Tesla Model Y vs Nissan Patrol

What's the difference?

If you like the five-seat Model Y, then you'll like the six-seat L version even more. I think this the best example of Tesla's electric SUV to date, and the cabin layout just makes a lot of sense, and would suit plenty of families who don't need to squeeze someone into a compromised middle seat.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

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.

Spoiler alert - it looks a lot like a five-seat Model Y, doesn’t it, albeit a slightly bigger one. And you’d have to be a bigger Tesla head than me to immediately spot the differences at a glance.

The wheelbase is longer, the rear doors are bigger as are the rear 3/4 panels and the roof line is higher, helping with headroom in the third row.

Still, safe to say if you like the look of the five-seat Model Y, you’ll like this one. And if you hate it, well, good luck.

The alloys are 19-inch and shaded by the aerodynamic caps and there are light bars front and rear which debuted on the updated five-seat Model Y when it arrived mid-last year.

The bigger changes are inside, of course. I promise we’ll get to the second and third rows in the Practicality section, but let’s talk about the look and feel first.

There’s a love/hate relationship with Tesla’s stripped-back aesthetics, and I’m probably somewhere in the middle. I like the airiness of the space in the cabin, and I think it feels nicely put together, and I really dig the contrasting fabric used on the doors and dash which add a little visual interest to the cabin.

But I hate using the central screen to select a gear and I hate not being able to see how fast I’m going without turning my head. A head-up display would work wonders in the Model Y L cabin.

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.

Captain’s chairs are simply a more luxurious version of second-row seating. With that there is no argument and the heated and cooled chairs that occupy the second row of the Model Y L are pretty good examples of them.

Space, both knee and headroom, is ample, and you can adjust each seat individually if you want to grant a bit more space to any third row occupants. Armrests deploy at the push of a button — as do the two hidden cupholders — and it really is easy to settle in and get comfy.

The third row is a bit more hit and miss. I’m 175cm and found I had enough legroom and headroom, but the big plastic mouldings that emerge from each side of the Model Y (which house a cupholder) are a miss. They end up pushing you into the seat next to you, and I can foresee a lot of arm rubbing with anything like two adults back there.

Also confusing is how to actually get out of it. You can fold the seat in front of you flat, but then you have to climb over it. I found it easier to just walk out between the seats.

There are another two USB-C ports in the rear row and you get air vents but no temperature controls. 

The Model Y L stretches 4969mm in length, 1668mm in height and 2129mm in width, which is roughly 18cm longer and 4.5cm taller than the five-seat model. The extra space doesn’t sound like that much, but start dropping rows and you find a heap of storage space.

Both the second and third row stow electronically from the boot, but with them in place you’ll find 420 litres of storage in the double-layer boot. Drop the third row, and that number grows to 1076 litres. With the third row folded there is a massive 2423 litres of space. The frunk serves up another 116 litres.

There’s also room (and the ISOFIX attachment points) for four child seats.

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 Nissan Patrol Warrior is a eight-seat 4WD wagon with a price-tag of $105,660, before on-road costs.

Standard features include a 12.3-inch touchscreen multimedia system (with wireless Apple CarPlay and Android Auto and sat nav), as well as a new 7.0-inch driver dash display, wireless charging and an off-road monitor.

Other features onboard include front and rear parking sensors, a 360-degree camera view and a tyre-pressure monitoring system.

The more than $15,000 worth of carried-over Premcar conversion work, upgrades and fitment of accessories include a re-engineered version of Nissan’s 'Hydraulic Body Motion Control' (HBMC) system, a 50mm total suspension lift with new springs front and rear increasing vehicle height to 1990mm (+50mm over the Ti), and increased ground clearance to 323mm (+50mm) and wheel track to 1735mm front and rear (+40mm).

Warrior-specific suspension modifications include not only the Warrior-tuned HBMC (front and rear) but front Warrior red springs, rear Warrior multi-rate red springs and Warrior rear bump-stop.

Exterior changes carried over into this Warrior iteration include a red Warrior-branded bash plate, front Warrior-embossed bumper valance, a black grille, Patrol Warrior decals, black side mirror caps, plus an upgraded exhaust system with bi-modal valve and a unique exhaust tip.

There's also a black flare kit (with grained finish), Warrior towbar (towbar cross member, tongue, harness only, all modified to fit the new, bigger full-size spare), two rear recovery points, Warrior rear bumper valance (with grained finish) and a black chrome tailgate Warrior badge.

The Warrior wheel and tyre package is the Yokohama Geolandar 15 All Terrain tyres (295/70R18) on 18 x 9 J cast-aluminium Patrol Warrior black machined-face alloy wheels.

The Patrol Warrior has a specially modified space for a full-size alloy spare wheel.

Inside, carried-over Warrior-specific touches include an Alcantara Warrior embossed garnish, clear-coated gloss black centre console and centre multimedia fascia as well as leather-accented and Alcantara door trim.

Exterior paint choices include 'Gun Metallic', 'Moonstone White', 'Brilliant Silver' and 'Black Obsidian'.

What you get in a Warrior for the price compares favourably, especially when cross-shopped with something like a GMC Yukon Denali, another eight-seat 4WD wagon with a V8 – as its price-tag is $174,990, excluding on-road costs. 

The Model Y L gets Tesla’s dual-motor AWD powertrain, with two electric motors producing a total 378kW and 590Nm. That’s enough, Tesla says, to knock off the sprint to 100km/h in five seconds flat.

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.

Tesla is always a little vague when it comes to the size of its batteries, but reports point to the Model Y L carrying a 84Wh (useable) NMC battery.

Whatever the specifics, the range is strong, with Tesla promising a 681km driving range on the WLTP combined (urban/extra-urban) cycle.

It’s also set up for 250kW DC fast charging, which should see you take on 288km in 15 minutes, according to Tesla.

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.

Honestly, it feels like the Tesla Model Y has grown up. I didn’t love earlier iterations of this car and I found the Performance to be fast but lacking any emotional fizz.

This one, though, feels solid and composed, and the power on tap (of which there is ample) is more about effortless progress than it is attempting to offer sports car excitement.

The steering is now nicely weighted and feels direct enough without being too sharp, and the cabin is well insulated, with often the slightly off-putting sort of rubbing noise the steering wheel makes when you turn it the only intrusive sound.

One drawback is a ride that definitely errs on the side of firm. This Model Y L gets electronic damping designed to iron out some of the more jagged stuff, but it still feels brittle in places, and you can definitely feel some sharpness in the cabin. Now, to be fair, it’s not too firm for me, but it might be for you.

Another is a bizarre turning circle which constantly reminds you you’re driving a big bus, especially when you try to complete a tight three-point turn.

But despite its stretched dimensions, I found the Model Y L easy to drive and park in the city, and once you're up to speed with Tesla's operating system (there's no Apple CarPlay or Android Auto), then the screen is pretty easy to use, too.

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 Nissan Patrol range does not have an ANCAP safety rating because it has not been tested.

That said, as standard it has dual front airbags, front-side and curtain airbags that cover all three rows, as well as two ISOFIX points and two top tether points in the second row.

Driver-assist tech includes AEB, rear cross-traffic alert, lane-departure warning/intervention, blind-spot warning/intervention and adaptive cruise control.

Tesla warranty is a these-days-underwhelming five years and unlimited kilometres, while the high-voltage battery is covered for eight years or (a wildly specific) 192,000km.

There’s also five years' of roadside assistance, including puncture repair (a good thing, given the lack of a spare wheel). I also couldn’t find a puncture repair kit and later research suggests Tesla sells them, rather than provides them as standard.

Tesla servicing is condition-based, so there’s no fixed schedule, with a summary on the car’s touchscreen providing a record of when vehicle maintenance was last carried out and prompts for when they should be performed next.

In the absence of a combustion powertrain the emphasis is on things like wheel rotation, balancing and alignment, brake fluid testing, air-con servicing, camera precision, radiator cleaning and high-voltage battery maintenance.

Expecty a ‘Vehicle Health Check’ to come in under $300 with ‘General Diagnosis’ at around $270 per hour.

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.