, and if you look into the safety credentials you’ll see it comes with an impressive armory of technology you won’t find on some more expensive prestige cars.
Lower grades aren’t covered by as much safety tech, but all come with AEB (which works at up to 30km/h), and stepping up to the Touring adds traffic sign recognition.
For baby seats you'll find two ISOFIX mounts and three top tether anchor points across the rear row. A space saver spare wheel is under the boot floor on all grades.
There's front airbags for the passenger and driver, along with side ones, while curtain airbags extend to cover the second row.
The CX-5 that's in Australian showrooms is made in Japan at Mazda's Ujima and Hofo plants.
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.
The CX-5 is covered by Mazda's three-year/unlimited kilometre warranty, which isn’t outstanding, but the service costs are low.
Servicing the diesel is recommended every 12 months/10,000km and is capped at $316 for the first, $386 for the second, $316 for the third, then $358 and $316 for the fifth service. The 2.5-litre petrol costs about $115 less over five years