Nissan Patrol petrol engine. Is it worth buying a used Nissan Patrol Y61 series? We will go a different way...

Text: Andrey SUDBIN
Photo: Alexander DAVIDYUK

When we were preparing material about the Nissan Patrol for the previous issue, we were going to include a story about the latest generation of the model. And indeed, from a technical point of view, the Patrol GR with the factory index Y61 is not so different from its predecessor, and prices on the secondary market for the Y61 of the first releases are almost equal to the prices for the relatively fresh Y60. But when the magazine article began to swell to the size of a brochure, it was decided to move Y61 to the next issue. That, in fact, is the whole background...

Nissan designers began creating a new generation of the flagship off-road line in the second half of the 90s of the last century. It was simply impossible not to do this: competitors were not asleep, and very alarming rumors were leaking from the headquarters of the Toyota concern. However, when creating a new car, Nissan specialists decided that it was not worth instilling good road manners in the Patrol model at the expense of abandoning eternal off-road values. Maybe they simply foresaw that most companies would follow the “asphalt” path? After all, at that time, sociological data claimed that most owners of expensive SUVs simply never drive off the asphalt.

We will go a different way...

As a result, Nissan decided to defy the elements. The company hoped to attract those customers for whom the reliability of the car and its ability to overcome “directions” were no less important than driving comfort. Well, if this is so, then they don’t look for good from good, and the car with the Y61 index, without major changes, inherited the frame and the entire chassis of the previous model. Moreover, the off-road capabilities of the new flagship have even increased due to the use of an unlockable rear stabilizer. By the way, a similar design, only with a manual drive, had already been tested on the Nissan Safari Y60 sold on the Japanese market, and it really showed its effectiveness in terms of improving suspension articulation on rough terrain. True, the Y61 driver was relieved of the responsibility of pulling the T-shaped handle, similar to the handbrake actuator of cars of the 50s, and remembering the need to restore the integrity of the stabilizer when driving onto the asphalt. On the new model, to open the stabilizer, it was enough to press a button, and the reverse process occurred automatically when the speed reached 30 km/h.

Another innovation was supposed to increase the rating of the Nissan Patrol as a universal car. I'm talking about the front wheel freewheels. The fact is that hubs with manual switching are very reliable, but inconvenient in everyday life, and it’s not good for the owner of an expensive car in a Brooks suit to get out of the cab and manually turn the switching flags. On the other hand, automatic clutches don't stand up to serious off-road use. To resolve this contradiction, Nissan designers have developed unique automatic hubs with the ability to force them to close.

As for the general proportions of the body, they remained the same, although the outline of the car changed in the most radical way. The design of the interior has also changed: it has become more comfortable and “richer”, but the “polished” relative position of the seats and controls on previous models has been preserved.

And instead of a heart?..

At first, the Nissan Patrol Y61 inherited the range of engines from its predecessor. The RD28T turbodiesel with a volume of 2826 cm3 was mainly intended for Europe, and the 4.5 liter TB45E petrol six and the TD42 diesel were intended for other markets.

The official debut of the model took place at the Frankfurt Motor Show, and the presentation for journalists took place in the fall of 1997 in Barcelona. At the same time, its mass production began in two forms - a three-door short-wheelbase and a five-door long-wheelbase. These cars belonged to the 1998 model year, and therefore in the relevant literature, as a rule, it is indicated that the Nissan Patrol Y61 has been produced since 1998. Well, in the year of the new millennium, Patrol received a new power unit - a 4-cylinder turbodiesel ZD30 with a displacement of 2953 cm3, intermediate cooling of the charged air, direct fuel injection controlled by an electronic fuel injection pump, and a combustion chamber in the piston. This engine developed 158 hp. at 3600 rpm and produced 354 Nm of torque at 2000 rpm. In 2003, another change took place in the engine line: instead of the 4.5-liter TB42 “six”, the TB48 engine with a volume of 4759 cm3 and a power of 245 hp went onto the assembly line. By the way, the only European country where cars with this engine are supplied is Russia. In the depths of Nissan headquarters they finally decided that the policy of 100% dieselization in our incomprehensible country leads to loss of customers and losses. In addition to the new engine, the Patrol received a new five-speed automatic transmission with manual gear shifting.

Finally, in November 2004, the updated Nissan Patrol was presented to the public. Restyling affected the interior and most of the external panels; the car received new bumpers and optics, but remained quite recognizable. Seven years on the market is a long time, and cars called the “new Patrol” are beginning to change their owners. So what are the risks of buying such an SUV? Experts testify that there is nothing to be afraid of, although the Patrol Y61 still has some problems.

Black Mark

We will start, as always, with the engines. The advantages and disadvantages of the RD28T, installed on cars produced in 1998–1999, are well known, and we described them in detail in the last issue of the magazine. By way of “recapitulating”, let’s just say that their cylinder head cracks and burns out, and the fuel injection pump, as a rule, requires a rebuild after 300 thousand kilometers. However, there is no Patrol Y61 with such mileage on the market yet, so buying a car with a “sick” fuel injection pump is unlikely. For the same reasons, turbine-related problems are also unlikely. Well, replacing the timing belt and rollers after purchasing is a procedure recommended for all models and engines. In any case, this must be done after every 100 (and in our conditions - after every 90) thousand kilometers. Let us remind you that replacement work costs $90, the original belt costs 1200 rubles in the store and $75 at the dealer. The videos will cost 1,500 rubles for original ones or 1,000 rubles for non-original ones.

As for the ZD30 turbodiesel, the first enthusiasm for its power, elasticity and low noise subsided quite quickly. The company even had to conduct a recall campaign due to problems with the cooling system and piston burnout. In general, when purchasing a car with such an engine, it is advisable to immediately check whether all the required manipulations to replace a potentially defective unit have been carried out on this car. The piston groups of the “old” and “new” types differ in appearance, but in order to see this, you need, as you might guess, to disassemble the engine. Fortunately, all dealers have a database that allows you to check whether the piston group on a given car has been replaced. In addition, special tags were placed on cars that passed through the campaign. Most likely, these works have already been completed on the car you have your eye on, but there is still some possibility that the car was not serviced by an official dealer after import and did not go through a campaign. In this case, you will need 5850 rubles for a set of oil scraper rings and 2670 rubles for each piston.

Water in diesel fuel

Another standard problem with the ZD30 is related to the hydraulic serpentine belt tensioner, which drives all the attachments on this engine. According to statistics, it is this unit that accounts for the majority of warranty repairs. If the previous owner of the car was lucky and the tensioner did not cause him any trouble, which cannot be said about you (that is, problems gradually accumulated), then prepare 4,750 rubles for a new tensioner or 2,490 rubles if you can get by with replacing the damper, plus a certain amount for the work. However, the main cause of illness in this engine is water in diesel fuel. Of course, the amount of moisture that forms from condensation in the tank is determined by the sensor and is not something fatal, but if one and a half to two liters of H2O enter the tank, then this is a completely different story. The electronic components inside the pump are not protected in any way, since in theory they should work while completely immersed in diesel fuel. Water is like death for them! The injectors on the ZD30 are non-separable and can only be replaced as a whole. They cost 11,950 rubles per piece, but glow plugs are inexpensive - 900 rubles each. Fortunately, this engine can be diagnosed by the Consult system by simply connecting a computer to the appropriate connector. Of course, not all parameters are read, but most of the most important indicators can be determined without disassembling the machine. This procedure is not too expensive, and it is unwise to neglect it when purchasing. There are no special problems with the body kit (generator, starter), everything is the same as in all models. The generator is located on the top right side and does not suffer too much from contamination. Sooner or later, the owner of a turbodiesel car will have to deal with turbine failure. The “original” unit costs 32,970 rubles, and the “non-original” one costs 27,000.

Fantastic reliability

There is practically no data on the statistics of breakdowns of TB45 and TB48 gasoline engines. In Russia, 4.5-liter engines are quite rare, since cars equipped with them were not officially delivered to us, and cars with a 4.8-liter engine are still too young.

As for other systems, primarily the chassis and transmission, then, as I already said, they are almost the same as those of its predecessor, the Patrol Y60, famous for its fantastic reliability. Moreover, the front axle (“the Achilles heel” of so many SUVs) on the 61st model received more powerful constant velocity joints and became even more reliable. In the previous issue we described in sufficient detail all the problems of our predecessor. Most likely, over time, these same diseases will become characteristic of Y61.

And again the hubs

For now, we can only mention two specific “sores” of the model. Firstly, the unlockable rear anti-roll bars become loose and begin to knock. The most curious thing is that this play has virtually no effect on the car’s behavior on the road. But if it comes to replacement, then you will have to pay 58,580 rubles. Secondly, hubs may fail. Most often, this happens solely through the fault of the owners who are too lazy to switch them from Auto mode to Lock mode when going off-road. There is nothing surprising in this, because in this case the Patrol GR freewheels begin to behave exactly like any automatic clutches. A hub breakdown will lighten your wallet by 9,450 rubles. By the way, cars imported from the Middle East often do not have freewheels at all, and instead of these devices there are ordinary flanges that ensure constant engagement of the front wheels with the axle shafts.

Workhorse

New owners should take into account that body repairs on the Patrol Y61 are somewhat more expensive than in the case of its predecessor. So, the front fenders cost 10,500 rubles each, the rear ones – 24,360, the thresholds are supplied only with the doorway and cost 25,710. Lighting equipment is also more expensive: headlights cost 6,600 rubles, and rear lights – 1,950 rubles.

Average prices for used Patrol Y61 have already fallen quite significantly compared to prices for new cars, but they are still far from reaching the critical threshold of $10,000. So is it worth buying such a car? In my opinion, if you need a reliable “workhorse” for hunting, dacha and travel, at the same time comfortable enough for daily use in the city, and you can afford to spend about 20 thousand dollars on a car, then the answer should definitely be positive. After all, problems of a criminal nature in relation to these machines are extremely rare, and serious financial investments after purchase, as a rule, are not required. In any case, finding a 1998–2000 Patrol Y61 in excellent condition is quite possible.

The editors would like to thank the following for their assistance in working on the material:

Genser auto center (785-7700)
Almera company (232-3165)
Barracuda company (424-6949)

Simply perfect Valentin SHMIGELSKY. Nissan Patrol (2001) 3.0 l engine (diesel), automatic transmission, five-door body With this purchase I made my long-time dream come true. From the moment the production of Nissan Patrol began, I was simply sick of them. I've owned a lot of cars, but it's the Patrol that gives me the most pleasure. I haven't had any problems with it yet. Before this, the only diesel car I had was a Mitsubishi Pajero, and I had a hard time with it, but the Patrol did not let me down even in these frosts. For the family, for the dacha, for fishing - in a word, just a universal machine. The capacity is huge - fold the seats down and take whatever you want to the dacha. Well, since we constantly go fishing and carry boats with us, the Patrol is an ideal option for this. You drag a ton behind you, but the car doesn’t even feel it. I travel around Moscow quite a lot and often, and I don’t feel any problems with the dimensions. They often say: “Oh, it’s a big car,” but in reality it’s very easy to drive.

I have the Emirati version Dmitry LYSAKOV. Nissan Patrol (1998) 4.5 l engine (gasoline), automatic transmission, five-door body I've had this car for exactly a year; I registered it last February. The car was born in Russia, in Moscow, so it rotted, and the body had to be welded and painted, especially since the car never had anticorrosive treatment. I had to do something mechanically as well. When I bought the car, there was a gas pump from a Zhiguli. Now from Volga. The guides in the brakes had become sour, but that was all it took to buy rubber bands. The automatic machine works, I changed the oil in it, of course. Now I don’t really like how the hubs work, they sometimes knock, but they tell me that they can be sorted. And nothing major has broken yet.

Pad replacement only Roman KOVALEV. Nissan Patrol (2000) 3.0 l engine (diesel), manual transmission, three-door body The mileage is currently 76 thousand. I have been driving a Nissan Patrol for a long time, since 1993, but I switched to the Y61 in 2000 and have no intention of changing the brand. What attracts me most about these cars is the price-quality ratio and reliability. The car has been in Russia since birth, and so far nothing major has broken down. In general, cars with a 2.8 engine have problems with the injection pump and with the cylinder head, which can crack between the valves, and antifreeze begins to flow out of these cracks. The second “sore” is freewheels, which often fail if used incorrectly. Everything else about these cars is reliable. The three-liter engine has problems with the intercooler and the turbine, which rarely lasts more than 150 thousand.

I'm not a racer Vladimir POLYAKOV. Nissan Patrol (1997) 2.8 l engine (diesel), manual transmission, three-door body The car was released at the end of 1997, that is, it is from the very first series. In Russia since 1999. The car had two owners: the first was Belgian, the second was me. The mileage of the car is 220 thousand kilometers, of which I drove about 180 thousand. The car has never let me down anywhere, and mostly only consumables have been changed. There were no problems with the engine either, although I know many people have had problems with the cylinder head. But, firstly, I’m not a racer, I try not to force the car, I drive on the highway at a maximum of 120–130 and I think that this is quite enough. On moderate off-road conditions there are no problems, but where even a tractor can’t get through, why bother? On the highway, the short wheelbase still “goats” a little, five-door cars go softer. In the city - no problems, except that the Patrol is generally harsh. It eats little, has enough maneuverability, and parking, especially in winter, is not difficult—it can drive into any snowdrift and park it.

Until 2000, then it was replaced by the ZD30.
Power 129 hp at 4000 rpm.
Torque 252 at 2000 rpm.

The main problem with the engine is burnout of the cylinder head. Rarely more than 200 t. km. passing by.
The turbine usually dies at 150 thousand km. The injection pump is quite sensitive to the quality of the fuel; it is better not to refuel at questionable gas stations. The cylinder block is quite reliable.
This engine does not provide sufficient dynamics for a long patrol.

The Zd30 engine has been installed on the Y61 from 2000 to the present day.
Power 160 hp at 3600 rpm.
Torque 323 at 2000 rpm.
Consumption in mixed mode is 12-17 liters.
A rather problematic engine was recalled by the company in 2000, while the oil volume was increased from 5 to 8 liters and other minor improvements. In 2004, changes affected the cylinder block. For engines produced before 2004, cylinders burn out or pistons burst, usually before a mileage of 200 thousand km. There are no adequate statistics on the failure of engines manufactured after 2004. The turbine usually dies within 150 - 200 tr. The fuel injection pump is sensitive to fuel quality and can end its life within 150 - 200 tr.
This engine provides quite comfortable dynamics for driving on a long patrol.

Installed on Nissan Patrol Y60 and Y61. On Y61 it was installed only for cars of the Arab market. It’s hard to find such a car in Europe.
Power 145hp at 3600 rpm.

Consumption in mixed mode is 10-15 liters.
The engine is a legend. A meringue of breakdowns can travel 500 - 1000 thousand km. Up to 300 tk. problems are rare. Digests almost any fuel (especially engines before 1994). It has rather modest dynamics.

Power 160hp at 3600 rpm.
Torque 331 at 2000 rpm.
Consumption in mixed mode is 13-18 liters.
The same as the TD42 only with a turbine, it was supplied only to the Japanese market. A dream, not an engine.

TV42

Analogue TD42 petrol only

TV45

Installed on patrols until 2003
Power 200 hp at 4400 rpm.
Torque 348 at 3600 rpm.
Consumption in mixed mode is 18-30 liters.
Very reliable engine, problems usually do not arise. Only in Russian gasoline conditions do you need to change spark plugs quite often.

TV48

Replaced TV45.
Power 245 hp at 4800 rpm.
Torque 400 at 3600 rpm. Consumption in mixed mode is 15-25 liters. Very reliable engine, problems usually do not arise. Only in Russian gasoline conditions do you need to change spark plugs quite often.

Until 2000, then it was replaced by the ZD30.
Power 129 hp at 4000 rpm.
Torque 252 at 2000 rpm.

The main problem with the engine is burnout of the cylinder head. Rarely more than 200 t. km. passing by.
The turbine usually dies at 150 thousand km. The injection pump is quite sensitive to the quality of the fuel; it is better not to refuel at questionable gas stations. The cylinder block is quite reliable.
This engine does not provide sufficient dynamics for a long patrol.

ZD30

The Zd30 engine has been installed on the Y61 from 2000 to the present day.
Power 160 hp at 3600 rpm.
Torque 323 at 2000 rpm.
Consumption in mixed mode is 12-17 liters.
A rather problematic engine was recalled by the company in 2000, while the oil volume was increased from 5 to 8 liters and other minor improvements. In 2004, changes affected the cylinder block. For engines produced before 2004, cylinders burn out or pistons burst, usually before a mileage of 200 thousand km. There are no adequate statistics on the failure of engines produced after 2004. The turbine usually dies within 150 - 200 tr. The fuel injection pump is sensitive to fuel quality and can end its life within 150 - 200 tr.
This engine provides quite comfortable dynamics for driving on a long patrol.

TD42

Installed on Nissan Patrol Y60 and Y61. On Y61 it was installed only for cars of the Arab market. It’s hard to find such a car in Europe.
Power 145hp at 3600 rpm.

Consumption in mixed mode is 10-15 liters.
The engine is a legend. A meringue of breakdowns can travel 500 - 1000 thousand km. Up to 300 tk. problems are rare. Digests almost any fuel (especially engines before 1994). It has rather modest dynamics.

TD42T

Power 160hp at 3600 rpm.
Torque 331 at 2000 rpm.
Consumption in mixed mode is 13-18 liters.
The same as the TD42 only with a turbine, it was supplied only to the Japanese market. A dream, not an engine.

TV42

Analogue TD42 petrol only

TV45

Installed on patrols until 2003
Power 200 hp at 4400 rpm.
Torque 348 at 3600 rpm.
Consumption in mixed mode is 18-30 liters.
Very reliable engine, problems usually do not arise. Only in Russian gasoline conditions do you need to change spark plugs quite often.

TV48

Replaced TV45.
Power 245 hp at 4800 rpm.
Torque 400 at 3600 rpm. Consumption in mixed mode is 15-25 liters. Very reliable engine, problems usually do not arise. Only in Russian gasoline conditions do you need to change spark plugs quite often.

The Nissan Patrol Y61 series has been produced since 1997 for thirteen years. A very powerful frame, dependent suspensions with axle beams, a two-stage transfer case with manual control... A classic design, worked out on the predecessor of the Y60 series: there was almost no talk about childhood diseases. What about the elderly?

They say that in the silence you can hear how rust wears away the metal of old cars. This is about the Patrol: it’s not without reason that Nissan’s proprietary warranty against through corrosion for it was cut in half - to six years. On cars of the first years of production, corrosion is most easily detected under the linings on the fenders, sills, pockets of the rear wheel arches, as well as on the underbody. It is better to cover the number plate on the frame with an anti-corrosion agent: it will rust. And if the hood literally starts to open with a creak, don’t be too lazy to remove the body panel in front of the windshield and lubricate the hinges - having soured tightly, they will eventually fall apart.

“Blooming” elements of chrome trim were often changed during the warranty period. Dampness also affects the electrics - the electrically driven telescopic antenna ($300) and the brush headlight cleaner motors ($180) on cars older than 2002 become sour, the connectors of the wiring openly laid under the bottom rot...

On Russian roads, Patrols with a gasoline engine are rare (less than 8% of cars), but not at all because of reliability problems. Cars with the TB45 six (4.5 l, 200 hp) were not officially sold here (almost all of them are from the Middle East), and the engine itself is rather weak for an SUV weighing under 2.5 tons. Since 2004, cars with a TB48 engine (volume 4.8 liters, 245 hp) could be bought new from dealers, and they had enough power, but few people were satisfied with gasoline consumption of more than 30 liters per 100 km.

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Among the “Europeans” there are simple versions with a fabric interior, without climate control, with unpainted wheel arch linings and on steel wheels, as well as short three-doors with a wheelbase of 2400 mm versus 2970 mm for the five-door version

Therefore, in Russia the most cars (up to 70%) are with a three-liter turbodiesel “four” ZD30DDTI model 1999. In the gas distribution mechanism it has a strong and durable chain, the fuel pump ($5000) and injectors ($200 each) usually withstand 200 thousand kilometers, and the condition of the turbocharger ($2000) needs to be taken a closer look only after 150 thousand kilometers. But fuel equipment often has problems with control electronics, and not every workshop will undertake the repair of a worn-out rotary injection pump. Cars older than 2006 have a weak mass air flow sensor (if it fails, the car loses power), and after 60-80 thousand kilometers you have to change the attachment drive belt tensioner with a damper ($250). Temperature changes in severe frosts often warp the mating plane of the exhaust manifold, which, however, can usually be restored.

Much worse is that after 150 thousand kilometers cracks may appear in the light-alloy cylinder head! And the new head ($2200) will also have to be legalized by the traffic police: for some reason the engine number is stamped on it. In many engines of the first years of production, due to miscalculations in the design of the piston lubrication and cooling system (special nozzles supply oil to the piston bottoms), even with a slight decrease in oil pressure or malfunctions in the operation of the fuel equipment, the pistons burned out. So an engine replaced under warranty in cars older than 2001 is a big plus when purchasing. Just keep in mind that even with modified engines, the risk of piston burnout still remains - the problem was almost completely overcome only after the next modernization in 2005.

The legendary TD42T turbodiesel with a volume of 4.2 liters - it’s a pity, it’s easier to see it in pictures than in life

The most common (and most problematic) Patrol engine is the three-liter ZD30DDTI turbodiesel

In the first years of production, the Nissan Patrol Y61 was equipped with a long-lived six-cylinder RD28T with a volume of 2.8 liters, which first appeared 30 years ago on cars of the 160 series and was perhaps supplemented by an electronically controlled injection pump. The 128-horsepower engine, working at the limit, is prone to overheating, and its long aluminum cylinder head ($1,300) is prone to deformation and cracking. Otherwise, apart from little things like the exhaust gas recirculation (EGR) valve clogged with carbon deposits, a faulty electronic fuel pressure regulator, and leaking crankshaft seals and oil pump and oil cooler gaskets after 150 thousand kilometers, everything is not bad. The fuel pump ($5000) usually lasts at least 250-300 thousand kilometers, and then it can be rebuilt without any problems ($1000-1400). The turbocharging unit ($1,200) can withstand at least 200 thousand kilometers, and for careful owners who change air filters and high-quality oil on time - even 350-400 thousand kilometers. Just don’t forget that the timing drive has a belt, which is better to be changed every 60-80 thousand kilometers to be sure: the consequences of its breakage are very dire.

But the TD42 4.2-liter inline six has neither a belt nor even a chain: instead, there is a gear drive, the existence of which you may not even know about for many years. Oh, this engine, produced since the 80s, is legendary! They say it’s easier to sell a car with it than to torture it. The engine easily overcomes the bar of half a million kilometers, and on Patrols its supercharged version TD42T often lives to a ripe old age with its “native” turbocharger. Only the 1HZ series engines on Toyota Land Cruisers can boast such endurance (AR No. 1, 2010). It’s a pity that finding a Patrol with the TD42 “six” on the secondary market is incredible luck. They were not officially sold here, and the rare examples with left-hand drive are former “Arabs” that are very poorly resistant to corrosion.

The transmission has no frills: a primitive “part-time” (forced front axle) without a center differential in the transfer case. The front end can only be connected at low speeds and on slippery surfaces - otherwise the extended chain in the transfer case will be the first to be consumed ($450).

The Patrol was supplied to us only in a five-door version and in rich trim levels. The leather of the seats is rough, but it is durable and resistant to abrasion.

In addition, the front hubs are connected with semi-automatic clutches (each costs $650), and on heavy off-road conditions the Auto mode is not enough for this - they will have to be brought to the Lock position manually, using a wheelbrace. An entertaining exercise in the middle of a dirt road for the owner of an expensive SUV! But there is nothing to do - otherwise a crunch in the hubs, foreshadowing unforeseen expenses, will appear after 80-90 thousand kilometers. And to prevent the Patrol from becoming rear-wheel drive forever due to jammed clutches, the lubricant in them needs to be changed during each maintenance. By the way, you will have to lubricate both the steering knuckles of the front axle and the driveshaft splines equipped with grease nipples. Then the cardan shafts themselves ($1,500) will last more than 200 thousand kilometers - and will not pull the bearings of the gearbox shanks along with them.

But it is very difficult to finish off the main gears. But do not forget to use the rear axle lock at least from time to time - otherwise the control electric valves of its pneumatic drive located under the hood will turn sour due to inactivity.

Before an off-road assault, the front hub clutches have to be turned on with a wheel wrench (they are locked in the photo), and to disengage them completely you need to drive a couple of meters in reverse

The service life of manual transmissions is directly proportional to engine size, except that the clutch ($400-500) serves the same for everyone - up to 150-170 thousand kilometers. In the “weakest” gearbox paired with the RD28T engine, the gears begin to fly out and the synchronizers begin to crunch after 200-250 thousand kilometers. It has to be sorted out after 300 thousand kilometers ($800-1200). The “mechanics” of cars with a three-liter diesel engine are even more durable, and it seems that the craftsmen don’t even know what it is to repair a manual transmission in Patrol cars with a 4.2TD engine.

And the life expectancy of automatic transmissions (they were combined with any of the diesel engines and, by default, with gasoline engines) directly depends on the operation: usually they do not require repairs ($1500-2000) before 300 thousand kilometers, but a couple of “trophy raids” can easily may sentence them to immediate repair, and to the maximum - usually it is necessary to change burnt clutches.

An antenna on the front wing that has not lost its mobility is very rare on Patrols older than three to five years.

Folding seats suspended along the sides allow you to take two more people on board, but noticeably reduce the volume of the trunk, and over time they begin to creak due to loose fastenings

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Suspension? That's right - there's nothing to break there. But there is one thing - a switchable rear anti-roll bar. It looks like this device was invented by marketers, not engineers: the Patrol’s rear suspension travel is already enormous, and even with a rear differential lock... In a word, the device is of no use, and it’s a mouthful of trouble. Either the hinge on the left telescopic strut ($1000) will break, or the electric drive ($850) will go on strike. After off-road exercises, the delicate mechanism must be cleaned of dirt and dampness. It’s no wonder that after the first breakdown, many owners prefer to install a regular strut ($45), or even remove the stabilizer altogether, putting up with a barely noticeable increase in roll in corners - they say, this is not a racing car.

Otherwise, no surprises. Simple stabilizer struts and bushings are enough for 40-70 thousand kilometers, but along with them, lovers of off-road forays have to change the stabilizer itself ($250) - its rod is rubbed under the bushings. Off-road halving the life of shock absorbers ($150 front and $100 rear) - they usually last 130-160 thousand kilometers. The pivot bearings ($60 each) suffer, and the frequent replacement of suspension springs ($220-260) due to broken bump stops is unknown to those who do not drive off the asphalt.

It's common for Japanese cars to have chrome trim that can't withstand our road chemicals.

Silent blocks ($20-30 each) usually wear out after 100-120 thousand kilometers, and they do it very quietly and unnoticed: so as not to find the places where they are pressed into the levers broken (only Panhard rods are supplied assembled, $180-200), don’t be lazy Check the condition of the rubber bands from time to time. With the same mileage, steering ends ($90 each) and rods ($200-250) may give out, but a leak from a worm-type steering gear ($350 for a bulkhead) occurs only after 250-300 thousand kilometers.

In short, in terms of indestructibility and reliability, the Nissan Patrol can easily compete with a model called the Toyota Land Cruiser. It’s just that you won’t find the “correct” TD42 diesel engine in our country during the day. And the rest of the engines are either problematic or gluttonous... But a Patrol at the age of four or five years is estimated at between 1 million 100 thousand and 1 million 600 thousand rubles, and a completely “living” twelve-year-old car is not difficult to find for half a million. For comparison: a Land Cruiser 100 at the same venerable age costs 200 thousand rubles more, and the difference in price for newer models reaches 700 thousand rubles.

The appearance of rust in the area under the VIN number on the frame side member is caused by dirt flying from under the right front wheel

No wonder the tail light wiring connector is suffering from corrosion.

To change the sliding rear stabilizer strut (pictured) to a regular one, you will have to modify the platform for its attachment to the frame

The drum parking brake is located on the transfer case - driving with the handbrake pulled in, in addition to wear on the pads, leads to overheating and destruction of the transfer case oil seal.

To lubricate the hood hinges, you will have to remove the panel under the windshield

The manual gearbox knob becomes bald after 100 thousand kilometers, but the “mechanics” itself is very durable

From hard off-road driving, the steering damper bends or tears off the “ear” from the Panhard rod

There is a lot of empty space under the huge lid that “eats up” part of the wheel arch trim - in the Arabic versions this is also where the neck of the additional fuel tank with a capacity of 40 liters is located

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Experts Autoreview about the Nissan Patrol (AR No. 17, 2000)

Nissan captivates with its spaciousness: to reach the opposite door, you have to be a basketball player! The gears here have to be changed like on a truck, since the handle is located a little further from the driver and a little higher than we would like. And the transfer case control lever, on the contrary, is closer to the driver.

Nissan's three-liter turbodiesel is not bad. But why is there such a “short” transmission here? The engine instantly revs to a maximum of 4000 rpm, which corresponds to 32 km/h in first gear and 56 km/h in second. As a result, during city driving you have to constantly operate the gearbox lever, which is also characterized by large lateral movements. But fifth gear is great for dynamic overtaking on the highway - the Patrol actively responds to pressing the gas pedal in the range from 120 to 140 km/h. And on long straights, the speedometer needle approaches the 170 mark! But... Nissan's speedometer deceives the driver with rare cynicism, overestimating the maximum speed by almost 20 km/h.

Without changing much technically, the Patrol underwent restyling of the exterior and interior twice - in 2003 and 2006. In the photo - the car in its original form, model 1997

In the Nissan clutch drive we found a vacuum booster similar to those used in brake systems. Thanks to him, the pedal effort was halved. But, alas, the information content has suffered significantly.

The Patrol is equipped with a fairly stiff suspension. Therefore, despite the weak steering, the reactions to turning the steering wheel are clearer and faster here, and there is less roll than in Prado and Pajero. But on uneven roads, the rigid Patrol constantly shakes, which is why the car tracks its trajectory worse when turning. The picture is also spoiled by the lack of reactive action on the steering wheel.

And I completely disappointed the Patrol with its smooth ride. It reacts just as harshly as the Discovery to large bumps, but in addition it shakes passengers quite a bit on “little things”.

Owner's opinion

Dormov Alexey, 26 years old, Moscow, employee of the Ministry of Emergency Situations of Russia

I have been using Nissan Patrol for the sixth year now - and even went on a Moscow-Magadan-Moscow expedition. Then in a month I covered 21 thousand kilometers, a third of which were on dirt roads. And all the troubles - the front springs burst into three parts, because of which I drove for two thousand kilometers with the axle lying on the bump stops, and with each oil change, after 7500 km I had to tighten the front wheel bearings.

In the snowy winters of the Moscow region, convenient towing eyes come in very handy - in the mornings more than once I had to go to friends who were stuck at their own houses, simultaneously saving another half of the yard. And in the cold it’s good in the Patrol: with two standard “stoves” their fans do not need to be turned on at high speeds. The suspension is amazing: I never slow down in front of potholes, and the silent blocks last up to 100 thousand kilometers.

As my experience and that of my friends has shown, services are willing to undertake repairs to the Patrol, but many do it illiterately. For example, after fords and mud baths, it is imperative to check the presence of water in the steering knuckles, wheel and pivot bearings, and axles. Steering knuckle seals often need to be changed, and during assembly, the tension in the bearings must be adjusted with gaskets. The operation takes about eight hours, and if they did everything much faster for you, then most likely they cheated.

Engine maintenance is even worse: on the ZD30, few “unofficials” know how to check the thermal clearance in the valves, although the operation is simple, requiring only shims. And for the TD42 motor, many parts have to wait up to a month - fortunately, it is the least problematic of all the motors.

Another good thing about Patrol is that you can repair a lot of things yourself, even in the field - even the clutch can be changed without a hole. By the way, if you are not replacing it for the first time, do not forget to carefully inspect the surface of the flywheel - it is covered with cracks (they can be sanded, but it is better to replace the flywheel), and in addition to the clutch kit, immediately change the sealing covers and springs of the release bearing and fork. But if the crankshaft oil seal does not leak, it is better not to touch it.

By the way, from experience, it is better to install original spare parts on the Patrol, especially oil seals. Yes, they are a little more expensive, but you can forget about the next repair for a long time.

(restyling 2014) has almost the widest arsenal of tools for conquering off-road conditions among all Nissan models. Under the hood of the car there is only one power plant option, but what a 5.6-liter naturally aspirated V8 engine with an output of 405 hp. (560 Nm). It is paired with a 7-speed automatic transmission. The tandem provides good dynamics, allowing the almost three-ton colossus to reach the speed limit of 100 km/h in just 6.6 seconds.

The All Mode 4×4 all-wheel drive system, based on the original rear-wheel drive design, is responsible for the distribution of torque between the axles of the Nissan Patrol. The suspension is completely independent. Both front and rear use double wishbone designs, complemented by a hydraulic roll control system (HBMC). The car's ground clearance is an impressive 273 mm.

A gasoline engine with a decent cubic capacity is clearly not designed for fuel economy. According to the passport data, on average it consumes about 14.5 liters of fuel. The actual fuel consumption of the Nissan Patrol is close to 20 liters per 100 km.

Technical characteristics of Nissan Patrol 5.6 petrol - table:

Nissan Patrol engine characteristics

The VK56VD engine with a displacement of 5.6 liters is capable of delivering up to 405 hp. power with a peak torque of 506 Nm. Optimal traction characteristics and throttle response are achieved thanks to a number of technological solutions. Thus, a direct injection system with a high-pressure pump and nozzles that spray fuel directly into the combustion chamber under a pressure of about 15 MPa helps to better fill the cylinders and reduce detonation. The VVEL variable valve timing and valve lift control system increases engine power, increases efficiency, and reduces exhaust emissions. The engine timing valves have a diamond-like coating; the clearance is adjusted by selecting pushrods. The camshafts of both banks of cylinders are driven by a chain drive.

Technical characteristics of the VK56VD engine:

Transmission

The RE7R01B seven-speed torque converter transmission provides a wide ratio range and smooth gear changes. Manual gear shifting is possible with the appropriate position of the gearshift lever.

Nissan Patrol Y62 all-wheel drive diagram

The Nissan Patrol all-wheel drive system, called All Mode 4×4, is built according to the so-called Torque-on-Demand scheme (“torque on demand”). In this case, there is an initial rear-wheel drive layout, which provides for the connection of the front axle when the rear wheels slip or forcibly. There is no center differential, and the distribution of forces is managed by an electromechanical clutch installed in the transfer case housing along with the reduction gear. The rear differential is equipped with a locking mechanism actuated by a solenoid valve.

The drive operating mode is selected using a washer. In the Auto position, the torque ratio changes from 0:100 to 50:50 automatically, based on readings from multiple sensors. Switching to 4H mode leads to blocking of the center coupling and forced connection of the front axle. In 4L mode, the “lower gear” is activated, having a gear ratio of 2.679:1. You can rigidly lock the rear differential using a button located in the same block as the rotary drive control switch.

Overcoming certain sections of the road will be greatly facilitated by preset settings that affect the operation algorithm of the drive and a number of vehicle systems. They are activated by buttons on the same puck. Available options are Asphalt, Sand, Rocks and Snow.