Nissan Patrol VS Toyota Fortuner
- Effortless performance
- Superb ride
- Great value
- Steering feel (lack of)
- No AEB
- Sturdy, unusual looking 4x4 wagon
- Price cuts make it better value
- Quiet and comfy on-road
- No driver aids anywhere in lineup
- Engine works hard up the rev range
- Third row seating compromises practicality
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|
If you remember the Toyota 4Runner from the 1980s, then you’ll totally get the Fortuner.
For those of you born before the advent of the mobile phone, the Fortuner wagon is based on the same platform as the HiLux ute, save for its coil-spring rear suspension.
The cost of a Toyota Fortuner has taken a huge cut for the 2018 model year, and it’s gained a couple of tweaks along the way. Let’s do a model comparison of the range in more detail.
|Engine Type||2.8L turbo|
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.
Toyota Fortuner 7.4/10
Dropping the price of the Fortuner range will improve its fortunes – but it will no doubt upset customers who bought them at first blush.
The Fortuner is an interesting device; it’s civil enough around town but its skillset really lies in the bush or the snow. While the entry grade GX is the pick if you’re intending to use it in the dirt a lot, we’d probably favour the mid-grade GXL if we were staying on the tarmac for the most part. The Crusade is nice, but its spec level over and above the GXL isn’t that compelling – although the LED headlights are brilliant.
Is Toyota's Fortuner on your seven seat 4WD SUV short-list? Tell us 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.
Toyota Fortuner 7/10
The exterior design of modern 4x4 wagons runs the gamut from the straight-bat Isuzu MU-X all the way through to the radical and unorthodox Mitsubishi Pajero Sport.
The Fortuner sits somewhere between those two extremes. It's certainly not something that you'd miss in a car park, but it's not quite as… erm, challenging as something like the Pajero Sport.
The LED headlight array and extra chrome on the Crusade may not appeal to some, but as a package, the Fortuner looks futuristic and quite resolved, without the need for a bodykit (except side steps).
Inside, it manages to hide its commercial origins quite well across all three grades. However, there are still some hard plastics within view, including on top of the door cards and centre console bin, which can be irritating should you rest your elbow there on longer trips.
Thankfully, we can report, that the centre console bin lid is padded in the Crusade. Cheaper versions of the Fortuner have seen us actually tape pieces of foam mat on top of the lid in the search for extra comfort.
It's a bit early to talk second hand price, but the Fortuner will take a hit in resale thanks to the cut.
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.
Toyota Fortuner 7/10
In terms of dimensions and size, the 4795mm-long Fortuner is a centimetre longer and 30mm wider than the Pajero Sport, but it’s almost 100mm shorter than the big Everest.
It’s sold as a seven-seater, with two fold-down seats in the rear (folding up and into the sides of the cargo area).
It’s not a very practical way to carry them when stowed, though, as the folded seats intrude into the rear interior dimensions significantly. A flimsy hook arrangement secures them in the locked position, and you even need to fold down the inside seat rail before locking them into place.
Boot space drops to 200 litres when the third-row seats are in use, as well, but boot dimensions grow to 1080 litres with the seats stowed. Still, they are a luggage capacity killer. No cargo barrier is fitted.
Once locked in place, the third row can be accessed by tumbling second-row seats forward, but given how low they’re mounted, are only suitable for smaller people.
The second row gets roof vents and a fan control, but there’s no such joy for third rowers. All three rows are covered with the curtain airbag, though.
Row two gets a 12-volt power socket (as well as a proper 220-volt socket in the Crusade) while a pair of fold-up hooks in the front seat backs can handle up to four kilos of shopping bags each.
Legroom is adequate, though the seat base is mounted quite high which intrudes on headroom for taller passengers.
There’s a pair of ISOFIX mounts for a baby car seat and three top-tether points, as well as two cupholders in the centre armrest and bottle holders in each rear door.
Up front, meanwhile, reside a pair of manually operated seats in GX and GXL, and a powered driver’s seat in the Crusade, while an oddly half-wrapped steering wheel on GXL and Fortuner wasn’t a favourite with testers; the shiny veneer finish at the top of the wheel rim was decidedly slippery if grabbed during a parking manoeuvre.
Bottles can be stashed in all doors, while a pair of cupholders graces our auto-equipped tester’s centre console. However, manual-equipped cars miss out on front cupholders all together.
A USB and 12-volt socket are covered by rubber flaps, which along with the heavy duty rubberised floor mats are a hint to the car’s rugged aspirations.
On the negative side, the middle belt on the second row is mounted in the roof, and is a pain to access. It’s a long way up into the cabin from the ground for shorter folks, too, while the folded-up third row seats completely obscure the rear three-quarter windows when stashed.
The centre console bin, too, isn’t padded in the GX and GXL, and as mentioned, gets VERY annoying under your elbow after a couple of hours.
The bonnet, too, is ridiculously heavy. In fact, many people may struggle to lift it high enough to lock the support stay into place.
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.
Toyota Fortuner 8/10
The Fortuner comes in three grades, all with the same engine and four-wheel drive (4WD) set-up. How many seats, you ask? Seven, all told.
At the bottom of the price range, the GX costs $42,590 in six-speed manual guise or $44,590 with a six-speed auto. That’s a hefty $5400 cut in price, and it’s been slightly improved for 2018, with 17-inch alloy rims instead of steel wheels, and a set of rear parking sensors to complement the reversing camera.
LED taillights, air con, a cloth interior, cruise control, a chilled bin, a 7.0-inch touchscreen multimedia system and seven seats are all standard. A polyurethane steering wheel, basic multimedia system with Bluetooth (but no nav or Apple Carplay/Android Auto) and rubber mats round out the spec. The old-school radio CD player is a thing of the past, and there's no DVD player.
The $47,490 Fortuner GXL is the beneficiary of a $5500 price cut; it’s now as cheap as the GX was at launch.
Toyota has added a new multimedia touchscreen system, incorporating satellite navigation, to the 2.8-litre turbo-diesel powered GXL, which comes stock with a six-speed manual gearbox. Also on the standard equipment list are, LED tail-lights, air conditioning, cloth interior, a chilled centre console bin, the aforementioned 7.0-inch touchscreen multimedia system with a GPS-based navigation system and Bluetooth, as well as seven seats.
It also has push-button start with automatic door lock and keyless entry, roof racks, a colour TFT display for the dash, hill descent control, roof rails and fog lights over the GX. A half-leather wrapped steering wheel and old-fashioned rubber mats round out the spec.
A six-speed auto is $2000, while an all-leather interior with powered front seats is available for an additional $2500, if you're looking to know how much.
The list price of the Crusade is $5000 cheaper at $56,990, and only comes in auto. It offers a few extras on top of the GXL, including leather seats with heated fronts, padded centre console bin lid and a powered driver’s pew, a JBL-branded multimedia system with 11 speakers, daytime running lights, smart key and more satin-touch interior finishes including around the gearshift.
As with all the Fortuners, it comes with a locking rear diff and high-low range 4WD. Other niceties in the Crusade include a powered tailgate, but no sunroof is offered from the factory.
When it comes to picking one of the three, we’d lean towards the auto-equipped GXL. It has all the essentials with a few nice touches, and really only misses out on a padded centre console bin lid in terms of comfort.
When it comes to colours, the Fortuner comes in black, white, blue, brown, red, grey and silver.
Toyota offers a factory-approved accessories, including a bullbar, snorkel and nudge bar for the Fortuner. Floor mats are rubber, and rims are alloy. You'll need to source your own dual battery system if you want one.
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.
Toyota Fortuner 7/10
The (1GD-FTV) 2.8-litre turbo four-cylinder diesel, sourced from the HiLux, offers the same engine specifications, with maximum power of 130kW at 3400rpm and peak torque of 420Nm between 1400 and 2600rpm in manual guise. The automatic version loses 30Nm of that torque value.
If you're wondering if the engine uses a timing belt or chain, it uses the latter. Oil capacity is 7.5 litres. Toyota doesn't offer a 0-100km/h acceleration speed figure for the car.
Linked to an Aisin-built six-speed manual with a well-weighted clutch, it’s a relatively quiet and pleasingly smooth, tractable engine. The six-speed (conventional, torque converter) auto, too, is well matched to the engine's horsepower, and the steering wheel-mounted gearshift paddles were rarely, if ever, employed.
If it came to a question of manual vs automatic, we'd plump for the self-shifter every time.
The Fortuner range comes with a high range 2WD/4WD and low-range 4WD system activated by a dial on the centre console, while a locking rear diff is also standard. As mentioned, suspension is steel springs and dampers, with MacPherson struts up front and a beam set-up at the rear. There is no rear air suspension.
The manual variant also offers a slightly higher braked towing capacity of 3000kg, versus the auto’s 2800kg.
Weights for the car vary between 2110kg and 2135kg, and the gross vehicle mass (car plus payload, including people) is 2750kg – with four average people on board, you’ve got about 400kg of payload to play with.
The gross combined mass (car, trailer, gear and people) for the two transmissions is 5745kg (manual) and 5545kg (auto), meaning the Fortuner can legally tow 2995kg or 2795kg of trailer respectively when it’s fully loaded.
Downball weight (the weight pushing down on the towbar ball hitch) is 250kg, and Toyota recommends the fitting of a weight distribution hitch if you’re hooking up something biggish. Watch this space for a tow test review.
There have been reported problems with the automatic transmission, with fixes in place to improve oil flow via changing a lock ball pin for fifth and sixth gears. As well, the tailshaft in some Fortuners has needed aligning to fix a gear selection problem.
There is no evidence of engine problems with the turbo powered Fortuner at this stage, though anecdotal evidence of fuel injectors lasting only 100,000km has been called out in various user groups.
There are no other common problems, complaints, defects or issues of note.
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.
Toyota Fortuner 8/10
Against a claim of 7.8 litres per 100km on the combined fuel economy cycle for all three grades and both transmissions, we used 66 litres of diesel to achieve a real-world figure of 8.9L/100km over 756km of testing in the GXL.
The dash-indicated fuel consumption figures of 8.6 and 8.9 in the GX and Crusade bear out this claim.
There is an 'Eco' mode button on the dash, but it only changes the throttle map and doesn't really do much for economy; we used it for about 200km on a highway stint and mileage didn't improve noticeably.
When it comes to petrol vs diesel or LPG... wait, it doesn't matter. You'll never get a petrol version.
Its 80-litre tank offers a theoretical range of around 1000km between fills. No long range tank is fitted.
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.
Toyota Fortuner 7/10
All three cars are essentially the same underneath, save for the 17-inch rims on the GX. The Crusade’s 18-inch wheels are fitted with more road-biased tyres, as well.
Instead of load-lugging leaf springs as in the HiLux, the Fortuner uses coil springs and a beam axle to improve ride quality.
We took the GXL for a an extended test, and it was a comfortable and competent alternative to a more car-based SUV.
It’s noisier inside thanks to its dual-purpose tyres, there’s no digital speedo (a strange omission, given there’s a multi-function digital centre screen between the dash gauges), the steering could be more precise at the speed limit, and modern safety aids like adaptive cruise control and blind spot warning would have been nice to have, but we emerged after each leg in good condition.
The long-travel suspension is firm at low speeds, but frees up the faster you go, providing a more comfortable ride over square-edged bumps and rougher roads.
Steering is reasonably direct, though not especially precise, and you need a steady hand to stop it wandering off centre – a trait of most 4WDs of this size, to be fair.
The 2.8-litre turbo-diesel feels strong at part-throttle, and the long travel accelerator pedal is easy to modulate. The engine sounds and feels laboured when it’s put under load, though, and runs out of steam as it nears 3000rpm. Blame the engine size - we're all used to bigger, leggier diesels.
Outside noise is well suppressed inside the cabin, and visibility is largely okay, save for the rear three-quarter view which is completely blocked by those stowed third-row seats.
To test its off-road ability, we ran the Fortuner up and down steep, rutted, gravel-strewn fire roads that would easily defeat a stock SUV. With its locking diff, on-demand low- and high-range 4WD, and a hill-descent switch, the Fortuner was far from troubled, walking down the slope with ease and climbing up again in H4 without drama.
Its ground clearance is 225mm (not 279mm as first stated by Toyota at launch), and has a wading depth of 700mm. Its turning radius is 11.2m.
Its 80-litre tank and approximately 1000km range may not be large enough for remote explorers, though.
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.
Toyota Fortuner 7/10
All grades of Fortuner miss out on AEB, park assist, adaptive cruise control and lane departure warning, but seven airbags, a reverse camera and sensors as well as stability and traction control means it still scores a top five-star ANCAP safety features rating.
It offers trailer sway control as standard across the range, as well as hill descent control on the GXL and Crusade grades.
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.
Toyota Fortuner 8/10
Toyota offers a fixed service cost program for the Fortuner, which costs $240 per service for the first six services over three years or 60,000km.
Service intervals of 12 months or 10,000km are recommended, and a warranty of three years/100,000km is provided as standard. Toyota doesn't offer extended warranty, but the brand is well regarded for reliability. Just make sure your owner's manual is stamped.
A mid-grade GXL auto bought new in 2016 has lost around 20 per cent if you're looking at resale value.