Toyota Kluger vs Nissan Patrol

What's the difference?

The Kluger Grande Hybrid is outstanding among its peers for fuel efficiency, practicality and ownership costs. It's just that this grade is overly expensive. Really the GXL is the sweet spot in the range for value but you do miss out on some good features such as the sun blinds and leather seats.

That said, hybrid is the way to go with a large SUV, delivering fuel savings and a more peaceful driving experience.

Comfortable, easy, practical and peaceful, that's all parents really want.

Premcar faced a formidable challenge in improving a vehicle as competent as the Patrol Ti, but the Warrior succeeds in achieving the project's four key objectives of enhanced off-road capability, road presence, V8 soundtrack and refinement.

It offers astonishing performance and handling for a vehicle of its size and weight and with its recent cabin technology upgrades, the Patrol Warrior has become an even more desirable package. Fact is, we didn’t want to hand it back, which says plenty.

The Toyota Kluger is the New Balance sneaker of cars. Yep, Toyota has nailed Mum-and-Dad fashion with the look of the Kluger, without any hint of irony.

This generation came out in 2021 and you can guarantee Toyota won’t bring out a new-gen version until about 2028, possibly 2030.

And even then that one will also look like a loaf of bread, just with a different face. Like this one, and the last one and the one before that.

That reminds me, we need bread.

The Kluger looks tough, but not elegant. It looks modern, but not avante-garde. It looks functional and tells the world, 'if it wasn’t for the kids I wouldn’t be driving this'.

Get past the Kluger Grande’s uninspiring exterior and you’ll find a surprisingly upmarket cabin that's full of air and light, well appointed with premium seats as well as a modern and stylish dashboard.

The Grande grade adds some nice trimmings I didn't mention in the features section such as the wood-look elements, ambient lighting, and the soft-touch instrument panel.

The exterior also gains chrome elements in the grille, roof rails and larger 20-inch chrome-look wheels.

There are some elements which bring the tone down in the cabin. The JBL speakers in the windscreen pillars look like big plastic novelty ears and the wood-look trim doesn’t look or feel like wood (why didn’t they use real wood?), but it’s not worth getting uppity about.

Significant changes are focused on the active suspension system, which uses active dampers fitted to each wheel’s coil-sprung suspension arms to serve as shock absorbers and stabiliser bars in one.

This not only provides optimum wheel travel and traction off-road but also monitors cornering forces and distributes hydraulic pressure to minimise body roll when on-road.

Warrior upgrades include a 40mm increase in track width, to provide a wider and more planted stance with only a slight 100mm increase in turning circle.

The body also sits 50mm higher thanks to a 29mm suspension lift and 21mm taller wheel and tyre package, resulting in 323mm of ground clearance, a steep 40 degrees approach angle and 23.3 degrees departure angle with tow-bar fitted.

However, it will still fit under multi-storey or underground car parks with typical 2.0-metre-plus height limits.

There's also unique Premcar hydraulic valve componentry and calibrations to sharpen chassis response, along with revised front springs and new multi-rate rear springs with progressive-rate rear bump-stops.

The Warrior’s heavy-duty off-road hardware has contributed to a higher kerb weight, which Premcar has allowed for in the Warrior’s 120kg GVM upgrade that brings a handy 48kg increase in carrying capacity compared to the Ti. The Patrol’s standard 3.5-tonne braked tow rating is also maintained.

There’s generous space and sumptuous luxury for the driver and front passenger and when I'm seated in the second row, with the driver’s seat in my position, there’s still about 12cm of knee clearance which is admirable space given my 186cm height.

The second-row seats fold and tumble forward to allow easy access to the third-row. However, that convenience causes a space problem for third-row passengers (tall ones at least), because the second-row can’t be slid forward and its backrest angle can’t be adjusted.

So, although Nissan claims an eight-seat capacity in 2-3-3 formation, that could realistically only be achieved with small kids in the rear stalls.

The Kluger is vastly more practical than many of its rivals despite them also being large and seven seaters. 

That’s because the Kluger’s use of space inside is excellent for storage, luggage and people. There’s thoughtful practicality everywhere. 

Take the Kluger’s dashboard, which doesn’t eat into the cabin too much and has built-in shelves running the width from front passenger to driver. 

And the centre console box with its roller door opening that reveals a wireless phone charger and below that deck is a huge hidden space.

There are cupholders in all three rows and generously sized door pockets.

Legroom in the second row is excellent and I can sit behind my driving position even though I'm 189cm tall.   

I could sit in the third row, but my head touched the roof and my knees were getting friendly with the back of the seat in front. As with most third rows in SUVs they’re best suited for kids.

Along with the wireless phone charger there are seven USB ports (five up front and two in the second row).

Three-zone climate control means the second row can set their temperature (this comes on the GXL grade, too), and the Grande adds sun blinds and privacy glass to the rear windows.

The rear doors also open tall and wide making entry and exit easy.

The tailgate opens high so there's less chance of bumping your head and it’s the gesture type which means you use a kick motion to open if your hands are full.

Boot space is excellent. The cargo capacity with the third row folded flat is 552 litres and with the third row up its 421 litres.  

The Warrior’s hefty 2884kg kerb weight is 72kg heavier than the standard Ti due to its unique off-road armoury. Even so, its uprated 3620kg GVM allows for 736kg of load capacity, which should be ample for five adults and their luggage on a trip.

It’s also rated to tow up to 3500kg of braked trailer but with its 7000kg GCM rating (how much it can legally carry and tow at the same time) that would require a 120kg reduction in vehicle load to avoid exceeding the GCM.

Or you could lower the trailer limit by the same amount (from 3500kg to 3380kg) and maintain the Warrior’s maximum load. Either way, these are sizeable and practical numbers for a multitude of recreational pursuits.

Cabin storage for driver and front passenger includes a bottle-holder and bin in each front door, plus a glove box and overhead glasses holder.

The centre console has two small bottle/cupholders and various nooks for small items, plus a large box at the rear with a padded lid that doubles as a plush elbow rest. The console also has two USB-A ports and two 12-volt sockets.

Second-row passengers get a bottle-holder and bin in each door, plus large pockets on the front seat backrests and access to the console box thanks a clever two-way console lid.

There are also two pop-out small bottle/cupholders in the fold-down centre armrest and the rear of the centre console provides separate climate controls, two USB-A ports and another 12-volt socket. There are also bottle/cupholders on each side of the third row.

The large rear luggage area has another 12-volt socket, storage compartments beneath the load floor and multiple retractable hooks for anchoring load straps or nets.

It offers 468 litres of load volume with the third row upright, 1413 litres with the third row folded and a cavernous 2632 litres (or more than 2.6 cubic metres) with the second and third rows folded.

Our ‘Gun Metallic’ test vehicle (one of four Warrior colours) is based on the well-appointed Patrol Ti model. It’s available only with the Patrol’s standard 5.6-litre petrol V8 and seven-speed automatic for a list price of $104,160.

That looks like a bargain compared to the top-shelf model in the LandCruiser 300 Series range, the Sahara ZX, which lists at $146,876.

The Warrior costs $16,260 more than a standard Ti and for that extra spend you get a generous package of unique and well-engineered upgrades.

Exterior changes include a distinctive black grille and door mirror caps, Warrior body decals and badging, Warrior-branded front bumper assembly and an eye-catching red Warrior-branded engine bash-plate.

There’s also 18-inch alloys with taller Yokohama 295/70 all-terrain tyres and a full-size alloy spare, black composite wheel arch flares, stainless steel bi-modal exhaust system with side-body outlet, rear bumper assembly with black valance panel and a bespoke 3.5-tonne towbar with two recovery points.

Although the engine and transmission are the same as a standard Patrol, the suspension has been significantly revised (see Design).

The Warrior adopts a classy and understated interior theme, featuring high-gloss piano black trim elements on the centre console and black Alcantara synthetic suede inlays on the dash (with subtle Warrior branding) and door trims.

The MY24 Warrior benefits from a recent and overdue upgrade of the Patrol's decade-old cabin technology (we tested the pre-upgrade model) resulting in a redesign of the console layout and functionality.

These include a 10.1-inch touchscreen for the six-speaker multimedia system offering the latest in digital radio, Apple CarPlay/Android Auto connectivity and Hema 4x4 navigation, plus wireless smartphone charging and USB-A and USB-C ports. Other technology upgrades include an ‘intelligent’ rear-view mirror and cool-box for the centre console.

By contrast, a foot-operated mechanical parking brake and large analogue speedo/tacho units are quaint reminders of the Y62’s longevity.

If you're concerned a hybrid system will have trouble pulling a large SUV around, let me tell you, the Kluger is powerful and has no problems doing the work. This hybrid SUV could well have more grunt than any car you've ever driven.

Okay, so the Kluger Grande we tested was a petrol-electric hybrid variant which combines a 2.5-litre four-cylinder petrol engine with three electric motors powered by a battery.

The engine’s output is 142kW and 242Nm while the motors make a combined 184kW. The front two electric motors make 134Nm and 270Nm of torque while the rear motor produces 121Nm.

The continuously variable transmission keeps the motion smooth and sends the drive to all four wheels, so yes, the hybrid is all-wheel drive.

The ageless DOHC 32-valve 5.6-litre petrol V8 with variable valve timing produces the same 298kW at 5800rpm and 560Nm at 4000rpm as the standard Ti.

However, the Warrior's unique bi-modal exhaust system offers a choice of mild (using the full-length system) or wild (using a shorter side-exit system) exhaust notes via an internal valve.

The refined seven-speed torque converter automatic transmission has overdrive on its sixth and seventh ratios for optimum highway economy, plus adaptive shift control and the choice of sequential manual-shifting.

The full-time 4WD system offers a locking rear differential, electronic switching between high and low ranges, three off-road terrain modes ('Sand'/'Rock'/'Snow') and hill descent control.

There are plenty of large SUVs with big V6 and V8 petrol engines out there with heaps of power but they use three times the amount of fuel the Kluger Grande Hybrid does. 

I know this first hand. I’ve just tested a V6 powered seven seater SUV which used 20L/100km month in, month out.

I drove the Kluger Grande Hybrid on exactly the same roads every day, doing the same things like school drop offs, the supermarket run, swimming lessons and the work commute and it used 6.6L/100km. I measured this at the fuel pump.

So, 20L/100km for another V6 seven-seater SUV or 6.6L/100km for the Kluger Grande Hybrid? Which would you prefer?

Toyota’s official consumption figure for the Kluger Hybrid is 5.6L/100km (based on a combination of open and urban roads) but mine was mainly suburban and city driving when more fuel is used.

The Kluger Hybrid has a 65-litre fuel tank which means a range of approximately 1160km is technically possible.

The Kluger Grande Hybrid doesn't need plugging in to charge. The battery recharges on the go through regenerative braking.

So, unless you’re a driving enthusiast who loves high-performance or classic cars I’m not sure why you wouldn't choose the hybrid option when it comes to a large SUV. Or a small one.

Nissan claims an official combined average consumption of 14.4L/100km but the dash display was showing 17.5L/100km when we stopped to refuel after 306km of testing which comprised city, suburban, highway and dirt road driving.

Our figure, calculated from fuel bowser and tripmeter readings, was higher again at just under 20L/100km. This admittedly included heavy throttle use exploring the Warrior’s handling and exhaust enhancements, so this consumption would improve with a lighter right foot.

Even so, based on our figures, owners could still expect a driving range of around 700km from its huge 140-litre petrol tank, which expands to 970km based on Nissan’s official figure.

Smooth, easy, comfortable. Let’s be honest, the Kluger is the SUV version of the Toyota Camry and like that sedan it’s not trying to be a performance vehicle.

Besides, as a dad of small children, smooth, easy and comfortable is all I want these days. I’m still hurting all over after giving piggybacks down a hill all after yesterday. I think I’ve punctured a lung or something. So yeah, smooth, easy, comfortable please and dull sounds good to me right now.

The hybrid powertrain with the continuously variable transmission means motion is smooth with no jerky gear changes and at lower speeds the Kluger glides in silence under the power of just the motors.

If you've never driven an EV before a hybrid like this is the perfect place to start. There's no plugging in to charge yet at low speeds it operates just like an electric car, moving silently and smoothly through the world.

It's serene and makes traffic far less taxing with no gear changes or idling engine.

The steering is light and accurate, while the visibility is good making the Kluger easy to pilot and park.

The suspension is set up for a composed ride and this is helped more by the big, comfy seats.

The Kluger Grande Hybrid isn’t fast in a straight line, but it isn’t sluggish either. The combination of the torque from the electric motors and petrol engine make it feel just as quick off the mark as some V6-powered SUVs I’ve driven lately.  

My wife and I had no trouble finding comfortable driving positions, thanks to its combination of a height/reach-adjustable steering wheel, prominent left footrest and 10-way power adjustable driver’s seat.

The big V8 has a muscular deep-chested rumble at idle, which changes to a full-throated roar when you prod the accelerator hard enough to redirect the exhaust flow through the shorter side-pipes.

The Patrol comes standard with fantastic ride and handling thanks to its active suspension, but Premcar’s input has that ‘special vehicle’ feel to it.

With its wider track it feels even more surefooted on the road, which combined with revised hydraulic valving and spring rates provides a more responsive driving experience that doesn’t compromise its supple ride quality.

It feels lighter and more agile than you’d expect for a high-riding SUV that weighs more than 2.8 tonnes.

The 5.6-litre V8 is a torque monster, with 90 per cent of its generous 560Nm on tap from only 1600rpm. You can rev it all the way to 5800rpm to extract its 298kW of peak power, but we found the most rewarding performance was to revel in its abundant surge of pulling power below 4000rpm.

On the highway it requires only 1750rpm to maintain 110km/h, making it an effortless and quiet road-tripper, given low tyre and wind noise combined with low engine noise courtesy of the bi-modal exhaust using the full-length system in cruising mode.

Overall, this is a fun and rewarding vehicle to drive, within the obvious limitations of a large 4x4 wagon.

The Nissan Patrol is unrated by ANCAP but comes with driver and front passenger front and side airbags plus full side-curtain airbags that span all three rows.

There’s also AEB, an around-view monitor with moving object detection, front and rear parking sensors, lane-keeping, blind-spot monitoring, rear cross-traffic alert, tyre pressure monitoring and more.

The second-row has ISOFIX child restraint anchorage points and top-tethers on the two outer seating positions and there's another top-tether for the third row.

The Kluger Grande Hybrid is covered by Toyota’s five-year, unlimited-kilometre warranty. The hybrid battery is covered by an eight-year/160,000km warranty.

Servicing is needed annually or every 15,000km and is capped at $265 per service for the first five years.

Nissan provides a five-year/unlimited km warranty (plus five-year roadside assist) for the Patrol Ti base vehicle, which Premcar matches with its own five-year warranty covering the Warrior conversion.

Scheduled servicing is every 12 months/10,000km, whichever occurs first.

Capped-price servicing for the first five scheduled services totals $3019, or an average of $603.80 per service.