- Doors and Seats
5 doors, 7 seats
5.6i, 8 cyl.
- Engine Power
Petrol (95) 14.4L/100KM
7 Spd Auto
5 Yr, Unltd KMs
- Ancap Safety
It’s the biggest bus on the block, presenting a winning combination of form and function for adventurous families, but the 12-year-old platform is very much showing its age
- Huge space for people and luggage
- Comfortable long-distance cruiser
- Very little will stand in its way, on or off-road
- By gosh it’s thirsty
- Technology is dated across the car, and still a shame we didn’t get the updated dashboard
- It’s so big!
Space and time. Dimensions that are, despite any amount of thinking or persuasion, infinitely measurable, but measurably finite.
Nothing you do will stop, slow or reverse the omnipresent ticking clock of time, nor will an inanimate object fundamentally change the volume of space it occupies.
And while this may seem like a very philosophical introduction to a review of a 2022 Nissan Patrol Ti-L, it is both space and time that ultimately define this car the most.
The three rows of seats provide generous seating for seven, and with all positions in place, there is still a 467-litre boot. That’s more room than two Toyota Corolla hatchbacks combined (217 litres each).
And, under the bonnet of the $95,115 range-topping Ti-L, the 298kW/560Nm 5.6-litre V8 has more than twice the displacement (actually almost three-times) and twice the output of said Corolla too.
There are slick wrap-around LED headlamps, 18-inch alloy wheels, a cooler in the centre console, a powered tailgate, roof rails and lower front fog lamps too.
But like some mythological paradox, for all the space in the world the Patrol offers, it is simply trapped at a point in time that isn’t quite today. Nor is it yesterday, last week or even last year.
The Y62-generation Nissan Patrol has been on sale here now for ten years (although launched globally two years prior), and although left-hand drive markets scored a snazzy interior update in 2020, the Australian car remains a snapshot of 2010, trapped and wrapped in a glossy wood-trim veneer.
So not unlike Aladdin’s genie who balanced unlimited cosmic power with an itty-bitty living space, the Nissan Patrol provides commodious volume and capability, providing you like to live in a world that peaked at iPhone 4.
I have often wondered within the sizable confines of the Nissan Patrol if the tri-zone climate control is enough to create individual weather systems between the first and second row.
As yes, it’s huge. Enormous. Gargantuan. For some quick context, you can’t reach the passenger door handle from the driver’s seat.
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The double-hinged centre console feels acres wide. The rear passengers a suburb away.
You do get masses of storage though including a sunglasses holder, cup holders, a pair of USB ports and a 12-volt outlet in the front console plus another 12-volt and a key holder in the coin tray.
Entry to the rear is also massive, with big doors and big steps leading to almost an aisle in front of the seat base to move into.
Here there are more USB ports and cup holders, plus temperature controls, and while there is a centre armrest, it’s really flimsy so not something I would be getting the rear passengers to use to put drinks in.
Flipping the seats to access the third row is best done by an adult as they move sharply and could cause problems for children. Once there, there is room enough for teens, although not for a long trip. The Ti-L only offers two seatbelts in the rear-most row whereas the lower-grade Ti has seating for three across, making it an eight-seater.
For cargo, the boot is big with all three rows in place (467 litres), massive with these folded for a five-seat layout (1413 litres) and positively cavernous if you need to use the whole back of the car to shift a small building (2623 litres).
Worth noting that getting that third row back once you’ve folded it is an effort for me at over six-foot. Those handles are a long way away for younger or shorter operators. Plus the powered boot is very long and heavy to stop, which means you need nothing behind you for a few meters in case it hits something.
All said though, the Ti-L gets plenty of niceties, including heated and ventilated seats, a cool-box in the centre console, a powered steering column and a tilt-slide sunroof.
And who doesn’t love pleated leather on the door cards!
|2022 Nissan Patrol Ti-L|
|Boot volume||467L seats up / 2623L seats folded|
Infotainment and Connectivity
If there’s a point that underscores the age of the Patrol, it’s that the 8-inch colour touch screen offers input for an iPod, but no support for Apple CarPlay.
From display to user-experience design to the overall interface, the media system is old. I used to joke that the reason Nissan called their premium brand Infiniti was because that was how many buttons were thrown onto the dashboard to support all the new features. It’s much the same here.
There’s no elegance or well-thought-out implementation across the Patrol’s expansive wood-grained dashboard either, just buttons, buttons and more buttons. Plus a CD player.
In terms of features, you get a basic navigation system, but no DAB radio. Even the rear-seat entertainment screens require a DVD to play video, and in the world of iPads and streaming video, they are just never going to be used.
On the upside, the 13-speaker BOSE sound system is pretty good.
Nissan has done an impressive job of keeping the suite of safety technology on the Patrol reasonably up to date.
The car includes blind-spot and lane-change intervention, rear cross-traffic alert, adaptive cruise control and a surround-view camera as part of the standard equipment list. It is worth noting that the AEB (Autonomous Emergency Braking) function is for low-speed only and doesn’t include pedestrian or cyclist detection, but the curtain airbags run the full length of the car and support all three rows.
However, there is no safety rating for the Y62 Patrol through ANCAP or EuroNCAP.
It would probably drive through the wall if they tried.
|2022 Nissan Patrol Ti-L|
|ANCAP rating||Not tested|
Service intervals on the Patrol run at 12 months or 10,000km with costs capped for the first six services.
This makes three years of ownership run to $1378 and five to $2594, which does put the big Nissan on the pricer end of the scale. Pair that with the thirsty fuel consumption and the family budget will need to be well planned to support a new Patrol in the driveway.
|At a glance||2022 Nissan Patrol Ti-L|
|Warranty||Five years / unlimited km|
|Service intervals||12 months or 10,000km|
|Servicing costs||$1378 (3 years), $2594 (5 years)|
Pricing does make the Patrol a bit more affordable than a Toyota LandCruiser (Sahara is $130,381) and Land Rover Defender (130 D300 is $124,150) but it has crept up from where it was in 2019 (when the most recent update was released), priced from $91,990 before on-roads for the Ti-L.
That $3125 lift is moderate in the current climate though, and if you can get your hands on one, the Patrol still offers plenty of car for your money.
We’d suggest stepping down to the Ti at $82,160 as the core car is the same.
|Fuel Useage||Fuel Stats|
|Fuel cons. (claimed)||14.4L/100km|
|Fuel cons. (on test)||17.8L/100km|
|Fuel type||95-octane premium unleaded|
|Fuel tank size||140L|
This is a vehicle that requires a wide-open road to feel at home. Throw the big Nissan onto a freeway to tomorrow, and it’s a relaxed and comfortable tourer.
In fact, we saw fuel use at a 100km/h cruise of 10.9L/100km. That gives the Patrol about a 1200km touring range on its 140-litre (or $350) fuel tank.
The ride in this environment is cossetting and well managed, and it simply eats up the miles. Move to a winding country road and it’s equally at home, provided there is nothing coming the other way.
The Patrol features a suspension system called Hydraulic Body Motion Control which minimises body roll on sharper turns. It’s not as advanced or vehicle-minimising as the active anti-roll system on the Mercedes-Benz GLS, but it does help make the Patrol feel tighter in this environment.
Adaptive cruise control works well enough, as does the lane-keeping aid, but you can tell it is a system that has been adapted to suit the older platform of the Y62. For example, there’s no over-speed control when going down a hill, which isn’t ideal.
While our testing this time didn’t take in any serious off-roading, we’ve used the Patrol in the rough stuff a few times, and the terrain-response dial, low-range gear set and rear differential lock make it a formidable machine.
Just look at how these things are driven in the Middle East, as it should give you an indication as to the capability.
I will say though, that the lower front bumper valance on the Ti-L isn’t going to last long if you go hunting some rutted trails. Maybe hold out for the long-rumoured Patrol Warrior if that is your thing?
Back in town, fuel use will quickly climb to somewhere between the 17- and 20L/100km mark, which means it costs $0.50 each and every kilometre you drive. And that’s assuming you don’t unleash the full onslaught of V8 power every chance you get.
For a near three-tonne beast, the Patrol can get up and boogie when it needs to. The peak of 560Nm arrives at 4000rpm, but the top of the 298kW power range is just shy of a sonorous 6000rpm, with the giant Nissan sounding glorious the whole way there.
There’s no turbocharged surge like an AMG Mercedes or rollercoaster acceleration shove like an EV, just a powerful wind-up of speed, noise and fuel consumption.
Under load like this, the fuel use spikes considerably, and it makes the Patrol a rather concerning car to drive, purely for the thought of what every errant stab of the throttle will cost.
Living with the big Nissan in town is where things become a little concerning too. You’ll worry about garage roof heights, and parking space width, even negotiating narrow streets or complex car parks can be a bit of a challenge.
Without wanting to lower the tone to schoolyard humor, it’s fair to say that when you park the Patrol around the house, you park it AROUND the house.
Jokes aside, it’s easy and light enough to drive, and you’re so high up you can see over everything.
But unless the size of the Patrol’s interior is crucial to your needs, I’d go as far as to say the car is too big for the city. For outer urban and regional buyers though, just make sure your carport is high and wide enough, and you’ll be fine.
|Key details||2022 Nissan Patrol Ti-L|
|Engine||5.6-litre eight-cylinder petrol|
|Power||298kW @ 5800rpm|
|Torque||560Nm @ 4000rpm|
|Drive type||Four-wheel drive|
|Transmission||7 speed automatic|
|Power to weight ratio||108.4/t|
|Tow rating||3500kg braked, 750kg unbraked|
Where do you go when a big car isn’t enough? To a bigger car, that’s where! And to this end, the Nissan Patrol continues to shine.
The Patrol has been a part of Australia’s family adventure landscape for over sixty years, with the second-generation G60 Patrol touching down on local roads and tracks, quite fittingly, in 1960.
Things really took a leap forward in 1980 when the MQ-generation Patrol arrived, which blended rugged capability with family and lifestyle-friendly practicality, all wrapped around bright coloured paint and bold graphic decals.
Subsequent generations of GU and GQ Patrol have only cemented the big Nissan as an iconic family adventure tourer, both seeing decade-long stints in market.
So knowing that the Y62 is knocking on its teenage birthday shouldn’t really be a big surprise, as it’s no deterrent to buyers who simply can’t get enough of the big lug.
Yes, it’s thirsty, and yes it’s old, and yes it’s almost too big for urban living, but if you need this amount of space, then there’s no substitute, irrespective of the year you want to live in.
Think of it this way, Australia is a big country and an old country, proof perhaps that space and time can find a harmonious balance after all.
2022 Nissan Patrol Ti-L Wagon
Interior Comfort & Packaging
Infotainment & Connectivity
James has been part of the digital publishing landscape in Australia since 2002 and has worked within the automotive industry since 2007. He joined CarAdvice in 2013, left in 2017 to work with BMW and then returned at the end of 2019 to spearhead the content direction of Drive.