NISSAN ACCELERATE ISSUE 7

ACCELERATE NISSAN ACCELERATE

WORLD’S TOUGHEST NAVARA The Navara PRO-4X Warrior by Premcar is here!

NISSAN LEADS THE RACE TO ZERO THE LEGACY CONTINUES

All-new Nissan Z arriving in 2022

CONTENTS 4 News 10 LEAF 12 JUKE 16 QASHQAI 20 X-TRAIL 24 Pathfinder 30 Patrol

42 GT-R 46 Z 52 WARRIOR by PREMCAR 76 Nissan Intelligent Mobility 78 Aftersales & Merchandise 82 Rewind

Nissan Accelerate is a half-yearly magazine produced by Nissan Australia featuring news and accessories information, and independent product reviews by some of Australia’s most respected automotive publications.

Prices quoted are Manufacturer Suggested Retail Prices (MSRP) and do not include on-road and other statutory charges. While all efforts are made to include correct MSRP pricing in this magazine, your local Nissan Dealership will confirm final pricing.

All vehicles and grades mentioned in this magazine were offered at time of printing. In some instances vehicle grades and variants may no longer be available, please confirm with your local Nissan Dealership.

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THE LEGACY CONTINUES: ALL-NEW NISSAN Z TO ARRIVE IN MID-2022 Arrival timing locked in for hotly anticipated Z sports car as order bank grows.

The all-new Nissan Z will arrive in mid-2022, with the potently powerful and seductively styled sports car to introduce a new performance icon for Australia.

The new Z is headlined by the hyper-exclusive Proto Spec, with the limited-edition model the ultimate expression of Z. Featuring Ikazuchi (meaning Thunder) Yellow body colour with a contrasting Super Black roof, the Z Proto wears matching 19-inch bronze forged alloy wheels with striking yellow brake calipers, while the interior treatment continues the theme with yellow accents and stitching.

The strictly limited variant will be joined by the well-specified Z Coupe, with both offering the same powertrain and equipment, apart from the Proto Spec’s unique colours and alloys.

That includes the new VR30DDTT — Nissan’s all-new 3.0-litre twin-turbo V6, which is the most powerful engine ever fitted to a Z car.

Performance is at the heart of the new Z, with a mechanical limited-slip differential and launch control standard on both nine-speed paddle-shift

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auto and six-speed manual versions, with the manual featuring an EXEDY clutch and lightweight carbon driveshaft.

The well-equipped cabin includes leather sport seats and leather-wrapped steering wheel, Active Noise Cancellation and Active Sound Enhancement, while an 8.0-inch colour touchscreen hosts Apple CarPlay and Android Auto smartphone compatibility as well as a fullcolour reversing camera.

The excitement is building as the next chapter in the Z story unfolds. So stay tuned.

THE MOST CAPABLE NAVARA ON THE PLANET: NAVARA PRO-4X WARRIOR BY PREMCAR IS HERE The Navara PRO-4X Warrior is the ultimate Aussie ute, with more gear, more capability and unique local engineering.

The Warrior 2.0 is ready to rumble, with the homegrown dual-cab billed as the world’s most capable Navara now available across Australia.

The wild-looking Navara PRO-4X Warrior sets a new benchmark for dual-cab utes in Australia, having been locally designed and developed with trusted local engineering firm Premcar, who added capability and performance as well as new muscular looks.

It's the second Warrior after the previously acclaimed model – also developed with Premcar – was successfully launched in 2019.

“The PRO-4X Warrior by Premcar is a true Warrior 2.0, delivering more technology, more capability and more go-anywhere toughness than any Navara before it,” said Premcar Engineering Director, Bernie Quinn.

“We set out to create the most capable Navara ever, and this new Warrior is exactly that. It’s been engineered from the ground up to tackle the toughest terrain Australia can deliver, all without sacrificing comfort.”

The Warrior 2.0 is based on the Navara PRO4X, but goes further with a genuine Nissan winch-capable bullbar, wider 1600mm tracks and increased ground clearance, now 260mm.

The muscular looks are bolstered by a red Navara-branded bash-plate, Warrior graphics

and chunky Cooper All-Terrain tyres inside unique Warrior wheel-arch extensions.

It’s capable, but no less practical, with the Warrior 2.0 delivering a 3.5-tonne official towing capacity with a 961kg payload in manual guise and 952kg in automatic. A 100kg increase also sees GVM now 3250kg.

This is a ute, but not as you know it. The Warrior 2.0 needs to be experienced to be believed.

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NISSAN’S ADVANCED E-POWER TECHNOLOGY COMING TO AUSTRALIA Nissan’s e-POWER is a ‘best of both worlds’ approach to electrification, and the game changing technology will launch in Australia in 2022.

The e-POWER brand is Nissan’s name for its industry-first hybrid technology, now in its second generation after being offered overseas on the Nissan Note, Serena and Kicks.

“We call e-POWER a best-of-both-worlds solution, offering a driver the key benefits of an EV drive experience without ever having to plug in,” said Nissan Australia Managing Director Adam Paterson.

Like typical hybrid systems, Nissan’s e-Power offers a petrol-powered internal combustion engine teamed with an electric motor and battery pack.

However, where the e-Power differs is in the way it delivers that power: the petrol engine never drives the vehicle, and is only used to charge

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the battery. Instead, the electric motor takes full responsibility for sending drive to the wheels.

There are a number of benefits to the e-POWER approach: the vehicle never needs to be charged, removing the need for charging infrastructure for the end user, while also eliminating range anxiety.

Unlike other hybrid models, it also brings the driving characteristics of a BEV, including instant torque and ‘one-pedal’ driving, with regenerative braking reducing the driver’s need for brake pedal applications. It also means no jarring transitions between ICE and electric modes, as an e-POWER vehicle drives as a true EV. “While a traditional hybrid adds battery power to an internal-combustion engine, e-POWER delivers an EV-like driving experience, including exhilarating acceleration and near-silent operation, all while drastically reducing your fuel use and emissions,” said Paterson.

NISSAN LEADS THE RACE TO ZERO WITH UNITED NATIONS CLIMATE COMMITMENT Nissan is the first Japanese car maker to commit to new UN targets, putting it in first position in the global Race to Zero.

Nissan has become the first Japanese car maker to sign on for the United Nations Race to Zero, as the world unites to limit global temperature increases to 1.5°C. Nissan has also joined the Science Based Targets Initiative (SBTi), mandated for the campaign, which means that Nissan’s carbon reduction targets will be validated by the SBTi. “Through joining the SBTi and participating in these campaigns, we are renewing our determination to work with like-minded companies and local governments around the world to solve the challenges of climate change and realise a sustainable society,” said Nissan President and CEO Makoto Uchida.

“To accelerate global efforts to achieve carbon neutrality, Nissan will continue to address various issues in a responsible manner, including further promotion of electrification. Also at Nissan we

are determined to fulfil our role as a company that will continue to be needed by our stakeholders in the future.”

The United Nations says the Race to Zero is a “Global campaign to rally leadership and support from businesses, cities, regions, investors for a healthy, resilient, zero carbon recovery that prevents future threats, creates decent jobs, and unlocks inclusive, sustainable growth”.

It is also designed to put pressure on world governments to strengthen their commitment to the Paris Agreement as businesses, investors and communities shift towards a decarbonised economy.

Leading by example is a familiar position for Nissan, with the brand having previously pledged to achieve carbon neutrality across its operations and the life cycle of its products by 2050.

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20 YEARS OF ADVENTURE: NEW ST+ JOINS EVEN BIGGER X-TRAIL LINE-UP TO MARK TWO DECADES IN AUSTRALIA After two successful decades of X-TRAIL, Nissan arms up with a new variant and upgrades to one of Australia’s most popular SUVs. Nissan has announced an upgraded MY22 Nissan X-TRAIL as the popular SUV celebrates twodecades on sale Down Under.

The new petrol-only line up sees safety upgrades, as well as the introduction of a new X-TRAIL ST+ variant to deliver even more choice to Australian families.

“Celebrating 20 years of X-TRAIL in Australia is a proud moment,” says Nissan Australia Managing Director, Adam Paterson. “That’s two decades of fun and adventure, with more than 272,000 examples of the X-TRAIL welcomed into families right across the country.

The new five-seat only X-TRAIL ST+ will sit above the entry-level ST, adding sat-nav, an Around View monitor with Moving Object Detection as well as front and rear parking sensors as standard.

The ST model’s generous equipment list hasn’t changed, following a February 2021 update, and includes a 7.0-inch touchscreen with Apple

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CarPlay and Android Auto compatibility, reversing camera and push-button start. The ST and ST+ also include six airbags, AEB with Forward Collision Warning while 4WD models include Hill Descent Control.

Further up the range, the X-TRAIL ST-L and flagship X-TRAIL Ti will have front parking sensors added as standard for MY22.

After two decades of adventure, the new X-TRAIL is perfectly equipped to welcome an entirely new generation of Australians to the Nissan family.

THE PERFORMANCE ICON, EVOLVED: 2022 NISSAN GT-R TO WELCOME TWO NEW SPECIAL EDITIONS Fans can expect even more power and performance as Nissan Australia bids farewell to the game-changing R35 GT-R. The GT-R NISMO SV is one of two exclusive special-editions that will help farewell Nissan’s legendary sports car in Australia, with these 2022 updates marking the last time this generation GT-R will be offered locally.

The faster and even more capable GT-R flagship will also be joined by the Nissan GT-R T-Spec in a newly expanded line-up as production of the Australian R35 – sold here since 2009 – comes to an end.

“This isn’t the end of the GT-R story in Australia, but it will mark the closure of this chapter for this generation vehicle,” said Nissan Australia Managing Director, Adam Paterson. “There is surely no more fitting a send-off for this performance hero than with an expanded range offering that includes not one but two thrilling special editions.”

The MY22 GT-R NISMO SV is the ultimate expression of Nissan performance, taking the already potent NISMO GT-R and

adding a further-honed version of the hand-built VR38DETT V6.

The upgrades include a weightbalanced flywheel, crankshaft, crank pulley, conrods, piston rings and valve springs, which are made to tighter tolerances, enabling faster turbo spooling and even better response.

There’s no increase to the 441kW/652Nm outputs, but the upgraded engine – with its takukmi (artisan) certification plate finished in an exclusive colour – sits under a clear-coat carbon-fibre bonnet, saving a further 100g of weight.

The flagship GT-R is joined by the Nissan GT-R T-Spec, which bridges the gap between Premium Luxury and NISMO models. It adds an exclusive dark green colour for the dash, steering wheel, shift paddles and quilt-stitched Alcantara roof lining.

The two models have now arrived in Australia, as the R35 GT-R’s farewell begins.

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Herald Sun | 9 JUNE 2021

2021 NISSAN LEAF E+ LONG-TERM REVIEW

THERE HAS BEEN A LOT OF MISINFORMATION ABOUT ELECTRIC CARS, WE FIND OUT WHAT IT IS REALLY LIKE TO LIVE WITH A ZERO-EMISSIONS CAR LONG TERM. RICHARD BLACKBURN

THERE HAS BEEN A tonne of hype, misinformation and flat-out ignorance surrounding electric vehicles in the past few years, so when Nissan offered a long-term loan of its latest Leaf EV, we thought it was a good chance to dispel some myths.

The new Leaf e+ is almost identical to the regular Leaf, but comes with a bigger battery pack that delivers more power and range.

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The 62kW battery pack adds a handy 115 kilometres to the Leaf’s claimed range, bringing the total to 385km.

The extra range comes with a hefty price $10,500 rise to $60,490 plus on-roads – roughly $90 for each additional kilometre. However, it also takes the Leaf from inner-city runabout to a more useful machine capable of handling a run down to the holiday house or a beach getaway.

With some forethought – and a little patience – you could stretch the journey interstate at a pinch.

We put the Leaf to the test with a round trip to Sydney’s Blue Mountains, roughly 100km from the CBD. We first did the trip a couple of years ago in Hyundai’s Ioniq and endured a nervous trip home.

This time we set off with 380 kilometres range and made it

LEAF home with 165km to spare after a 200km round trip.

That’s a good result given most of the trip was on the freeway, where EVs are at their least efficient.

The trip down the mountains was enlightening, as the Leaf’s range dropped just 5km in 25km of driving. The downhill stretch meant the Leaf’s motor-generators were constantly feeding charge back into the battery.

The Leaf’s regenerative braking set-up can be altered to suit the driver’s tastes. In Normal mode, it’s barely noticeable. Change to B mode and it feels like you’ve dropped down a gear in a conventional car. In it’s most aggressive “e-pedal” mode, you can almost drive the car with just the accelerator pedal – when you lift off, the car slows dramatically.

It takes a little getting used to. You often pull up too quickly for traffic lights and have to accelerate again.

Talking of acceleration, the Nissan e+ is no slouch off the mark.

The motor is no bigger than the standard car, but the bigger battery boosts power from 110kW to 160kW. That translates to quicker takeoffs from the lights. The Leaf will reach 100km/h in less than seven seconds, which is hot-hatch fast.

You have to be a little careful with the throttle, though. Press too hard and you can induce wheel spin, especially in the wet. You can also feel some tugging at the wheel out of corners.

It’s no hot-hatch on the twisty stuff, either. The high centre of gravity, soft suspension and dull steering feel mean the Leaf is best in a straight line.

Charging the Leaf is really a nonissue most of the time. We’ve been simply plugging it in to the power point in the garage overnight when it gets low.

It officially takes up to 32 hours to fully charge from a household plug, but the reality is you never let the battery drop to below 20 per cent and 80 per cent gives you more than enough range for the week’s commute.

The new Leaf has doubled its charging capacity on public chargers to 100kW, which means it can charge from 20 per cent to 80 per cent in 45 minutes.

That’s still a fair wait, tough, especially as most of the public charging stations can only deliver charge at 50kW. One of the most intriguing things about EVs is they show you just how much juice your

airconditioning or heating sucks up. On one cool morning, the range dropped 70km when we put the heater on.

The airconditioning is taking less charge because of the cooler days, but we’d imagine summer would be a different story. N

2021 NISSAN LEAF E+ VITALS PRICE $60,490 plus on-road costs WARRANTY/SERVICING 5 yrs/unlimited km, $1413 for 5 yrs/100,000km SAFETY 5 stars, 6 airbags, autonomous emergency braking, lane keep assist, 360-degree camera, driver monitor, blind-spot warning ELECTRIC MOTOR 160kW/340Nm THIRST 18.0kWh/100km SPARE Space-saver BOOT 405L

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3 AUG 2021 | carsales.com.au

NISSAN JUKE TI 2021 REVIEW

NISSAN IS HOPING TO ENERGISE ITS MILDER SECOND-GEN JUKE CROSSOVER WITH A HEAD-TURNING NEW TI ENERGY ORANGE VARIANT. TIM BRITTEN

WHAT IS THE 2021 NISSAN JUKE TI ALL ABOUT? The Nissan JUKE light SUV became less quirky and more pragmatic when the second-generation model was launched in mid-2020.

The first generation of the oncequirky JUKE appeared in 2014 with a choice of front-drive or AWD drivelines, normally-aspirated or

turbo 1.6-litre engines and manual or CVT transmissions. In 2015, a 1.2-litre turbo was slotted into the mix and, in 2018, the JUKE reached its peak with the quasihotshot 1.6-litre NISMO RS good for 160kW/280Nm. Not so exciting today, the British-built 2021 Nissan JUKE is now a single-driveline light SUV

that follows developing trends via a tiny 84kW/180Nm 1.0-litre three-cylinder turbo engine – co-developed with Renault – that hooks up with a seven-seed dual-clutch auto gearbox and front-wheel drive to combine high efficiency with low fuel consumption and minimal CO2 outputs.

Importantly, Nissan’s second go at the JUKE, while no longer so visually challenging, is extended in all directions to become generally more accommodating and, thanks in part to the new CMF-B platform that was also co-developed with Renault, without putting on any weight.

The second-generation JUKE range began with four variants – ST, ST+, ST-L and Ti – but this year has added an ST-L+ model and, as reviewed here, improved the personalisation options on the flagship Ti model grade with a new Energy Orange package.

HOW MUCH DOES THE 2021 NISSAN JUKE TI COST? The 2021 Nissan JUKE Ti is priced at $36,490 plus on-road costs, with the

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JUKE Energy Orange trim level brought in as a no-cost option.

Designed to energise sales and interest in the more conservative second-generation JUKE, Energy Orange brings a multi-hued interior with blatant orange splashes of leather trim on the seats, dash, console knee pads and doors.

The effect, clearly aimed at younger buyers, is suitably eye-popping.

And maybe ear-popping too, what with the eight-speaker Bose Personal Plus audio system which incorporates ‘UltraNearfield’ speakers in the driver and front passenger head restraints for a listening experience that’s up close and personal.

There’s no holding back with the wheels either. The 19-inch Akari alloys are the same as used on the Ti and add an unmistakable purposefulness to the JUKE. Adaptive cruise control, sat-nav, three driving modes (Eco, Standard and Sport), bird’s eye view cameras and an auto-dimming rear-view mirror are all fitted.

These add to a well-stacked safety suite found across the range that includes autonomous emergency braking (AEB) with pedestrian and cyclist detection, rear cross traffic alert, lane departure warning, lane keep assist, blind spot warning, traffic sign recognition and an active speed limiter.

The Energy Orange Ti JUKE sits comfortably with non-AWD premium-spec rivals such as the Mazda CX-3 Akari LE (from $36,690), Toyota Yaris Cross Urban (from $34,990) and Volkswagen T-Cross 85TSI Style (from $31,390) – and the

$35,165 Toyota C-HR Koba, which actually measures less in every dimension than the JUKE but is categorised as a small SUV. WHY SHOULD/SHOULDN’T I BUY THE 2021 NISSAN JUKE TI? Although the almost non-existent rear overhang, high-sided window line and hidden C-pillar doorhandles clearly identify it as a JUKE, the latest version of Nissan’s light SUV doesn’t have the cheeky persona of the original.

For some, that’s partly because the 2021 Nissan JUKE is physically larger, which is not really a bad thing, especially without attendant weight penalties.

The tending-to-mainstream feel is probably also due to the absence in the range of a reactive and fun AWD dirt-road flyer such as the NISMO variant, although

Nissan has recently teased digital renderings of a rally-ready JUKE tribute to the East African Safariwinning 240Z from 50 years ago.

Rather, the second-generation Nissan JUKE, despite the oversize wheels – used from ST-L upward – conveys a more comfort-oriented persona.

The new platform adds to structural rigidity while reducing noise levels. The steering is quicker and the MacPherson strut front/torsion beam rear suspension is more absorbent – all combining with a subtle but tangible, less shrink-wrapped feel that simply accentuates the fact it’s really a bigger car.

The turning circle, up by 0.3m to 11m, makes it a bit less handy in tight situations.

The minuscule three-cylinder turbo is plucky, characterful and

WHAT WE LIKE igger and more useable B than before Fuel efficiency Bright and inviting no-cost Energy Orange interior option at the top-spec Ti grade NOT SO MUCH Slightly tardy off the mark Lacks character of original JUKE No rear air vents and no centre arm rest in the back seat

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HOW MUCH DOES THE 2021 NISSAN JUKE TI ENERGY ORANGE COST? PRICE $36,490 (plus on-road costs) AVAILABLE Now ENGINE 1.0-litre three-cylinder turbo-petrol OUTPUT 84kW/180Nm TRANSMISSION Seven-speed dual-clutch automatic FUEL 5.8L/100km (ADR Combined) CO2 136g/km (ADR Combined) SAFETY RATING Five-star (ANCAP 2019)

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masterful. Despite its 1.0 litres it maintains a useful supply of torquey driveability.

The dual-clutch seven-speed gearbox has a well-matched set of ratios but suffers a slight reluctance from step-off that seems more to do with accelerator calibration than any intrinsic lack in the transmission itself.

Underway, the JUKE has no qualms about keeping pace in stop-start traffic or on the freeway.

The active cruise control works well too, using the brakes to effectively control speed on descents.

The JUKE is specified to run on either 95 RON premium unleaded or a 94 RON E10 ethanol mix, and Nissan quotes a combined average fuel consumption of 5.8L/100km. This tends to make it a tad thirstier than most competitors other than front-drive versions of the Mazda CX-3.

That said, our on-test figure of 7.3L/100km was acceptable

given the mix of driving conditions we experienced.

WHO WILL THE 2021 NISSAN JUKE TI APPEAL TO? Sure to be appreciated by a younger target audience as well as older-generation buyers who it’s also trying to please (to a certain extent), the bigger dimensions of the second-generation Nissan JUKE means there’s more breathing room in the cabin.

Added to the subtle sense of extra space in the cosy front seats, there’s acceptable rear seat knee-room (up by 5.8cm) – although it does depend on the size of individual passengers – and an overall improvement in shoulder-room which results in a less-cramped feel.

Even at this level though, the 2021 Nissan JUKE Ti doesn’t fit into genre expectations, with no sign of rear seat air vents or a folding centre arm rest.

JUKE The JUKE Ti Energy Orange model’s funky orange/black dash places all its controls logically, with a touch of retro in the circular air vents – three at dash centre, two outliers on the left and right – a high-set 8.0-inch centre screen, lessthan-tactile buttons on the spokes of the flat-bottom steering wheel, and shift paddles complementing a conventional shifter on the centre console (complete with a Normal/ Sport/Eco mode selector switch).

A set of quite compact cubbies and bottle holders contributes to a combination of busyness and cosiness.

The JUKE’s narrow, high-set side window line and heavily stylised C-pillars don’t provide the best rearward vision but that’s not uncommon in the light SUV segment where conservatism is not always welcome.

The boot, at 422 litres’ capacity before expanding to a maximum 1305L with all seats folded, is comfortably more useable than the bulk of its competitors and, unsurprisingly, the spare is a space-saver.

SO, WHAT DO WE THINK OF THE 2021 NISSAN JUKE TI? Nissan has fronted up with a more refined, more spacious secondgeneration Nissan JUKE. But with the light SUV segment now bursting with stylistically adventurous offerings, the 2021 Nissan JUKE Ti – even in Energy Orange trim tested here – doesn’t stand out in the same way it did when the model first arrived in Australia in late 2013, three years after being unveiled at the 2010 Geneva motor show.

The tight, chunky looks have been reimagined so that, while the JUKE remains cleanly identifiable, it represents something other than an in-your-face style statement.

And though it’s dynamically more refined, it lacks the compact

chuckability of the first-generation variants – particularly those with AWD. The latest JUKE aligns itself with a more conservative, more universal buyer group. It is more a pragmatic choice than a radical one.

The negative side to that is Nissan’s little crossover is today relegated to simply being part of a now well-established cadre of light SUVs. No matter how improved over the original, its looks are far from unique.

There are competitors out there which arguably have more to offer in terms of driver appeal, general functionality and, maybe, kerbside styling impact.

The Nissan JUKE remains an appealing light SUV, but it no longer has the visual cut-through that made it such a standout in 2013. N

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8 SEP 2021 | carsguide.com.au

2022 NISSAN QASHQAI FEATURES DETAILED

TOYOTA C-HR, MAZDA CX-30, KIA SELTOS AND HYUNDAI KONA RIVAL SCORES BETTER SAFETY, EQUIPMENT, EFFICIENCY, PERFORMANCE AND ECONOMY... BUT AT WHAT PRICE? BYRON MATHIOUDAKIS

NISSAN HAS ANNOUNCED equipment and specification details for its redesigned Qashqai out early next year, including confirmation at last of the much-anticipated, Australian-first e-Power hybrid version due by the end of 2022.

But with the deletion of the six-speed manual base grade that currently retails from $28,590 before on-road costs, expect the cheapest version to start north of $32,000 when prices are announced when the order books open in October.

We’ll keep you posted as soon as Nissan releases prices, but until then, here’s updated information on the Australian-market specific 2022 Qashqai, starting with the all-important powertrain choices.

Along with a new platform, larger body and redesigned interior with more room than before, the third-generation, J12-series small SUV alternative to the Toyota C-HR, Kia Seltos, Mazda CX-30 and Volkswagen

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T-Roc will also finally gain a turbo-petrol engine as standard.

It’s a variation of the four-cylinder unit currently serving the Nissan Juke, Renault Captur and Renault Arkana, as well as the MercedesBenz A200, B200, GLA 200 and GLB 200 grades.

Replacing the long-lived MR20DD 2.0-litre naturally-aspirated engine that dates back to the

outgoing Qashqai’s Dualis predecessor released locally back in 2007, the HR13DDT 1.3-litre turbodelivers 110kW of power at 5500rpm and 250Nm of torque at 1600rpm.

Despite a 4kW and 50Nm boost in power and torque respectively, the 2022 Qashqai’s fuel consumption drops substantially, from 6.9 litres per 100km to

QASHQAI 6.1L/100km, for a carbon dioxide rating average of 138 grams/km.

Even better economy is promised by the coming e-Power version, which employs a new 115kW 1.5-litre four-cylinder variable-compression petrol engine to charge a lithiumion battery that powers a 139kW electric motor that drives the front wheels, for total outputs of around 140kW/330Nm. For now, all drive is directed to the front wheels only, via a revamped continuously variable transmission (CVT auto). Complete with Eco, Normal and Sport modes, the CVT’s artificially stepped shifts are meant to mimic a dual-clutch transmission’s behaviour, according to Nissan.

Backing up all the extra urge is a sharper driving experience, courtesy of a quicker steering ratio (down from 19.1:1 to 14.7.1) and a substantially stiffer yet lighter body as a result of shifting to the new, stronger CMF-C platform (cutting weight on average by up to 60kg).

Additionally, as before, all Australian-bound Qashqais will be equipped with a multi-link rear suspension set-up, quashing rumours that a torsion beam rearend arrangement found on cheaper grades elsewhere would be used instead to help keep prices down.

Speaking of grades, Nissan is sticking to decades-old nomenclature by wheeling out the familiar ST, ST+, ST-L and Ti badges (in ascending order of price) one more time.

As expected, the ST is the least expensive of the quartet, and includes LED headlights, a 7.0-inch TFT instrument cluster, an 8.0-inch touchscreen (up an inch over the current car), Apple CarPlay/Android Auto, six speakers, twin USB ports, a rear spoiler and 17-inch alloy wheels.

Every Qashqai is also fitted with a new central airbag to prevent the front occupants from colliding into each other, adding to the dual front, side and curtain items also fitted.

Adaptive cruise control, autonomous emergency braking (AEB), predictive forward collision warning with pedestrian, cyclist and junction detection, rear AEB with pedestrian detection, lane

departure warning and departure prevention, blind spot warning and blind spot intervention, rear crosstraffic alert, traffic sign recognition, driver attention alert, rear seat alert, high beam assist, front and rear parking sensors, and a parking camera further boost every Qashqai’s safety credentials.

Going to ST+ ushers in LED fog lights, auto wipers, a 9.0-inch touchscreen, sat-nav, wireless Apple CarPlay, surround-view monitor with moving object detection and 18-inch alloy wheels, while the ST-L scores 19-inch alloys, adaptive headlights, privacy glass, roof rails, LED turn signals, heated front seats, leather upholstery, a powered driver’s seat, wireless phone charging, dual-zone climate control and Nissan’s ‘ProPILOT’ system – a semi-autonomous tech that can accelerate the vehicle to cruise at a set speed, and can brake the vehicle

down to 0 km/h in heavy traffic, before moving off again if fewer than three seconds have passed; it also includes lane keep assist.

The Ti flagship adds unique rear bumper finishes, a panoramic glass roof, ambient interior lighting, black headliner, a 10.8-inch head-up display, a 12.3-inch TFT instrument cluster, 10-speaker BOSE audio upgrade, ‘3D’ quilted leather seats with memory and massage functionality up front, powered tailgate, side sensors and automatic parking.

As reported previously, the new Qashqai has grown to 4425mm in length (+31mm), 1625mm in height (+30mm) and 1835mm (+29mm) in width, while the wheelbase has been stretched to 2665mm (+19mm).

That’s the size of it for now, but stay tuned, because more 2022 Qashqai information – including the allimportant pricing – will be revealed in a few weeks, so stay tuned. N

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Herald Sun, Melbourne | 2 JULY 2021

A STEP UP IN CLASS NISSAN LOOKS TO BE ON A WINNER WITH ITS IMPRESSIVE NEW COMPACT SUV. JOHN CAREY

ROOMY, QUIET, COMFORTABLE, well made, good looking and user-friendly, Nissan’s new Qashqai is a very easy SUV to like. The new model is rolling into showrooms across Europe, providing an opportunity for us to try it in Rome at its Italian market launch.

Though slightly larger than the current model in every dimension, the new Qashqai is more compact than the hugely popular Toyota RAV4 and Mazda CX-5.

Despite its smaller size, there’s no shortage of space inside. The distance between the front and rear axles has grown by 20mm, which doesn’t sound like a lot, but it’s enough to make a noticeable difference to rear-seat knee room.

And the Nissan’s seating is outstanding. For both comfort and

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support, the front seats are truly excellent. The rear seats are also very good, and access to them is made super easy by wide-opening rear doors. Full-size adults will have no trouble getting in and getting comfortable back there.

Luggage space is also impressive.

Compared to the current Qashqai, the new model’s cargo compartment is about 15 per cent bigger.

The interior also has visual appeal. Uncluttered, neatly arranged and carefully designed, it’s more than a little Mazda-like. That’s a compliment, by the way. The plastics and other materials appear high quality.

In the high-grade Tekna and Tekna+ equipment grades Nissan brought to Rome, the level of interior tech was impressive. The

Tekna + had a configurable 12.3inch instrument display, a nine-inch central touchscreen with Android Auto and wireless Apple CarPlay, a head-up display and a 10-speaker Bose sound system. It’s not clear how many of these items will make it to Australia, but given the level of equipment in the latest Juke, we should see most of it.

It’s a similar situation with safety and driver- assist tech. In Europe the top Qashqai models come equipped with advanced autonomous emergency braking. It can recognise and react to pedestrians and bicycle riders as well as vehicles, and also operates when reversing. It has blind-spot warning and intervention capability, plus lane-keeping intervention. There’s a dozy-driver alert system, too.

The crisp-edged exterior of the new Qashqai, designed in Nissan’s London studio, incorporates some features to cut aerodynamic drag, such as air-curtains for the front wheel arches. While the nose is clearly Nissan, overall it’s a neat and fairly conventional looking

QASHQAI SUV that’s neatly attractive rather than drop-dead gorgeous.

Where the new Qashqai really shines is the way it drives. Engine, tyre and wind noise levels are very low, even on the awful roads in and around Italy’s capital. The suspension set-up is on the soft side, which means it copes well with rough surfaces, but it’s no bouncy-castle on wheels.

The Nissan’s handling is quite car-like, and not a bad car at that.

While it lacks feel, the steering is light, precise and accurate. The new Qashqai turns in to bends with the kind of eagerness not found in many other SUVs and is stable when carving corners.

In Europe the new Qashqai is equipped with a turbo 1.3-litre four fitted with a mild-hybrid system. This engine comes in two power levels. It’s expected that Australia will see only the high-output version, most likely without the mild-hybrid system (fuel efficiency and low CO2 emissions being important in Europe, but less so here).

Assuming the Australian market engine at least matches the 116kW maximum power of the highoutput European, the new Qashqai will have enough performance for most potential buyers. It’s strong enough to satisfy in the middle part of its rev range and it helps that the new model’s body is 60kg lighter than the old one’s.

Most Australians are sure to opt for the automatic, which is a stepless CVT (continuously variable transmission). It’s set up to mimic the behaviour of a conventional automatic, so it doesn’t drone at constant revs like some other CVT-equipped cars.

At the same time, it’s smoother than an ordinary auto.

While Nissan sells the new Qashqai in Europe with all-wheel drive, the old model is front-drive only in Australia. This situation isn’t likely to change with the arrival of the new model next year.

Nissan’s big UK plant in Sunderland will build the new Qashqai for Australia. From next year it will add a version with

the company’s 140kW ePower hybrid drivetrain with better performance and efficiency. It’s likely to become part of the Australian model mix, too.

What you can count on for now is that the new Qashqai is an aboveaverage compact SUV, no matter what’s under the bonnet. N

NISSAN QASHQAI TI SPECIFICATIONS PRICE Likely to be between $40,000 and $45,000 SAFETY Auto emergency braking, rear crosstraffic alert with braking, adaptive cruise, blind-spot and lane-keep assist, driver drowsiness alert ENGINE 1.3-litre 4-cyl turbo, about 116kW and 270Nm THIRST 6.5L/100km (Euro cycle) BOOT About 500L

QASHQAI |

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goauto.com.au | 15 OCT 2021

NISSAN INTRODUCES MY22 X-TRAIL RANGE AS RUGGED SUV TURNS 20 MATT BROGAN

NISSAN WILL CELEBRATE 20 years of its X-Trail SUV with the introduction of an updated model range and allnew ST+ variant from December.

The update follows last year’s MY21 refresh which added a 7.0-inch touchscreen infotainment system across the X-Trail range but signifies the end of the turbo-diesel TS variant’s tenure within the line-up.

Nissan’s latest model year change adds important safety and technology features to the brand’s strong-selling mid-size SUV, of which more than 272,000 examples have been sold here since 2001.

MY22 X-Trail ST variants (priced from $30,665 before on-roads) feature 17-inch alloy wheels, daytime running lights, body-coloured electric folding wing mirrors, and a tailgate spoiler.

The cabin retains Nissan’s flexible 40:20:40 split-fold and sliding rear seat, the five-seat model also includes the aforementioned infotainment array with Apple CarPlay and Android Auto

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connectivity, DAB+ digital radio, keyless entry and push-button start, and a reversing camera.

Standard safety equipment extends to cruise control, six airbags, Isofix and top-tether child seat anchorages, ABS, EBD, ESC, brake assist, autonomous emergency braking with forward collision warning, hill-start and hilldescent control (4WD models only), active trace control, active engine brake, and body motion control.

Nissan’s X-Trail scored a five-star ANCAP safety rating when it was last tested in 2017.

The base model ST manual continues to be motivated by a 2.0-litre petrol engine developing 106kW/200Nm while the remainder of the line-up is fitted with a more powerful 2.5-litre petrol engine (126kW/233Nm), paired to a continuously variable transmission (CVT).

Fuel consumption ranges between 7.9-8.2 litres per 100km depending on the variant.

Four-wheel drive versions of the X-Trail are equipped with Nissan’s ‘Intelligent 4x4’ system offering twowheel drive, auto, and four-wheel drive lock modes.

The newly introduced and five-seat-only X-Trail ST+ (from $34,140) is available in two and four-wheel drive configurations and builds on those features listed for the ST with a 360-degree camera with moving object detection, satellite navigation, and front and rear parking sensors.

Starting from $38,675 – and available in five or seven-seat guise – the X-Trail ST-L adds rear privacy glass, front foglights, heated wing mirrors, roof rails, 18-inch alloy wheels, a leather-wrapped steering wheel, leather upholstery, poweradjustable and heated front seats, and dual-zone climate control.

Additional safety aids such as Nissan’s Intelligent Driver Alert fatigue warning system, blind spot monitor, and rear cross-traffic alert are also offered on the ST-L grade.

X-TRAIL

The Ti (from $46,115) remains the flagship of the line-up and is available exclusively with five seats and 4WD. The Ti variant includes self-levelling and adaptive LED headlights, rain-sensing wipers, 19-inch alloy wheels, a sunroof, and motion-activated tailgate.

Inside, the top-spec X-Trail receives a self-dimming rear-view mirror, heated seats and steering wheel, Bose audio system with eight speakers, and intelligent key with tailgate control. Black or tan-coloured leather upholstery is available.

Safety features are further bolstered by the inclusion of lane departure warning and prevention systems, AEB with pedestrian detection, adaptive cruise control, and automatic high-beam.

“Celebrating 20 years of X-TRAIL in Australia is a proud moment – that’s two decades of fun and adventure, with more than 272,000 examples of the X-TRAIL welcomed into families right across the country,” Nissan Australia managing director Adam Paterson said.

“What better way to celebrate than with the launch of an update, with an all-new grade option that delivers more of what our customers know and love about their X-Trail. This updated MY22 model is an evolution of the X-Trail brand and sticks true to the Nissan principal of increasing safety and technology at every opportunity.

“With four grades levels, a choice between two and four-wheel drive, and the option of five or seven seats, the X-Trail is one of the most versatile SUV offering in Australia, and with the introduction of a new grade level, there is an X-Trail to suit every Nissan customer.”

The third-generation Nissan X-Trail has received numerous updates since its introduction in 2013. It remains a strong-selling model in Australia’s busiest passenger vehicle

segment competing alongside newer rivals including the Hyundai Tucson and Toyota RAV4.

Nissan ranks fourth in the Medium SUV under $60,000 bracket with year-to-date sales of 10,214 units. The segment is dominated by the Toyota RAV4 (29,263) and Mazda CX-5 (21,333) which almost double sales of the third-place Mitsubishi Outlander (10,945) and fifth-place Hyundai Tucson (10,076). N

X-TRAIL |

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carsales.com.au | 18 OCT 2021

UPDATED NISSAN X-TRAIL RANGE DETAILED JAPANESE BRAND CELEBRATES MID-SIZE SUV MILESTONE WITH NEW VARIANT TO ARRIVE IN DECEMBER.

A REFRESHED MY22 NISSAN X-TRAIL line-up has been announced ahead of its arrival in showrooms before year’s end, when Nissan will celebrate 20 years of the popular mid-size SUV in Australia.

The updated Nissan X-TRAIL range will be the last hurrah for the third-generation model before it’s replaced in 2022 by the redesigned X-TRAIL, which will be one of four all-new Nissan models released Down Under next year.

MY22 Nissan X-TRAIL vehicles are expected to arrive in local dealerships December, including a new ST+ grade designed to offer more choice for SUV buyers.

Pricing for the Toyota RAV4rivalling mid-size SUV continues to open at $30,665 plus on-road costs for the manual-only ST variant, and stretches to $46,115 plus ORCs for the range-topping Ti 4x4.

Entry-level X-TRAILs continue with a 106kW/200Nm naturally-aspirated 2.0-litre four-cylinder engine mated to either a CVT automatic transmission or a six-speed manual gearbox, in which guise combined fuel consumption remains 8.2L/100km.

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Similarly, a 2.5-litre four-cylinder petrol engine continues to power the remainder of the X-TRAIL range and it still offers the same 126kW of power, but for MY22 there’s a slight increase in peak torque, from 226Nm to 233Nm (+7Nm).

Matched exclusively with Nissan’s Xtronic CVT auto, the retuned 2.5-litre engine is available in front- and all-wheel drive configurations.

Front-drive variants now use slightly less fuel at 7.9L/100km, while 4x4 vehicles continue to offer 2WD, AUTO and LOCK drivetrain modes.

ST-L and Ti grades now come with front parking sensors as standard, bringing price increases of $150 for both variants.

Meanwhile, a new ST+ variant slots in between the ST and ST-L, priced from $34,140 plus ORCs. Based on the base ST and available with both FWD and 4WD, the ST+ adds tech such as a 360-degree camera with moving object detection, front and rear parking sensors and navigation.

Nissan Australia managing director Adam Paterson says celebrating 20 years of X-TRAIL in Australia is a proud moment.

“That’s two decades of fun and adventure with more than 272,000 examples of the X-TRAIL welcomed into families right across the country,” he said.

“And what better way to celebrate than with the launch of an update, with an all-new grade option that delivers more of what our customers know and love about their X-TRAIL.” N

X-TRAIL

The West Australian, Perth | 23 OCT 2021

DECADES ON, X-TRAIL STILL HAS X-FACTOR NISSAN’S POPULAR MID-SIZED SUV MARKS 20 YEARS WITH EXCITING AND NEW MODELS. JOHN EWING

DURING ITS 20-YEAR LIFE, more than 272,000 Nissan X-Trails have been sold in Australia.

The X-Trail quickly established itself as the answer for both city and adventurous driving, particularly for small families and active couples.

And to celebrate two decades of X-Trail, Nissan’s 2022 models arrive in December.

They are full of safety and technology features, and there’s an all-new ST+ at $34,140 (plus statutory charges), which extends the well-equipped ST. The new ST+ is available in two and four-wheel-drive, and has “around view monitor” with moving object detection and satellite navigation.

Like the ST-L and Ti grades, it has front parking sensors for the first time.

The 2022 X-Trail range starts with the ST manual, with a 2.0 litre petrol

engine, at $30,665. The auto version of that is $32,665. The ST 4WD is $34,665 and the top of the range tan leather Ti 4WD is $46,115. These prices do not include statutory charges.

The new update follows this year’s refresh, in which all X-Trails got Nissan’s new infotainment system, including Apple CarPlay and Android Auto.

NEW GRADE OPTION Nissan Australia managing director Adam Paterson says: “Celebrating 20 years of X-Trail in Australia is a proud moment. That’s two decades of fun and adventure.

“And what better way to celebrate than with the launch of an update, with an all-new grade option that delivers more of what our customers know and love about their X-Trail?

“This updated 2022 model is an evolution of the X-Trail brand and sticks true to the Nissan principle

of increasing safety and technology at every opportunity.

“With four grade levels, a choice between two or four-wheel-drive and the option of five or seven seats, the X-Trail is one of the most versatile SUV offerings in Australia.”

HERE’S WHAT’S UNDER THE BONNET The Nissan X-Trail is available with a 2.0-litre petrol engine in manualequipped ST grades and a 2.5-litre petrol engine in all other models.

The 2.0-litre petrol engine delivers 106kW of power and 200Nm of torque.

The 2.5-litre produces 126kW and 233Nm. Both are four-cylinder engines, with the 2.0-litre manual tested using 8.2l/100km on the combined cycle and the 2.5-litre engine at 7.9l/100km on a combined cycle in the 2WD X-Trail ST. X-Trails have a 60-litre tank and can run on a minimum of 91RON unleaded petrol.

The 2WD-only 2.0-litre ST has a six-speed manual transmission, and all 2.5-litre models (both 2WD and 4WD) have Nissan’s Xtronic CVT. The 4WD X-Trail has a centre console-mounted rotary dial for its “Intelligent 4x4” system.

There are three settings — 2WD mode, Auto mode and Lock mode.

Both 2WD and 4WDs have hill start assist and hill descent control. N

X-TRAIL |

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carexpert.com.au | 28 OCT 2021

2022 NISSAN PATHFINDER TO OFFER SEVEN-, EIGHT-SEAT OPTIONS IN AUSTRALIA

NISSAN HAS CONFIRMED THE NEW PATHFINDER IS CHARTING A COURSE FOR AUSTRALIA, WITH SEVEN- AND EIGHT-SEAT OPTIONS ON TRACK FOR OUR SHORES. SCOTT COLLIE

NISSAN’S MOST FAMILY-FRIENDLY SUV is getting closer to Australia.

The company has once again confirmed the new Pathfinder SUV is on track to arrive in Australia during 2022, at which point it’ll go headto-head with the Hyundai Palisade, Mazda CX-9 and Toyota Kluger.

Now, Nissan has also confirmed it’ll feature a choice of seven- or eight-seat interiors, putting it on a par with the Palisade and offering more seating capacity than the CX-9 and Kluger.

The eight-seat has three seats in both the second and third rows,

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while the seven-seater has a pair of more luxurious captain’s chairs and a removable centre console in the second row.

Power in the car still comes from a 3.5-litre naturally-aspirated petrol V6 with 212kW of power and 351Nm of torque, but it’s now mated to a nine-speed automatic transmission. All-wheel and frontwheel drive options are on the menu in the USA, but Nissan hasn’t confirmed whether both will be offered in Australia.

Although it has the same 2900mm wheelbase as before, the

2022 Pathfinder is 39mm shorter, 19mm wider, and has a 19mm higher roof than the current model.

It’s more than five metres long, but the new Pathfinder will still live in the shadow of the bigger, more off-road focused Patrol in the Nissan Australia range.

Nissan says 11 colour combinations will be available in Australia, including a selection of two-tone options.

Described as “all-new from the ground up”, the new Pathfinder has more technology inside and a tougher look on the outside.

PATHFINDER There’s almost no link between the current Pathfinder and the 2022 model from behind the wheel.

The dashboard is dominated by a 9.0-inch touchscreen infotainment system – goodbye button mania – and a 12.3-inch digital instrument binnacle is available in the USA. A 10.8-inch colour head-up display is also available. Wireless Apple CarPlay and wired Android Auto, wireless phone charging, a Wi-Fi hotspot, satellite navigation, and a surround-view monitor are all present.

The cleaner transmission tunnel has a huge storage space beneath it, and an effort has been made to deliver a more premium feeling with metallic accents and the option of quilted leather seats.

Boot space is 470L behind the third row, 1274L behind the second, and 2279L with both rows folded flat.

That figure is likely measured to the roof of the car, not the seat backs.

A full suite of active safety features will be offered in the USA, including adaptive cruise control and lane-

keeping assist that combine to take the stress out of highway driving.

High-spec models in North America will even feature the latest ProPilot Assist with Navi-Link, which is a more capable adaptive cruise control system that will slow for corners or junctions based on navigation data.

With 10 airbags, autonomous emergency braking, blind-spot monitoring, rear cross-traffic alert, lane-departure warning, reverse AEB, and auto high-beam, even base models come well equipped.

The previous-generation Pathfinder was removed from sale in Australia in the middle of 2021. N

PATHFINDER |

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carsguide.com.au | 17 SEP 2021

NISSAN PATHFINDER 2022

WHAT WE KNOW SO FAR ABOUT AUSTRALIA'S NEXT-GENERATION TOYOTA KLUGER AND MAZDA CX-9 RIVAL - INCLUDING POTENTIAL PRICING. TOM WHITE

THE NISSAN PATHFINDER IS a key model for Nissan in Australia, despite being built in America for the US market’s tastes.

It will enter the fray at some point in 2022 to take the fight to rivals like the Toyota Kluger, Hyundai Palisade and Mazda CX-9.

While it will still compete in the same class with a similar intent, there are some big changes this time around, so here’s everything we know about the 2022 Nissan Pathfinder so far.

IT’S PROBABLY NOT GOING TO BE TOO MUCH MORE EXPENSIVE To be clear, we don’t know how much the Pathfinder will actually cost in Australia, but it has already been released in America (where it is built), and we can speculate that the new R53 series won’t cost too much more than the current car because it doesn’t overseas.

The current R52 generation wears MSRPs of between $44,240 and $70,140, while its replacement in America costs

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between the equivalent of $45,516 – $65,508.

It’s likely then that base versions will take a slight price hike, when shipping and local compliance costs take effect, while top-spec versions speculatively look to cost roughly the same as right now.

GOOD RIDDANCE TO THE CVT That’s right, while the Pathfinder will maintain a big V6 engine (but still no diesel option), the much-derided continuously variable automatic (CVT) transmission – which is the only option in the current car – has been dumped in favour of a new nine-speed torque-converter automatic.

That bodes well for buyers in terms of drivability, and the 3.5-litre V6 petrol has taken a slight hike in power outputs to 212kW/351Nm. It looks as though the Pathfinder will mirror its rivals, being available in either front- or all-wheel drive, with an enhanced suite of modes for its traction control systems.

THE CABIN WILL RECEIVE A SIGNIFICANT DIGITAL OVERHAUL The Pathfinder is one of the oldest-looking and -feeling vehicles in Nissan’s current line-up, but the new version looks set to leapfrog that entirely by bringing new innovations to the range, as well as debut new styling elements for the brand in Australia.

Like its Hyundai rival, Nissan will debut a floating console design with fully fly-by-wire instruments, sport a new steering wheel, and gain a 12.3-inch digital instrument cluster for high-spec versions.

Elsewhere, there’s a 9.0-inch multimedia display with Apple CarPlay and Android Auto connectivity, as well as a 10.8-inch head-up display on some variants.

EIGHT SEATS? The US-market Pathfinder is an eight-seater across the range, which will put the big Nissan in league with only the Hyundai Palisade in its large SUV segment,

PATHFINDER looking to take sales from even people movers like the Hyundai Staria and Kia Carnival.

This comes as a surprise, and a decent value-add given the currentgeneration car is only available as a seven-seater, meaning you won’t need to stretch to an even larger and much more expensive V8 Patrol for the extra space.

Nissan wouldn’t confirm if the versions of the car which arrive in Australia will be eight-seat across the range, or if some versions would trade away the third row for more boot space, but we’d be surprised to see major changes for our market.

NO HYBRID YET, BUT BIG SAFETY IMPROVEMENTS The good news is the Pathfinder is safety heavy. Even base-spec versions in the US score the new Safety Shield 360 suite, consisting of auto emergency braking with pedestrian detection, rear auto braking, rear cross-traffic alert, blindspot monitoring, lane departure warning and high-beam assist.

The bad news is there’s no sign of a hybrid version, which could cost the Pathfinder market share when stacked against its popular Toyota Kluger rival.

For reference, the 3.5-litre V6 Pathfinder’s official/combined consumption in the US market is 10.2L/100km, while the 2.5-litre fourcylinder hybrid Kluger is claimed to score 5.6L/100km locally.

What remains to be seen if Nissan will eventually launch a hybrid update, which could look very different from the Kluger’s seriesparallel hybrid drivetrain.

Nissan has been open about the fact that it intends to expand the use of its e-Power system, a series hybrid which resembles a range-extender electric vehicle. It drives the wheels via an electric motor only, using a petrol engine to produce energy for its hybrid-sized battery. The system is set to imminently launch in Australia in the X-Trail and Qashqai ranges.

IT’S DUE AT SOME POINT IN 2022 We don’t know exactly when the Pathfinder will launch, only that it’s due some time in 2022. Examples have

already been spotted on the road, but Nissan tells us these are “likely early compliance and testing cars.”

Expect more details, local pricing, and more accurate launch timing in the coming months. The Pathfinder

will be one in an onslaught of new-generation Nissan products in key segments for the 2022 model year, including the X-Trail mid-sizer, and Qashqai small-tomid-size segment bender. N

PATHFINDER |

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chasingcars.com.au | 24 SEP 2021

NISSAN PATHFINDER 2022: WHEN WILL THE NEW-GEN MODEL ARRIVE AND WHAT SHOULD YOU EXPECT?

OFFERING GREATER PRACTICALITY, A SLEEKER APPEARANCE AND A MUCH CLASSIER INTERIOR, A REJUVENATED PATHFINDER WILL COMPLETE NISSAN’S SUV OVERHAUL. HERE’S WHAT TO EXPECT AND WHEN. TOM PLACE

AFTER BEING REVEALED EARLIER this year, Nissan confirmed the fifthgeneration Pathfinder would make its way to Australia, though the exact timing wasn’t clear.

Given the considerable delays being experienced by the automotive industry, Chasing Cars understands that Nissan Australia will reveal the expected launch timing for the all-new Pathfinder (and 2022 X-Trail) in the coming weeks, with exact pricing and specification to be announced closer to launch.

Replacing the now-discontinued fourth-generation Pathfinder (launched in 2013), Nissan’s new large SUV is likely to arrive during the second half of 2022, around the same time as the next-gen X-Trail midsize SUV. The more stylish 2022 Pathfinder appears to be more practical and capable than its patchy predecessor, with the availability of both seven- and eight-seat options on US models, intended to take on full-bodied rivals such as the Mazda CX-9 and new Toyota Kluger.

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WHAT WILL THE 2022 PATHFINDER RANGE LOOK LIKE? As with the previous generation, the 2022 Pathfinder bound for Australia will be manufactured in Nissan’s Tennessee plant in the US, where it has only recently gone on sale.

The old Pathfinder is no longer available in Australia, leaving a hole in Nissan’s SUV-focused line-up, though the more expensive Patrol 4WD remains on sale.

Prior to its discontinuation, the Pathfinder was offered in four

grades – the ST, ST+, ST-L and Ti, and available with front- and all-wheel drive.

A similar four-variant grade structure is used for the new Pathfinder in the US, so we expect this will continue when the large SUV arrives in Australia.

Nissan previously offered two drivetrains on the outgoing model: a 3.5-litre direct-injection petrol V6 engine developing 202kW of power and 340Nm of torque, and a supercharged 2.5-litre four-cylinder

PATHFINDER petrol-electric engine that produced a combined 188kW/330Nm. Under the bonnet of the fifthgeneration Pathfinder resides an updated version of the 3.5-litre petrol V6 with outputs boosted to 212kW/351Nm in US form. At the time of writing, it remains the sole engine choice for the 2022 Pathfinder, with no replacement yet announced for the previous Pathfinder Hybrid.

The somewhat unloved CVT transmission has been (thankfully) ditched in favour of a new ninespeed automatic transmission, and buyers can still choose between front- and all-wheel drive options.

While the new Pathfinder continues to be a monocoque design, towing is almost on par with many body-on-frame vehicles at up to 2720kg braked, and even combines with a dedicated towing mode.

While Australian specification is yet to be detailed, Nissan offers the US Pathfinder with a fairly generous level of specification as standard.

The two entry-level trims feature cloth seats while the higher-grades receive a leather-appointed interior of increasingly lush quality as you move up the range.

All bar the entry-level grade receive heated seats as standard, with the top-spec model featuring a heated and cooled front row, and a heated second-row for the outboard positions.

Buyers can choose between an 8.0-inch or 9.0-inch centre touchscreen, with wireless Apple Carplay and a wireless phone charger available on higher grades.

Other notable features include three-zone climate control and a 13-speaker Bose sound system.

Directly in front of the driver sits a 7.0-inch digital instrument cluster flanked by analogue dials or a larger 12.3-inch digital display paired with a head-up display in the flagship Pathfinder.

Safety has been given a boost with front AEB with pedestrian detection, rear AEB, blind-spot monitoring, lanedeparture warning, rear cross-traffic alert and auto high-beam, along with 10 airbags dotted around the cabin.

HOW MUCH WILL THE 2022 PATHFINDER COST? With the new Pathfinder receiving an extensive (and expensive-looking) upgrade to its exterior styling, along with new safety technology, we expect to see a slight price rise across the range.

The outgoing Pathfinder was priced from $44,240 to $70,140 (before on-road costs), though the removal of the more expensive hybrid option could see the price ceiling remain similar, which would broadly align with its topspec competitors.

While the level of specification chosen in Australia could raise or lower the price, in the US the Pathfinder starts at $45,484 (US$33,410) and tops out at $66,831 (US$49,090).

Given that prices have increased by around $2000-$4500 in the US, we expect the new Pathfinder to start at around $46,500 and command $70,500 in top-spec Ti 4WD trim, with both prices listed before on-road costs.

Nissan Australia has yet to confirm the pricing or exact specifications, but we expect to hear more information soon. N

PATHFINDER |

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whichcar.com.au | 12 AUG 2021

NISSAN PATROL CELEBRATES 70TH ANNIVERSARY

AUSTRALIAN PATROL DELIVERIES STARTED IN 1961.

JORDAN MULACH

THE NISSAN PATROL HAS reached 70 years in production, with the Japanese manufacturer celebrating six generations of the off-roader which first arrived locally in 1961.

Launching in 1951 as Nissan's answer to the Willys Jeep, the Patrol has morphed over the years into the off-road focused wagon we now know. Gaining the comfort of coil springs in 1987 when the fourthgeneration GQ was launched, it earned 4x4 Australia's 4x4 of the Year award and making its way onto our list of top 10 4x4s.

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While the GQ was the Patrol's coming of age in the Australian market, the GU saw further success after its debut in 1997, winning the 1997, 2001 and 2002 4x4 of the Year awards before ultimately going out of production after 19 years in 2016.

The Patrol's on-road success and sales were partially driven by its achievements off-road in competition, winning the Australian Off-Road Championship 4WD Production class a record 14 times at the hands of Les Siviour – taking out the overall Championship title in 1987 aboard a Nissan-backed GQ.

Nissan Australia's managing director Adam Paterson said the Patrol's strengths off-road have been a key factor in its popularity with local customers.

“The Patrol is an automotive legend that has always been at the forefront of its segment, by breaking new ground in comfort and convenience while improving its rugged off-road capabilities and durability with every generation,” said Paterson.

“And, as we celebrate the off-roader’s landmark 70th anniversary in 2021, it is fantastic

PATROL

to look back at the collection of achievements and accolades that have recognised and rewarded the Patrol as being the best in its class.

“That it is winning awards today proves that the evolution of the Patrol through the five generations sold in Australia since 1961 has continued to meet the demands of its passionate and loyal customer base, while attracting new off-road enthusiasts and adventurous families.”

With the launch of the Y62 in 2010, Nissan switched to exclusively

petrol power across the range, all examples now fitted with a 5.6-litre naturally aspirated V8 which develops 298kW and 560Nm in 2020-onwards update models.

Despite Patrol sales remaining consistent and recovering after a tough 2020 for the wider industry, it is trailing to the Toyota LandCruiser to the end of July 2021, having sold 1745 units year to date – while its Japanese rival has managed to sell 12,159 units, a factor in Nissan dropping out of the top 10 manufacturers last month. N

PATROL |

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whichcar.com.au | 11 DEC 2021

2022 TOYOTA LANDCRUISER 300 SAHARA V NISSAN PATROL TI-L COMPARISON IT’S A CLASH OF THE TITANS, AS NISSAN’S V8 PATROL TAKES ON TOYOTA’S NEW V6 LANDCRUISER. MATT RAUDONIKIS

NISSAN PATROL AND TOYOTA LandCruiser have been fierce rivals since both Japanese brands started building their own ‘Jeeps’ in the second half of the 1950s. Now, as they both mark 70 years of their respective nameplates, Toyota has graced us with an all-new LandCruiser in the form of the 300 Series – the first new Cruiser in more than 14 years.

It’s only fitting then that we pitch it up against its traditional foe in the current model Y62 Nissan Patrol.

While the Cruiser might be new, the Patrol is more than 10 years old now and even though there has been a few facelifts and upgrades over that time, it’s still essentially the same package – and that’s a good thing.

What we have here is the top of the range Nissan Patrol Ti-L which sells for $93,365 and lines up against the

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similarly specified LandCruiser Sahara at $130,190. The Sahara used to be the top-spec model in the Cruiser range but now there are both the GR Sport and the Sahara ZX model above it topping out at $138,790.

LANDCRUISER 300 SAHARA POWERTRAIN & PERFORMANCE All LandCruiser 300s are powered by a 3.3-litre twin-turbo V6 diesel engine that makes 700Nm of torque and 227kW of power, so it has higher outputs than the old V8 diesel engine.

An interesting thing about the design of this engine is that it is a ‘Hot-V’ design. This means that the exhaust manifolds and the turbochargers are mounted in the V between the cylinder heads and the intake manifolds are on the outside of the engine. This helps to make the engine more compact and puts

the turbochargers closer to the exhausts ports to reduce lag.

With all that heat now at the top of the engine, Toyota has had to do away with the top-mounted intercooler as used on previous LandCruisers and moved them up behind the grilles under the headlights. I say them, as there are two of them and they are now fluid-to-air design so they should be more efficient. Anyone travelling in regional areas will want a decent bullbar to protect the coolers from frontal impact. More often than not, it’s the corners of the front bumper that cop a ’roo and that’s exactly where the intercoolers are mounted, just like in the new Defender.

The 90-degree V6 engine is a smooth and torquey performer that feels to get on with the job much more swiftly than the old

PATROL

1VD V8. It’s quiet and punchy and works seamlessly with the new 10-speed automatic, which is the only transmission offered in the 300.

Previous testing has shown it to be a capable towing powertrain with a 3000kg dual-axle trailer hitched behind the Cruiser.

ON ROAD RIDE & HANDLING The LC300 retains the same suspension format from previous LandCruiser models of an IFS and live rear axle, both riding on coil springs, but it has been heavily revised.

There’s no fancy height adjustment or trickery to it, however the Sahara does have variable dampeners for comfort and sport settings.

In the traditional LandCruiser way, the suspension is soft and supple to deliver a smooth and comfortable ride, but it gets a bit wild and wallowy when pushed hard on tight roads or tracks. The sport setting on the dampeners does address this a bit, but it’s never as composed as the Patrol on such roads.

OFF ROAD It wouldn’t be a LandCruiser if it didn’t excel off road and the LC300 has again raised the bar in this regard. Specifically in its electronics with the best calibrated traction control system we have ever driven. The L663 Defender has held that honour for the last 12 months or so but the LC3 has taken the title.

Once again, we were impressed by the calibration and fast-acting nature of the electronic traction control (ETC) and amazed by how smoothly and effectively the Crawl Control system operates.

The Cruiser smoothly and effortlessly crawled its way up our rutted hill climb on this test and has surprised us on some rocky climbs in other recent tests. Only the centre

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differential is lockable, as the Sahara relies on its electronics and has pretty good wheel travel.

Only the GR Sport LC300 model is available with factory front and rear lockers.

CABIN & ACCOMMODATION The inside of the 300 instantly feels like a LandCruiser so LC200 owners should be comfortable in there.

It’s big and plush and should be perfectly suitable for long road trips with the family. The new dashboard has a massive configurable AV screen and the system now includes CarPlay and Android auto.

The centre stack is busy with buttons and they take a bit of getting familiar with. We found that in some light the silver buttons glare back in to the drivers or passengers face when you look at them.

The lower seating position in the 300 compared to the 200 is appreciated by taller folks, as it puts the driver in a better position and gives a better view of the surroundings through a lower window-line. Of course the seat can

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be raised if needed and the steering column is power adjustable for both reach and height.

Seats in this Sahara model are leather trimmed and power adjustable, and both the front and second row seats offer heating and cooling functions. Of the six LC300 grades only the GXL, VX and Sahara models are offered with third-row seating for two passengers. These seats now fold flat in to the floor as opposed to up to the sides like they did in the 200, and in this Sahara they fold electronically. The thirdrow seats are big enough for adults on short trips, if they can squeeze there way in to the back, but are best suited to smaller people.

With the third row up and in position, there is very little space left behind it for cargo and this is somewhere that the Patrol has a big advantage.

PRACTICALITIES The fuel capacity has dropped from 138 litres in the LC200 to 110 in the 300, with 80 in the main tank and 30 litres in the sub-tank. It’s still

substantial by modern standards, but every litre counts when you’re logging up the highway miles in a big wagon. It’s another area where the Nissan takes a win with its 140-litre tank.

The Sahara offers plenty of interior space for both passengers and cargo, although as mentioned, very little luggage space if you are using all the seats.

The Sahara wears 265/65R18 tyres which are becoming a more common size, so there should be plenty of options for more durable rubber than the standard highway tyres. Lower grades are fitted with 17s, so you should be able to opt to smaller wheels with taller sidewall tyres if desired, while the top of the range Sahara ZX wears 20-inch rims with low-profile tyres.

Toyota has a large range of genuine accessories for the 300, including the choice of steel or aluminium bullbars, nudge bars, an LED lightbar, roof racks, a Warn winch, underbody protection, rated front recovery points, a rear recovery hitch, and a raised

PATROL air-intake snorkel which is standard on the GX model. As with all LandCruisers in the past, the aftermarket will soon offer plenty of accessory options for your LC300 to tailor it in any direction you like.

With a 3500kg tow rating and 650kg of payload, the Cruiser is built to haul, but owners of heavily equipped 300s will still need to be wary of GVM. NISSAN PATROL TI-L POWERTRAIN & PERFORMANCE Like the LandCruiser, the Patrol is only offered with a single powertrain but unlike the Toyota, its engine is petrol fuelled, not diesel. Plus it’s a V8 and a fine one at that. The 5.6-litres of double overhead cam V8 pumping out 298 of the sweetest kiloWatts and 560Nm of stonking torque is backed by a 7-speed auto and an on demand four-wheel drive system with high and low range.

Sure, the Australian 4x4 market is predominantly diesel-fuelled, but anyone who has ever driven one of these V8 Patrols will soon be weighing up the pros and cons of each fuel. The naturally-aspirated petrol V8 engine might not have the torque of a diesel but it has enough, and it certainly trumps most if not all diesels in power.

This characteristic gives the Patrol a more sporty feel to it, which allies perfectly with its more dynamic chassis when compared to the LandCruiser. The 7-speed automatic gives little to complain about other than our usual gripe with the way Nissan calibrates it’s autos to be so reluctant to let you manually shift down when off road.

The real con of this powertrain is fuel economy and that’s something you will get with any petrol when compared to an equivalent diesel. While it was a closer fuel misers fight against the TDV8 LC200, the improved efficiency of he 300’s V6 engine widens the gap. On test, it was 12.1L/100km from the Toyota to 17L/100km from the Nissan. That was a week of commuting and two days at the off-road proving ground, but the gap would narrow with more open highway miles on the vehicles.

ON ROAD RIDE & HANDLING The Patrol uses independent suspension both front and rear and while this might scare many an offroad enthusiast away, it shouldn’t.

On road, it offers superior ride and handling with better control over bumps and through corners, be the road surface gravel or sealed. The LandCruiser can’t get near a Patrol in terms of dynamics.

One of the key features that makes the Y62 handle to well is the Hydraulic Body Motion (HBMC) system that is standard on both

Patrol models. Like Toyota’s e-KDSS, HBMC controls the amount of body roll depending on the speed of the vehicle and the terrain. But unlike e-KDSS, HBMC replaces the anti-roll bars and their action is done by the hydraulics.

HBMC works very well with the fully independent suspension allowing the big heavy Patrol to corner relatively flat on road while ‘releasing’ the wheels from the chassis to give more travel when off road. The only real disadvantage we see with HBMC is that it can hamper

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owners looking for bigger than normal suspension lifts.

OFF ROAD The Nissan loses some ground to the Toyota when you get off track, but not nearly as much as some would think. It has more ground clearance than the Cruiser and maintains that clearance well.

The LC300 scraped its front end when descending our rutted hill, while the Patrol had no such issue.

Nor did it have any issue climbing the hill, despite not having the rear wheel travel of the Cruiser and older electronics.

The Patrol’s ETC does get the job done, even if it’s not as refined as that in the Cruiser. It’s helped by a rear LSD which is also lockable when the going gets tough. While the Patrol doesn’t have anything like crawl control or fancy drive modes, it doesn’t need them either.

CABIN & ACCOMMODATION First impressions on jumping out of the Cruiser and in to the Patrol are that it is bigger and much simpler.

And when I say simpler, I say it as a positive, not a negative. Yes, the Y62’s

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dash is showing its age, the chintzy chrome and faux woodgrain trim is tacky, the AV screen is smaller than the Cruiser and it doesn’t even have apple CarPlay, but as soon as you sit behind the wheel you know where everything is and how it operates.

It’s not an interior that you have to ‘learn’ like so many of the more modern and more complex vehicles.

The foot-release park brake is something from another era.

The Patrol interior does miss out on a few luxuries that the LandCruiser has as well: only the front seats are heated and cooled and power operated, the climate control is three-zone as opposed to four, and the rear entertainment system isn’t quite as complex, but it isn’t missing anything you really need. The Ti-L Patrol gets a power sunroof while the Sahara doesn’t, but then, the Cruiser gets a chilled centre console.

Where it does make up ground is in space and specifically behind the third-row seats. The Patrol is 185cm longer than the LC300 and it looks as though that’s all behind the third-row seats. We reckon there’s space enough for a 40L Engel behind there, while there’s barely

any space behind the Cruiser’s third row for a couple of bags of ice. This difference also equates to the cargo space when the third-row seats are stowed away.

The Patrol can also be had as an eight-seater in Ti trim while this Ti-L is only offered with seven seats due to weight limits.

PRACTICALITIES The Patrol rolls on 265/70R18 tyres, so a bit taller than the standard tyres on the Cruiser and we’ve seen plenty of them rolling on 35s and bigger with relative ease.

The aftermarket has been slow to develop gear for the Y62 over the years due to the relatively low numbers of them sold, so it can be limiting when doing a build. This is especially so if you have a latest update and the old front bars don’t fit, but you can pretty well get all you need for a serious touring build for one now.

The Ti-L’s payload is 639kg and all Patrols are rated to tow 3500kg.

VERDICT When you look at the sales numbers between the LandCruiser and

PATROL Patrol over the past five years, you might think this is a one-horse race.

Yes, the LC200 outsold the Y62 around five-to-one, but this has more to do with Australian drivers’ preference for diesel engines than anything else.

The Patrol has had a resurgence in popularity, certainly since Nissan Australia repositioned its price and range to bring both variants of Patrol in at less than $100K and introduced a few model upgrades and a major facelift.

Then again, as folks looked at real-world fuel consumption figures of the V8 diesel LandCruiser and found it wasn’t as efficient as it should be, and it started to have problems with the DPF system along with other Toyota diesel models.

The simplicity of a naturally aspirated petrol V8 really started to have more appeal to more buyers. Add in the cost saving on initial purchase price and the Patrol started to look real enticing.

With the introduction of the LC300 and its V6 diesel and 10-speed transmission, we expect to see LandCruiser fuel numbers drop considerably once owners get in to them and start doing some real-world touring, but the new engine is every bit as complex, if not more so than the old V8. And the price of LandCruiser has gone up considerably with the new model.

An LC200 Sahara was $123,500 not that long ago.

If you’re a diehard LandCruiser diesel fan then there will be no choice. The LC300 is a better driving vehicle than the 200, has more equipment, more features, improved torque over the V8, and it still feels very much like a LandCruiser to ride and drive in.

Toyota has stuck to and refined its sales winning formula for the 300 and once supply issues are sorted, you’ll see them running off the showroom floor.

But if the added cost and the lack of a V8 engine has you shying away from the new Cruiser and considering a Patrol, you’ll be pleasantly surprised by the $36.5K saving on the purchase price, impressed by the on-road performance, and happy with the simple nature of the big Nissan.

The Patrol’s potent V8 engine and responsive chassis give it a sporting character, while the LC300 sticks to its heavier feeling, more floating dynamic that feels more tourer than sports wagon. Yes, the Patrol misses out on some tech and features, but it still has everything you need (except maybe Apple CarPlay) and while it uses more fuel, that $36K saving on price buys a lot of petrol or could give you a full vehicle fit-out at your favourite accessories store.

While both of these vehicles are suffering from supply issues as this is written, it would be a fully kitted Patrol in my driveway for my $135K if I had it. N

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exhaustnotes.com.au | 8 SEP 2021

2021 NISSAN PATROL TI-L (CAR REVIEW) RYAN GILROY

THE NISSAN PATROL. A legendary name in the Australian 4×4 scene, with the GQ and GU era models among the most favoured cars to hit the tracks in. It’s all change in 2021 though, with the latest version of the current Y62 offering scoring a much needed facelift.

First launched in 2013, the Y62 Patrol now takes on a more European feel to its styling, along with some new technology. It looks classy, and yet still feels more than capable to tackle the rough stuff.

Spacious and practical for family life, it offers great power and acceleration from the high revving 5.6-litre quad cam V8. Some 298kW and 560Nm are enough to take this massive car from 0-100km/h in just over 8.0 seconds. It’s paired to a 7-speed auto.

Fuel economy is where it falls over though, but only in traffic.

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Consumption in stop/start slow moving situations is hideous like 20.0-litres/100km kind of ugly, but out on the open road we actually managed to sneak under Nissan’s claimed 14.4-litres/100km.

The large amount of torque comes into its own when pulling something behind it, with a maximum braked towing capacity of 3,500kg. The Patrol redlines at 7000rpm and sounds just as good as it looks. It has a 140-litre tank, that could get pricey to fill though.

It’s packed with standard features like satellite navigation, electric front seats, blind spot warning, around view monitor and autonomous emergency braking. You’ll also find intelligent forward collision warning and leather accented seats.

And while the infotainment system offers a fairly decent amount of technology, including Bluetooth,

there’s no Apple CarPlay or Android Auto, making it feel genuinely dated. The second row scores entertainment screens too.

A driver memory function offers not only seat configuration, but side mirrors and steering column position are also saved. Those front seats we mentioned are heated and vented, and there’s a wickedly good 13-speaker Bose premium sound system.

PROS Loads of room Ride quality, both on and off road 7-speed auto CONS Poor suburban fuel efficiency Price Far too much woodgrain inside

PATROL A sunroof and roof rails also feature on the outside. Interior head and leg room is exceptional, particularly in row two. Even with the front seats back as far as they could go, middle row passengers still had plenty of space.

The rear row (aka row three) seating isn’t horrible, but caters mostly to kids or smaller humans.

With that third row dropped down, boot space is decent, at 468-litres.

Drop row two and that balloons to 1,413-litres.

The rear glass can be opened separately from the tailgate as well, giving you the ability to access the boot space, without disturbing the cargo you already have onboard.

It’s hard not to talk about the big Nissan SUV without mentioning its LandCruiser 200 Series Sahara rival though.

And while the Toyota might be the better vehicle, or at least the most popular, it has some issues in terms of availability (you can’t buy one, and they don’t make them anymore for starters), and the price is higher than the Nissan.

Even at north of $102,000 drive away for the Ti-L variant of the 2021 Nissan Patrol, it’s still cheaper than the LandCruiser range-topper. Mind you, it can get ugly if you run amok adding options, just like the 200 Series. Both of them have dated interiors too.

Nissan’s largest SUV also comes in just two specifications, the entry level Ti, which offers 8-seats, and the top spec Ti-L, a seven seater. What sets the latter apart is 18-inch alloy wheels, LED headlights, tail lights and daytime running lights, and adaptive cruise control.

It also grabs proximity key entry and push-button start, privacy glass, roof rails and a power tailgate.

Inside, there are leather seats, power seat adjustment for driver and front passenger with memory, and heated and cooled seats in the first row.

Tri-zone automatic climate control, a digital rear view mirror, sunroof, satellite navigation and entertainment screens for second row passengers also feature, along with a 20-litre refrigerated centre console box.

REVIEW OVERVIEW

7.5 TOTAL

7.5

DRIVING EXPERIENCE

8.0

EXTERIOR STYLING

7.5

INTERIOR LOOK AND FEEL

7.0

TECHNOLOGY AND CONNECTIVITY

8.0

FAMILY FRIENDLINESS

7.0

VALUE FOR MONEY

There are six colours to choose from, including Moonstone White (as tested), Gun Metallic, Brilliant Silver, Black Obsidian, and Hermosa Blue.

On the road, and off, it’s very capable all round, and while it seems crazy to take such a luxury vehicle and get it dirty on purpose, it will handle anything you throw at it. A locking rear diff and excellent high and low range ensure it can tackle tough terrain with ease.

You will also find four different drive modes (Sand, Snow, Rocks, Road), with each changing the handling characteristics of the car, with

notable suspensions adjustments and engine response alterations.

On the black stuff, the 7-speed automatic comes into its own, with the Nissan Patrol Ti-L delivering a quiet, comfortable driving experience. You could be forgiven for forgetting there’s a 5.6-litre V8 under the hood.

Overall, the 2021 Nissan Patrol could be described as the complete package, a rough and tough off-roader, with the style and comfort of a high end luxury car, and all with an aggressive high revving V8 under bonnet. N

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drive.com.au | 31 JULY 2021

70 YEARS OF NISSAN PATROL A SHORT HISTORY OF NISSAN'S ICONIC OFF-ROADER. ROB MARGEIT

NOT TOO MANY AUTOMOTIVE nameplates can boast a heritage spanning 70 years and eight decades. But, the Nissan Patrol joins some exalted company this year, chalking up 70 years of continuous production.

Interestingly, while the list of longest-running nameplates features some well-known favourites, including the Chevrolet Corvette (1953), Toyota LandCruiser (1951), Volkswagen Transporter (1950), Ford F-Series (1948) and the grand-daddy of them all, the Chevrolet Suburban (1935), the Patrol is noticeable by its absence, despite sharing a birth year with its Toyota arch-rival.

Possibly, that’s down to the first Nissan to wear the ‘Patrol’ nameplate didn’t appear until 1958.

Prior to 1958, the Patrol was simply referred to as the 4W Series.

Our own history with the Patrol stretches back to the second-gen, the 60 Series, Australia one of the first export nations to receive the tough-as-nails off-roader in 1960.

It’s been a constant on our roads ever since, with Nissan selling some 238,000 Patrols locally over five successive generations.

To mark the 70-year history of its popular four-wheel-drive, Nissan Australia released a short video highlighting the generations and achievements that have made the Patrol such an enduring icon.

From the original Nissan Jeep, to today’s facelifted Y62 series,

the pictorial history of the Patrol captures an enduring legacy.

1951-59 4W SERIES The first generation of Nissan’s four-wheel drive launched in 1951.

Available exclusively in Japan, the 4W60 was powered by Nissan’s NAK 3.7-litre straight six lifted straight out of the Nissan 290 bus.

The unit made 56kW and delivered drive via a four-speed manual transmission to a part-time fourwheel-drive system. The slotted grille featured a Nissan badge. In 1958, the updated 4W65 arrived and with it a new nameplate, the model the first to feature the Patrol name, festooned proudly on its front guards.

1959-1980 G60 SERIES The first Patrol to arrive in Australia, badged as the Datsun Patrol, soon gained legendary status when the Sprigg family drove one across the Simpson Desert, completing the first crossing of that treacherous stretch in a motor vehicle. The family took 12 days to cross the sandy expanse, their G60 Patrol averaging just 5km/h for the trip.

With its reputation as a rugged and capable off-roader assured, the G60 Patrol – available in as a soft-top, cab-chassis and or wagon

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PATROL – enjoyed only minor updates over its 20-year lifespan.

1980-87 MQ SERIES The MQ Series only enjoyed short life cycle compared with its G60 predecessor, but it brought a new philosophy to the Datsun-cumNissan Patrol. Channelling the growing trend for recreational off-roading, the MQ Patrol offered a more refined experience, as well as new variants including, for the first time, a seven-seat wagon, setting the template for Patrols to come.

Power came via either a 2.8-litre petrol engine or a 3.3-litre six-cylinder diesel, while those plumping for the top-of-the-range Deluxe Wagon could option, for the first time, a three-speed automatic transmission.

The MQ Series also ushered in the era of the turbo-diesel, with Nissan’s 3.2-litre SD33T unit making 81kW and 255Nm available as an option for the first time.

1987-97 GQ SERIES Plenty of work went into the Patrol’s suspension setup for its fourth generation, now featuring coil springs all ’round, offering not just improved comfort on the road, but also better handling on the rough stuff, reflecting the nascent but growing trend of four-wheel-drives to serve double-duty as an everyday family hauler.

New engines boosted the Patrol’s arsenal, including a new 4.2-litre sixcylinder petrol, while transmission choices included a five-speed manual or four-speed automatic. A 3.0-litre petrol six joined the line-up in 1990 while 1995 saw the introduction of a 2.8-litre turbo diesel.

Body styles included a short wheelbase, long wheelbase wagon, cab-chassis ute and pick-up truck.

drivetrain combinations further enhanced the Patrol’s duality as a comfortable daily with serious off-road capabilities.

Engine choices included a 2.8-litre turbo diesel six, improved with the addition of fuel injection and an intercooler, while a big-block 4.2-litre atmo six cylinder petrol continued to do the heavy lifting.

In 1999 an all-new 3.0-litre turbo four joined the line-up, while the petrol six cylinder grew in capacity, now displacing 4.8 litres and good for 185kW and 420Nm, cementing the Patrol’s status as the most powerful four-wheel-drive in its class.

2014+ Y62 SERIES There was a Patrol crossover period when the new Y62 generation arrived in 2014, Nissan Australia continuing to offer the GU Series through to 2016.

The Y62 Patrol changed the landscape for the nameplate yet again. Available only as a wagon, and powered exclusively by a powerful (298kW and 560Nm) 5.6-litre petrol V8, the Y62 became the most refined Patrol to date.

New technologies included a world-first digital Intelligent Rear View Mirror while underneath,

the Patrol scored a fully independent suspension set up married to a Hydraulic Body Motion Control System.

A 2020 facelift brought new exterior elements while safety technology was bolstered with the addition of Nissan’s Intelligent Mobility suite.

MOTORSPORT PATROLS While the Patrol proved its off-road credentials early on, it was on the world motorsport stage where Nissan’s off-roader really proved its mettle.

In 1987, the striking Fanta-Limon liveried short wheelbase Patrol took on the gruelling Paris-Dakar rally, finishing the 13,000km test of endurance in ninth place overall and winning the diesel class.

In Australia, the Patrol enjoyed great success in the Australasian Safari Rally, collecting victories in 1992, 1993, 1995 and again in 2003.

But for true competitive longevity, look no further than the Australian Off Road Championship where for a period of 15 straight years, nothing could touch the Nissan Patrol, collecting 15 consecutive titles in the Unmodified Class between 1983-98.

Remarkably, Les Siviour, the Griffith rice farmer, won 14 of those 15 titles. N

1997-2016 GU SERIES The Patrol hit its straps locally with the launch of the GU Series, selling over 10,000 annually between 19982000, helping to make Australia the largest market in the world for the workhorse off-roader.

Improvements to the suspension set up, chassis and

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carexpert.com.au | 14 SEP 2021

NISSAN GT-R: GODZILLA’S REIGN ENDING IN AUSTRALIA THE 2022 NISSAN GT-R IS DRIVING OFF INTO THE SUNSET, AS NEW AUSTRALIAN RULES ABOUT SIDE-IMPACT CRASHES SPELL ITS DEMISE. SCOTT COLLIE

NISSAN AUSTRALIA HAS BEEN forced to slay Godzilla.

Australian Design Rules (ADRs) for side impact collisions mean the Nissan GT-R can’t be imported to Australia from October 31, 2021.

That spells the end of the R35 GT-R in Australia after more than a decade on sale.

A statement from Nissan Australia is published in full at the end of this story.

The culprit? New ADR 85 side-impact regulations. They came into force for new vehicles introduced to Australia in 2017,

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but will apply to all passenger cars from later in 2021.

The GT-R doesn’t meet the new rules, and Nissan isn’t going to make structural changes to its low-volume halo for a market as small as Australia. It’s not clear if the GT-R structure could actually be changed to meet the rules at all.

Just 937 cars have been sold since it launched in 2009, an average of less than 100 per year.

Nissan Australia hasn’t confirmed how it will send off the R35 GT-R, but it has confirmed the 2022 model

revealed today in Japan will make it Down Under in some form.

It’s likely a variation of the GT-R T-Spec will be imported prior to November 1 in limited numbers.

Revealed today in Japan, T-Spec is another update for the GT-R initially revealed in 2007, and debuted in Australia during 2009.

It’s not clear when the current R35 GT-R will be replaced with an all-new model, although reports from Japan suggest an R36 is will succeed it at some point.

In Japan, Midnight Purple and Millennium Jade are being

GT-R

added to the colour palette on the T-Spec.

Both are throwbacks sure to make enthusiasts excited. Nissan says it considered doing new grey or blue colours, before committing to something more exciting.

The Premium Edition T-Spec rides on bronze Rays forged alloy wheels, and rides on a tweaked suspension designed to make the most of the car’s lower unsprung weight.

Meanwhile, the T-Spec Track Edition gets a carbon fibre roof and boot lid, and rides on black wheels

instead of the bronze Premium Edition units.

In Japan, just 100 examples of each will be offered through a lottery in Japan.

Power comes from the VR38DETT twin-turbo 3.8-litre V6 engine, and is sent to all four wheels through a sixspeed dual-clutch transmission and sophisticated all-wheel drive system.

Nissan hasn’t confirmed outputs for the T-Spec, but the current GT-R has 419kW of power and 632Nm of torque.

The track-oriented GT-R Nismo ups those outputs to 441kW and 652Nm. N

GT-R |

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drive.com.au | 4 NOV 2021

NISSAN GT-R SALES SURGE AS IT REACHES THE END OF THE LINE IN AUSTRALIA

THE ICONIC NISSAN GT-R HAS HAD ONE OF ITS BIGGEST SALES MONTHS IN AUSTRALIA AS VEHICLES ARE REGISTERED AHEAD OF A COMPLIANCE DEADLINE. JOSHUA DOWLING

THE NISSAN GT-R – BETTER known as “Godzilla” due to its giant-killing performance – has posted one of its strongest sales months since this generation went on sale in 2009.

New-car sales data for October 2021 shows 31 examples of the Nissan GT-R were reported as sold, making it the strongest result for the nameplate in more than a decade.

Drive understands there is only a handful of the latest batch of 50 limited-edition Nissan GT-Rs yet to be delivered to Australian customers.

While the Nissan GT-R had to be complied to meet new Australian side impact regulations by the end of October 2021, dealers have until the end of June 2022 to register and deliver the vehicles.

It seems Nissan GT-R fans are keen to get behind the wheel sooner rather than later, with the

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majority of the final batch already accounted for.

Last month was the fifth-best result on record for the R35 Nissan GT-R in Australia, compared to 66 deliveries in its first month on sale (April 2009), 45 in May 2009, 40 in June 2009, and 34 in July 2009.

Over its lifetime, Nissan has sold just shy of 1000 examples of the GT-R in Australia.

The model remains on sale overseas.

The next generation may have hybrid or electric power but is some years away from being revealed globally or for Australia. N

GT-R news.com.au | 21 SEP 2021

FULL DETAILS: NISSAN’S FINAL GT-R SUPERCAR

ONE OF THE MOST DESIRED SUPERCARS ON THE PLANET IS ENDING ITS LONG STINT IN AUSTRALIA WITH ITS MOST OVER THE TOP VARIANT YET. DAVID MCCOWEN

NISSAN HAS REVEALED FULL prices and specifications for its ageing supercar after shocking car lovers with news the GT-R will end its run in Australia this year.

The final run of R35-generation GT-Rs sold in Australia will arrive in a choice of five models culminating in the most expensive Nissan offered in Australia.

Priced from $393,800 plus on-road costs, the fully loaded Nissan GT-R Nismo SV costs more than a Lamborghini Huracan, and almost as much as an opulent Bentley Continental or the latest Ferrari Roma.

A handmade engine, ceramic brakes, extensive carbon fibre bodywork and super-light wheels contribute to the GT-R Nismo’s huge asking price.

Nissan claims the car is a close relative of the GT3 racing car that took a famous victory against European supercars in the 2015 Bathurst 12 Hour race.

The GT-R range starts at $193,800 for the GT-R Premium model.

Premium Luxury versions with highquality leather add $6000 to the bill.

Collectors might be drawn toward a new Nissan GT-R T-Spec variant that adds lashings of carbon fibre, racebred ceramic brakes, a more luxurious cabin and a choice of historic GT-R hues including “midnight purple” and “millennium jade”.

Enthusiasts keen to get hold of one should get in touch with dealers soon, as increasingly strict safety requirements prevent Nissan from importing the coupe after November 1.

The final GT-R is significantly more expensive than the first examples of the current-generation car that launched in 2009 for $148,800.

Since then, power for the GT-R has claimed from 357kW to 419kW in regular variants, or 441kW for the range-topping Nismo.

Nissan’s performance hero made global headlines for promising performance to rival Porsche’s 911 Turbo for less than half the German car’s price.

The GT-R’s future is not clear.

Nissan is rumoured to be working on an electric successor to take on the likes of Tesla and Porsche in the race to build the best batterypowered performance car.

The manufacturer’s managing director in Australia, Adam Paterson said “this isn’t the end of the GT-R story in Australia, but it will mark the closure of this chapter for this generation vehicle”.

Speaking with News.com.au at the 2019 Tokyo motor show, Ivan Espinosa, corporate vice president for Nissan’s product planning, said the GT-R was an icon for the brand and that “we need to be careful” managing its image.

“Is the consumer ready to get a sports car EV? We have debated endlessly about these.

“There are petrolhead buyers who are still 100 per cent not there.” N

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whichcar.com.au | 25 OCT 2021

A BRIEF HISTORY OF NISSAN’S ZED IN AUSTRALIA

AUSTRALIA BOASTS A LONG LOVE AFFAIR WITH THE Z, SO TAKE A LOOK BACK AT THE VARIOUS GENERATIONS THAT FORGED AN ICON.

ALEX AFFAT

THE DATSUN 240Z WAS a watershed model that redefined buyer perceptions towards the brand around the world, and kicked off one of Nissan’s most enduring nameplates.

Famously aimed at the US market, Australia also represented a key right-hand drive export market

for the fledgling Yokohama brand, receiving some of the earliest Zed builds. On local soil, the original Zed had a profound effect on owners, with its iconic lineage still bolstered by legions of enthusiasts around the nation to this day.

In anticipation of the 2022 Nissan Z, expected mid-year 2022, we thought we’d take the chance to give you an A-Z look at Zeds in Australia.

FIRST GENERATION: DATSUN S30 240Z AND 260Z – 1969-1978 The genesis of Z dates back to a 1964 open-top concept car penned by famed designer Albrecht Goertz. The German industrial designer already had BMW’s 503 and 507 Roadster to his name, and consulted with Nissan throughout the 60s. He is credited with further contributions to the original CSP311

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Silvia and a defunct sports car joint-project with Yamaha that eventuated in Toyota’s 2000GT. Launched locally in September 1970, the 240Z was a genuine 200km/h car in its day and, at $4567, was priced in line with the Triumph TR6 – a car it could comfortably outperform. Australia was the prime right-hand drive export market, receiving 2358 units in total, accounting for the third largest 240Z market in the world, behind USA and Canada.

The original shipment of 319 cars in 1970 included some of the earliest RHD builds in existence. This snippet from Modern Motor’s road test from April 1971 features chassis #4.

Some Zed specialists argue that early production for the Australian market also streamlined development for other RHD export

Z markets. Subsequently, some assert that, without Australia, the 240Z’s global reach and impact would have been significantly diminished.

Despite its reputation as a democratic champion of affordable performance, in the heyday of 1970, the Zed was a costly machine, exceeding the as-new list price of local heroes like the XW Phase I Falcon, Torana XU-1, and Chrysler E38 Charger.

Globally, the 240Z was a hit, becoming the world’s fastest selling sports coupe within three years of production.

Tightening US emissions regulations throughout the 70s forced an update in the form of the Datsun 260Z. Again, aimed at the US market, the 260Z’s engine was bored out to 2565cc with a 2+2 variant introduced with an elongated notched roofline and an extra 302mm of wheelbase.

Launched locally in mid-1974, in the midst of fears of global fuel shortages and new US safety regulations, just 1123 260Zs were sent Down Under.

The final iteration of the Zed’s first generation was a US-only 280Z, released from 1975. As the name suggests, it housed a larger 2.8-litre inline-six and introduced fuel-injection to the existing body shape. Australia continued selling the 260Z until 1978.

SECOND GENERATION: DATSUN S130 280ZX – 1978-1983 The second-generation Zed, the 280ZX, appeared on the local market in 1978 and marked the slow departure from the badge’s sporting roots to a more rounded grand tourer.

The 103kW drawn from the familiar SOHC L28 didn’t make headlines but it was deemed a smooth and strong unit, and delivered respectable performance from the 1265kg coupe. The speedometer could still reach north of 190km/h, and local road testers celebrated its outstanding fuel economy. An 80-litre fuel tank yielded great cruising range and seemed well suited to Australia, too.

Strides were made in regards to interior materials and amenities, introducing power windows and mirrors, air-conditioning, comfier seats and an automatic gearbox.

Officially, Australia only received the 2+2 long-wheelbase body however some Japanese-spec HS130 coupes have been imported over the years.

February 1980 saw the brand badge switch from Datsun to Nissan, and also introduced the optional pop-out targa roof panels.

THIRD GENERATION: NISSAN Z31 300ZX – 1983-1989 The Z31 300ZX boasted a modern new face but remained largely

based on the preceding 280ZX, albeit with a new 3.0-litre VG30 V6, new suspension and a wider stance.

It continued to market itself on its American boulevardier image.

Again, Australia’s comparatively small market received just one body option: the 2+2 Targa top. Initially, Australian buyers were solely offered the naturally aspirated V6 yielding a modest 124kW. From 1986, however, buyers were treated to the 155kW turbocharged version sans adjustable shocks which featured in overseas markets.

At almost $28,000 new, the 300ZX was a costly machine, offered in just one spec with the only options including climate control and a digital instrument cluster.

Australia uniquely offered the “Californian” special edition, to commemorate the final 200 units of Series III cars sold in Australia.

FOURTH GENERATION: NISSAN Z32 300ZX – 1990-1996 1989 represented a bumper year for the Yokohama brand, perhaps most famously marking the debut of the game-changing Skyline R32 GT-R. The same year also saw the release of the all-new Z32 300ZX, bolstering Nissan’s multi-pronged attack on the Japanese sports car market.

Locally, the radically new 300ZX launched in early 1990 and represented a welcome return to sporting form.

Like the GT-R, the clean-sheet 300ZX also borrowed heavily from the developments learned Nissan

Z|

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for a company in desperate need of financial security.

The Z33 350Z arrived midway through 2002, and was deemed by former CEO Carlos Ghosn as a car that would assist the company’s recovery into the future.

A modern interpretation of the iconic long bonnet and short rear deck silhouette, the 350Z was a dynamic delight, sneaking into fourth place at MOTOR’s 2004 PCOTY. Like many Zs before it, the Z33 found favour with various tuners and modifiers around the world, and makes a compelling case for an affordable ‘future classic’. learned from its Mid4 concept, and housed all-new multi-link suspension, rack-and-pinion steering, a viscous differential and antilock brakes. Nissan had a genuine Porsche (928) beater on its hands.

The VG30 V6 was now fitted with dual-overhead cams and variable valve timing, and produced 166kW in naturally aspirated form. Again, the Australian market was only offered the 2+2 LWB variant in naturally aspirated configuration.

A local 25th anniversary edition gained a bespoke body kit, 17-inch AVS alloy wheels and Steve Millen-designed suspension.

It’s believed 122 25th anniversary editions were sold to the tune of $92,995 when new. Sales were slow

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at less than 100 cars per annum.

Nissan withdrew the Z32 300ZX from sale in 1996, opening the floodgates for JDM-spec 224kW twin-turbo grey-imports.

FIFTH GENERATION: NISSAN Z33 350Z – 2002-2009 Following the Z32, Zed enthusiasts would have to wait another six years for the follow-up. Nissan USA, in late-90s, attempted to maintain the buzz by selling 37 ‘new’ fastidiously restored examples of the original 240Z, for US$27,000 with a 12-month/12,000-mile warranty.

The Z Concept was revealed in 1999 but the economic climate was vastly different, and it was ultimately deemed ‘too backward’

SIXTH GENERATION: NISSAN Z34 370Z – 2009-2020 The Nissan 370Z represented a significant facelift of Nissan’s millennial star. The visual links are clear, however, look closer and you’ll notice that the car is shorter and wider with almost every panel redesigned.

More extensive use of aluminium throughout panels, engine cradle and subframes yielded a weight saving of 110kgs with a significant improvement to torsional stiffness.

The VQ V6 now measured 3.7-litres in displacement and produced 261kW, making the 370Z the fastest Z-car yet.

Nissan’s SynchroRev Match which featured in manual cars

from launch, represented the first auto-blip function ever fitted to a production car. Over 4500 have been sold since its introduction locally in 2009.

Despite its age, the driving experience still stands up today.

SEVENTH GENERATION: NISSAN Z34 Z – 2021 The enduring Z legacy is set to continue, as the hotly-anticipated 2022 Nissan Z readies to launch midway through next year.

Gone is the old VQ37 V6, instead transplanting the thumping twinturbo 3.0-litre VR30DDTT from the bombastic Infiniti Q60 Red Sport.

On paper, it sounds like a winner: a sub-$100k sports car, almost 300kW,

rear-driven with the choice of a manual gearbox.

Final details including local pricing are yet to be confirmed, however Nissan has confirmed that Australia will receive a single-spec range, plus a Z Proto Spec launch edition, with some basic specs already revealed.

We love the way it looks, and will ultimately hold judgement until we finally get our hands on it, but the 2022 Nissan Z is already one of the cars we’re most eager to drive next year. As the car industry continues its march towards a greener future, the 2022 Nissan Z might be the last of its kind we ever see, and it could very well emerge as a car that the motoring fraternity will miss long after it’s gone. N

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performancedrive.com.au | 6 OCT 2021

ALL-NEW 2023 NISSAN Z COUPE CONFIRMED FOR AUSTRALIA MID-2022 BRETT DAVIS

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Nissan hasn’t mentioned specific build numbers for the special edition, but says “limited numbers will be available” at launch. The local arm describes it as the ultimate expression of the new generation model.

As standard, the new Z coupe comes powered by a 3.0- litre twinturbo V6, developing 298kW and 475Nm. Buyers will have the choice of a six-speed manual with a highperformance clutch from Exedy, or a fast-shifting nine-speed auto. A mechanical limited-slip differential and carbon fibre composite tailshaft are also included.

Although a 0-100km/h figure is yet to be announced, Nissan does say the new model is around 15 per cent quicker than the predecessor.

* Overseas model depicted

IT’S TIME TO GET excited. Nissan Australia has today confirmed the all-new Z car will go on sale locally in mid-2022.

Up until this point the name of the new model was unclear.

But now it seems it will simply be called the “Z coupe”. In Australia anyway. Just one variant will be offered here, however, Nissan says it will be offering a limited edition Proto Spec model in strict limited numbers.

Some of the features for the special edition include bespoke 19-inch bronze forged wheels, unique yellow-painted brake calipers, along with a black interior package with contrasting yellow stitching and highlights.

The problem is, Nissan didn’t provide an official 0-100km/h figure for the 370Z – the best we got from a manual 2020 model was 6.20, using a GPS Vbox Sport.

Inside, passengers are treated to sports seats, an 8.0-inch touchscreen, and a 12.3-inch digital instrument cluster. The cluster can be arranged in three different display themes, including Normal, Enhanced, and Sport.

The new model will also come packed with Nissan’s Intelligent Mobility safety suite, which bundles in the latest safety gear including autonomous emergency braking, blind-spot and lane departure warning, and rear cross-traffic alert, among other things.

Prices are yet to be confirmed for Australia, but as mentioned the Nissan Z coupe is scheduled to launch during the middle of 2022. N

Z whichcar.com.au | 6 OCT 2021

2023 NISSAN Z: AUSTRALIAN LAUNCH MID-2022

NISSAN’S NEW Z CAR WILL BE OFFERED AS A SINGLE VARIANT IN AUSTRALIA, BUT A LAUNCH EDITION WILL BE AVAILABLE IN LIMITED NUMBERS. BEN ZACHARIAH

THE 2023 NISSAN Z coupe will arrive into Australian dealerships in the middle of 2022, with a launch edition available in limited numbers.

While a single variant of the Z sports car will join the Nissan range locally, a limited-edition Z Proto Spec is to be offered with a number of unique features.

Borrowing its powertrain from Infiniti models in the US, the new Z will use a 3.0-litre twin-turbo V6 producing 298kW and 475Nm, powering the rear wheels through a six-speed manual gearbox with an Exedy high-performance clutch and rev-matching.

A nine-speed torque-converter automatic transmission is also available as an option, featuring aluminium paddle shifters.

Leather-accented seats, a 12.3inch digital instrument cluster, an 8.0-inch infotainment screen with Apple CarPlay and Android Auto, active cabin noise cancellation, reverse camera, front and rear parking sensors, radar cruise control, and launch control are all standard.

Those who opt for the limitededition Z Proto Spec launch edition will also get a two-tone yellow with black roof paint job, yellow brake callipers, yellow contrast stitching and interior highlights, and 19-inch bronze forged alloy wheels.

The 2023 Nissan Z will arrive in Australia in mid-2022, with local pricing and specifications to be announced closer to launch. N

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carexpert.com.au | 8 DEC 2021

2022 NISSAN NAVARA PRO-4X WARRIOR REVIEW

THE SECOND-GENERATION NAVARA WARRIOR, THIS TIME BASED ON THE PRO-4X, IS THE MOST CAPABLE FACTORY VERSION OF NISSAN'S D23 DUAL-CAB YET. MIKE COSTELLO

THE PRO-4X WARRIOR IS dubbed “the world’s toughest Navara“, which is no small claim.

What’s more interesting is that it’s a product spearheaded in Australia, for Australians.

Rather than watching Navara buyers drive up the road to ARB or any number of highly regarded aftermarket 4×4 accessory companies, Nissan wanted to offer a

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turnkey solution ready to go straight from the dealer. There’s money in modified utes…

Its first crack at something like this was the Navara N-TREK Warrior, the immediate predecessor to the PRO-4X Warrior. In both instances the variant label remained the same as the donor.

Once again the project is a collaboration between Nissan

PROS Looks properly tough Drives better on- and off-road Supports Australian engineering CONS Flat seats remain Engine could use an update $70k for a Navara isn’t cheap

WARRIOR by PREMCAR spot for a winch, a light bar, and side flares. And it’s covered by Nissan’s five-year warranty.

As well as bench testing, the Warrior was again tested onroad, as well as off the beaten path at Victorian sites such as the Australian Automotive Research Centre (AARC), the Toolangi forests, Narbethong, Walhalla and Big River.

That being the case, our launch drive instead took place near Coffs Harbour, in some beautiful dense forests with muddy, rutted trails everywhere. It was a challenging environment reflective of what should be this vehicle’s natural habitat.

HOW MUCH DOES THE NISSAN NAVARA PRO-4X WARRIOR COST? The PRO-4X Warrior is $9360 more expensive than the PRO4X donor. It’s also $3700 more expensive than the old N-TREK Warrior derivative was.

• 2022 Nissan Navara PRO-4X Warrior manual: $67,490 • 2022 Nissan Navara PRO-4X Warrior auto: $69,990 All prices exclude on-road costs.

For some context, the Australianengineered Toyota HiLux Rugged X is $70,750, the Ford Ranger FX4 Max

Australia and Melbourne engineering firm Premcar, known perhaps best for its fast Ford Falcons, and its Holy Grail package.

The Warrior program requires some 35 staff, including veterans from Holden and Ford. One, Mark Doody, has a near 40-year career working for Jaguar, Porsche and GM and was heavily involved in the VE Commodore.

A significant development phase and factory-line fitment of all the add-ons – many from the Nissan Genuine catalogue, but engineered to fit together cohesively – takes place in Melbourne’s northern suburb of Epping, before Warrior stock ships out to dealers.

We’re talking 40mm more clearance thanks to new springs and shocks, all-terrain tyres, underbody protection, a steel bullbar with a

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IS THE NISSAN NAVARA PRO-4X WARRIOR SAFE? The Navara has a five-star safety rating based on ANCAP testing conducted in 2015.

That rating was based on a frontal offset score of 14.01 out of 16, a side impact score of 16 out of 16, and pedestrian and whiplash protection scores of Marginal and Good, respectively. All models come standard with seven airbags.

is $66,190, the Mazda BT-50 Thunder is $68,990, and the Volkswagen Amarok W580S is $79,990 – these are all RRPs. As we said earlier, there’s no lack of competitors in the Aussiemodified ute space, and most involve OEM (or OEM-standard) local engineering to greater or lesser degrees. Such are the demands Australia dual-cab buyers place on their machines.

WHAT DO YOU GET? Specific additions to the PRO-4X Warrior over the donor vehicle include: • A winch-compatible Nissan Genuine steel hoop-less bullbar

• • •

Warrior-specific towbar Front horizontal light bar Front branded red bash plate, 3mm under-body plating • 275/70 R17 Cooper Discoverer AT3 all-terrain tyres, full spare • Side flares • New springs (40mm lift) and dampers • Headrest embroidery and exterior decals Other headline features are just mirrored from the PRO-4X. Outside • LED headlights and tail lights • Auto high-beam • LED daytime running lights • Rear parking sensors • Electric sliding rear window • Black side steps and roof rails • Auto-folding side mirrors with heating • Proximity key access • Rain-sensing wipers • Darkened rear privacy glass Inside • Leather-accented seats • Auto-dimming rear-view mirror • Dual-zone climate control with rear vents • Push-button start • 8.0-inch touchscreen • Satellite-navigation • Apple CarPlay and Android Auto (wired) • Six speaker audio • Digital radio • 360-degree camera system • 3 x USB-A points and 1 x USB-C point • 7.0-inch driver display with digital speedo

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Standard active safety features added to the 2021 Navara update and carried over to the PRO-4X Warrior include: • Seven airbags • Autonomous emergency braking • Lane-departure warning • Lane-keeping aid (via braking) • Blind-spot monitoring • Rear cross-traffic alert • Surround-view camera • Off-road monitor camera WHAT IS THE NISSAN NAVARA PRO4X WARRIOR LIKE ON THE INSIDE? There aren’t a lot of changes in here over the donor beyond some minor labelling/embroidery, and I have to say those OEM seats are ripe for replacement by something larger in the base, with more padding and better bolstering.

The Series 5 Navara’s cabin is largely familiar to anyone who’s sat in earlier iteration D23s, though the updated steering wheel is a far better design than the old car’s, where the horn was too close to the rim. There’s still no telescopic adjustment for the steering column however.

The large digitised trip computer is slick, and has a cool startup animation showing the car’s grille in all its newfound macho glory.

It’s also simple to cycle through trip data, active safety functions, detailed direction signals when you’re using the navigation, and audio functions via the steering wheel buttons.

The centre touchscreen has a good sat-nav system that can be controlled from the screen or via the quite effective native voice control system. If you prefer you can use phone mirroring. The

WARRIOR by PREMCAR overhead view camera doesn’t have the crispest resolution but it’s still a worthy feature in such a large vehicle that makes tight parking easier.

Still, it looks pretty dated and pretty small now, and once the new Ranger lobs this gulf will widen.

Connectivity-wise you have Bluetooth or the choice of three regular USB points and a single USB-C. I had no complaints around the clarity of my voice on phone calls. There are also 12V outlets in the fascia and in the centre console, but no 230V like a Ford Ranger has.

The dual-zone climate control system is all operated by buttons so it’s quite user-friendly, ditto the simple switch to control your 4×4 modes, rear locking diff, parking sensors, and hill-descent control.

It’s all really solidly built, with no squeaking or rattling trims, and a properly bolted-in centre tunnel.

The dash is covered in hard trims which are easy to clean, while touch points like the door armrests and centre console lid are squishy and cushioned.

There’s a shortage of storage up front, with just the one glovebox (HiLux and D-Max have two

stacked atop each other), no dashtop storage, a small console, a shallow open cubby below the ventilation controls that’s frustratingly smaller than a phone, modest door bins (1L bottle friendly), and a sunglasses cubby.

Nissan has oddly removed the nifty pull-out cupholders that were mounted under the outboard front vents in older models.

The Navara has never had the most roomy back seats in the caper, though I’m 194cm and 105kg and can fit behind my own ideal seating position if need be.

Headroom and knee room is borderline for me but for most people will do the trick. A couple of kids or teenagers on family road trips should feel right at home.

Amenities back there include solid grab handles on the B-pillar, a folding armrest with cupholders, rear air vents (not all competitors have these), and a single USB point. Rear occupants also have side head-protecting airbags and a combination of ISOFIX anchors and a single top-tether loop.

The back-seat bases flip upwards and tether to the headrest, with two small storage cubbies

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below. This whole area is handy for when you wish to stow things in the cabin rather than the tub for greater security.

The manual tailgate assistance means it can be raised with a single finger if need be.

The tub comes with what feels to be a high quality plastic liner that is solidly screwed in and sealed off, plus four D-rings and those aforementioned Utili-Track movable tie-down anchors. The sliding back window completes the deal.

WHAT’S UNDER THE BONNET? While Premcar says it could have done some engine tuning, the decision was made to leave it alone to keep pricing lower.

So, it’s unchanged over the regular Navara.

The powertrain in question is a 2.3-litre diesel four-cylinder with two turbos that operate at different engine speeds. Outputs are 140kW at 3750rpm and 450Nm between 1500 and 2500rpm.

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WARRIOR by PREMCAR

Transmissions to choose from are a six-speed manual or sevenspeed auto.

The driveline is part-time 4×4 with low-range and a locking rear differential. The braked-trailer towing capacity remains 3.5 tonnes.

The Navara uses a claimed 8.1 litres per 100km on the combined cycle test, and has an 80L tank.

control at high suspension travel and make energy transfer into chassis more efficient.

The main trade-off is reduced payload over the donor car (1004kg to 952kg for the auto), though this is higher than the N-TREK Warrior offered. The Series 5 Navara’s stronger OEM underbody allowed a GVM upgrade.

Then the mission is to make all these new bits talk to each other, because a bad tune would render the whole exercise pointless.

“While we were immensely proud of the N-TREK Warrior, there are always learnings and improvements to be made, and this new Warrior improves the formula right across the board,” claims Premcar’s head engineer Bernie Quinn. “… We have done literally tens of thousands of kilometres at the AARC alone,” he added. “There’s a high-speed circuit, a noisecalibration surface, off-road tracks, durability circuits.

“The military uses it to ensure its vehicles are tough enough, and it was the perfect place to put the Warrior 2.0 through its paces.”

While the latest iteration Series 5 Navara is itself an improvement, the Warrior build unlocks more potential. The added clearance and

far better frontal protection means you feel much more confident tackling steep terrain and dropping into deep ruts.

The spring and damper changes plus the chunkier tyres (heavier rubber too, but that’s addressed in the build) isolate you better from classic Aussie surfaces like prolonged corrugations or constant potholes, making it a more comfy daily.

Sometimes chunky tyres like this are loud over coarse-chip asphalt, but the base Navara has better NVH suppression than most and I didn’t find my highway stint at all unpleasant in the modified version.

In terms of off-roading, the Navara uses an old-school part-time 4×4 system that defaults to rear-drive on the road, with closed-centre-diff high range and then separate low-range gearing – assisted by a pretty effective automated descent control function.

That being said it happily crawled and snaked its way through our steep launch paths until the tyres were totally caked with clay and about as grippy as a bar of soap.

I never needed to engage the rear diff lock, but there weren’t many offset steep drop-ins or things of that nature.

HOW DOES THE NISSAN NAVARA PRO-4X WARRIOR DRIVE? The Warrior upgrade comes with a 40mm lift thanks to the bigger 275mm tyres, and updated springs (260mm total), a 30mm wider track, and 4-degree superior approach angle.

Premcar has reduced the front spring rates, while the two-stage rear coils have lower primary but higher secondary rates. The dampers are larger to disperse heat better and their rebound and compression characteristics have been thoroughly overhauled.

New front suspension jounce bumpers improve wheel movement

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HOW MUCH DOES THE NISSAN NAVARA PRO-4X WARRIOR COST TO RUN? The Navara Pro-4X Warrior has a five-year, unlimited-kilometre warranty like the wider Nissan range.

Maintenance is required every 12 months or 20,000km, whichever comes first. “… You’re supported, just like any other Navara owner would be,” says Nissan Australia’s senior manager of local product development and enhancement, Matt Baily.

RATINGS

The steering feels weightier than more modern EPAS systems, but Nissan has removed some of that resistance and the positive side is greater feel for the terrain your tyres are tackling.

The add-ons do have a weight impost, with the Warrior’s kerb mass about 150kg greater – that solid steel front bar alone adds plenty of kg. So the lack of engine or brake updates show that the Warrior package had to meet commercial realities.

The twin-turbo diesel’s outputs are middling, and while it does get up and go when asked, it’s not capable of pushing you back into your seat like a V6 Amarok for example. It does the job, but if you were hoping for extra straight-line oomph you’ll be disappointed.

That seven-speed automatic is pretty refined and intuitive, and the upside is both strong refinement and better fuel economy than most – we’ll wait for an extended efficiency road loop to test the accuracy of the claim, though Navaras tend to be good on the dino juice.

Ultimately, plenty of 4×4-ers living the ‘Nav Life’ will want to consult their own aftermarket providers and oversee their build. But for those who don’t want to go through all that, the Warrior really does demonstrate a new, more capable side to the donor vehicle.

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8.0 OVERALL

7.5

COST OF OWNERSHIP

8.9

RIDE COMFORT

8.0 SAFETY

8.8

FIT FOR PURPOSE

8.8

HANDLING DYNAMICS

7.2

INTERIOR PRACTICALITY AND SPACE

8.4

FUEL EFFICIENCY

7.8

VALUE FOR MONEY

6.9

PERFORMANCE

7.2

TECHNOLOGY INFOTAINMENT

CAREXPERT’S TAKE ON THE NISSAN NAVARA PRO-4X WARRIOR There’s still scope for improvements, all of which Premcar could absolutely achieve if the business case stacked up: better seats and a bit more grunt come to mind. However, that’s not to take-away the fact that this is a cohesively, thoughtfully modified offering, and probably the world’s best OEM-supplied Navara. The PRO-4X model is a better starting point than the N-TREK Warrior was, and this program simply builds on it.

And by supporting it, you also help Australian engineering too. N

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carsales.com.au | 8 DEC 2021

NISSAN NAVARA WARRIOR 2021 REVIEW

THE NEW NISSAN NAVARA WARRIOR REMAINS A FAMILIAR BEAST, BUT THE LATEST UPGRADES MAKE IT EVEN BETTER. BRUCE NEWTON

THE NEW 2021 NISSAN Navara PRO-4X Warrior taps into the Aussie love of dual-cab 4x4 utes and the love many buyers also have for accessorising them. As its name suggests, the second-gen Warrior is based on the new PRO-4X Navara and it’s again modified with Nissan’s co-operation and approval by local engineering and design firm Premcar to be a superior off-roader that also looks the part.

It replaces the previous N-TREK Warrior limited-edition and becomes a full-time member of the range.

While much remains familiar, if a little more refined, there are some

important improvements to both safety and carrying capacity that really do make this a decent step forward.

FLAGSHIP SETS SAIL The 2021 Nissan Navara PRO-4X by Premcar, as it’s now known, is the locally-developed flagship of the Nissan Navara dual-cab 4x4 diesel ute range in Australia.

Replacing the Nissan Navara N-TREK Warrior limited-edition, of which 1500 were built for Australian and New Zealand consumption, the PRO-4X Warrior is a permanent member of the D23 Navara line-up.

Pricing starts at $67,490 plus onroad costs for the six-speed manual and rises to $69,990 plus ORCs for the seven-speed automatic.

That’s around $10K more than the standard PRO-4X, and the pricing is a fair old hike up from $62,990/$65,490 (auto/manual) drive-away prices the N-TREK Warrior launched at in 2019.

But there have been important upgrades which we’ll run through below.

The PRO-4X Warrior pricing still just undercuts the auto-only Toyota HiLux Rugged X, which is its most logical opposition. It is significantly cheaper than the Ford Ranger Raptor X, but that’s another step up in capability.

The PRO-4X Warrior tries to be a one-stop shop for ute buyers who like to go off-road and like to accessorise. So there’s Monroe suspension, a 40mm lift in ground clearance and a group of bolt-on bits that are both cosmetic and practical, like the new winchcompatible hoop-less bull bar.

As per N-TREK Warrior, the new model is a joint effort between Nissan Australia and the automotive

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engineering and design consultancy Premcar, which takes the donor Thai-built Navara PRO-4X and turns it into a Warrior on an assembly line at its base in Melbourne’s north.

We’ll get into the nitty gritty of the modifications that add up to a Warrior further on, but first off let’s check out what the equipment list looks like.

The starting point for this project is the Nissan Navara PRO-4X, a new model for 2021 which we’ve covered extensively at carsales and even taken for a lap of Tassie. With some caveats noted, we really like it.

Carried over to Warrior unchanged is the entire drivetrain, starting with the 140kW/450Nm 2.3-litre twinturbo diesel four-cylinder engine, those aforementioned transmission choices, the part-time dual-range 4x4 system and locking rear diff.

Other stuff, including the blackedout grille inspired by the US Nissan Titan pick-up, sport bar with sail plane, side steps, drop-in bedliner and roof rails are familiar too.

Apart from some embroidery on the front head restraints, the equipment level is the same as PRO4X inside the five-seat cabin.

There are leather accents for the seats, steering wheel and gear-shift lever, push-button start, dual-zone climate control, sat-nav, a new 7.0-inch instrument cluster digital display, 8.0-inch colour touch-screen with Apple CarPlay and Android Auto, Bluetooth, three USB-A and one USB-C connectors and six-speaker audio.

As per all Navara models, the steering wheel still only adjusts for rake (no reach) and there’s also been a relatively minor WHAT WE LIKE Increased off-road abilities that also improve on-road behaviour Substantial safety improvements Huge upgrade in payload capability NOT SO MUCH he engine is a bit of a boat anchor T these days Some items are still missing, like snorkel and tray cover No adaptive cruise control

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equipment deletion compared to the N-TREK Warrior – the bespoke floor mats are gone…

Importantly, the Warrior is covered by Nissan’s five-year/ unlimited-kilometre warranty and Premcar covers its modifications identically. The service intervals are 12 months/20,000km and a six-year capped-price service plan costs $3666 for the manual and $3622 for the auto.

BIG SAFETY STRIDES Huge strides have been made by the 2021 Nissan Navara PRO-4X Warrior in terms of driver assist safety systems. This is not unique to Warrior, but reflects an upgrade across the entire Navara range.

So, just like PRO-4X, the Warrior now boasts autonomous emergency braking (AEB), forward collision warning and a driver alert that monitors for tiredness.

There’s also blind spot warning, intelligent lane intervention, rear cross traffic alert, reverse parking sensors, high beam assist, auto rain-sensing wipers and tyre pressure monitoring.

All Navaras miss out on adaptive cruise control (ACC), which is often twinned with AEB. Nissan says that’s because the powertrain is incompatible with ACC technology.

They also stick with rear drum brakes, rather than opting for discs as an increasing number of utes are doing.

Other safety features include seven airbags, including a driver’s

knee airbag, second-row child seat top tethers and ISOFIX points, and LED headlights, which based on previous experience are a bit underwhelming on low beam.

The ANCAP rating is five stars, but dates back to 2015.

EVOLUTION NOT REVOLUTION The 2021 Nissan Navara PRO4X Warrior is evolutionary not revolutionary compared to its N-TREK predecessor. That makes sense because all along the stated aim for the Warrior has been to broaden off-road capability while maintaining on-road behaviour.

The need to keep the project affordable for buyers means there’s no fundamental changes to the donor Navara’s ladder-frame chassis, double-wishbone front suspension, beam-axle five-link rearend with its rare use of coil springs (rather than leaf springs) or – as mentioned – the drivetrain.

Going for an engine transplant or power-up would add cost, complexity and make the approval process from global HQ all the harder. Still, it’s not been entirely ruled out for the future.

As Premcar delved into the 2021 Navara it discovered it had some unexpected changes to work with: significantly different front control arms, a fundamentally strengthened rear axle assembly and some chassis strengthening.

A slightly different tailpipe also required a modification to fit around the spare tyre.

WARRIOR by PREMCAR But those changes didn’t mean the basic Warrior recipe changed.

The familiar ingredients include Monroe shocks and coil springs, larger and taller jounce bumpers and carryover Rosta 17-inch alloy wheels and Cooper Discoverer 275/70 all-terrain rubber.

Some stuff you might think obvious, like a snorkel and cover for the tray, didn’t make the equipment list but are under review for the future.

The suspension changes produce a 40mm ground clearance lift to 260mm (8mm less than the old Warrior, put down to the extra strengthening material on the rear diff housing) and a 30mm-wider 1600mm track compared to the standard PRO-4X (but same as the previous Warrior).

The new bull bar is sourced from Frontline in Australia rather than made in China and now integrates the Hella light bar and winch compatibility. There’s also a Warriorspecific tow bar, a red ‘Navara’branded bash plate and 3mm underbody protection plate.

Overall, the Warrior is 90mm longer (5350mm) than the standard PRO-4X. The 36-degree breakover angle is one degree better than the old Warrior and four degrees better than the PRO-4X. The 19.0-degree departure angle is the same as before and 0.8 degrees worse than the PRO-4X, because the full-size Cooper tyre swallows up more room underneath the body. The breakover is 26.2 degrees, 1.3 degrees reduced from N-TREK Warrior and 3.3 degrees better than PRO-4X. There are no figures given, but front-end corner clearance is vastly improved compared to PRO-4X because of the bull bar’s shape. At the same time, turning circle has also increased to 13 metres, up from the old Warrior’s significant 12.7m (and the regular PRO-4X ute’s 12.5m).

Retuning of the shocks and springs by Premcar and Nissan’s rear axle strengthening mean the PRO-4X Warrior has a huge payload increase compared to its predecessor, rising from 724kg to 952kg (auto) and 961kg (manual).

2021 NISSAN NAVARA PRO-4X4 PRICE $67,490/$69,990 manual/auto (plus on-road costs) AVAILABLE Now ENGINE 2.3-litre four-cylinder twin-turbo diesel OUTPUT 140KW/450NM TRANSMISSION Six-speed manual/ seven-speed automatic FUEL 7.5/8.1L/100km manual/auto (ADR combined) CO2 197/213g/100km manual/auto (ADR combined) SAFETY RATING Five-star (ANCAP 2015)

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The GVM also rises 100kg to 3250kg (GCM is 5910kg). Maximum braked towing capacity remains 3500kg.

Other key numbers are: 600mm water fording (unchanged), and 2289kg (manual) and 2298kg (auto) kerb weights. These two numbers are about 150kg more than the standard PRO-4X.

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Despite that, the fuel consumption claim remains unchanged at 7.5L/100km (manual) and 8.1L/100km (auto) because the Warrior is allowed to retain the PRO-4X’s ADR rating.

SLIP SLIDING AWAY Premcar’s goals for the 2021 Nissan Navara PRO-4X Warrior

were to make it a more refined drive and quieter to travel in.

Some of this was achieved by its own suspension changes, and some of it was the result of Nissan’s updates to the base car.

For instance, in 2020 Nissan introduced a faster steering rack and noise-dampening laminated front and side window glass. For 2021 even more NVH material was added in the engine bay and bulkhead.

Based on our first drive there is a fundamental familiarity from old to new Warrior, both on- and off-road.

But it’s fair to say the new one is just that tad more resolved.

Mind you, we really do need to get the Warrior onto familiar ground and give it an extended test and compare it against its obvious logical competitor, the Toyota HiLux Rugged X. So far we’ve only been able to drive the Warrior at the launch in the hinterlands of Coffs Harbour on a day that started gloomy and simply got wetter, muddier and slipperier – to the point not even the Coopers were coping with the gluey slop.

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There was plenty of slithering sideways downhill at 5km/h and scrambling uphill no faster!

With deep ruts being created as a convoy of Warriors chewed through the soft surfaces, the added ground clearance came into its own. A standard Navara (or any other ute) would have been pancaked and we’d have been in for a fair old walk home.

In those conditions and other, happily, drier and firmer ascents and descents, the Warrior chugged along, rolling in 2Hi when the going was easy, 4Hi as the challenges started, 4Lo as they got more pronounced and rear diff locked at their worst.

Essentially, Warrior takes the acceptable off-roader the Navara is and dials it up a notch. That said, we didn’t get a chance to really test out axle articulation on the course set

by Nissan. Next time.

On-road, the suspension changes add to the Navara’s capability. It rolls over bumps and corrugations firmly and with good control. So there’s no wobbly overly-soft body rolling in corners, or hopelessly early onset of understeer.

Where the Navara Warrior package needs a bit more help is under the bonnet. The Renault-sourced YS23DDTT intercooled twin-turbo DOHC four-cylinder diesel engine is adequate but not compelling.

It’s been left in the dust (mud?) by plenty of rivals now.

That’s exacerbated by the way it’s slow to respond to initial throttle inputs (even when the auto transmission is shifted to Sport

mode). Speaking of transmissions, we only sampled the auto during the test drive. The manual select function proved handy retaining first gear 4Lo during those especially slimy bits.

Alternatively, the hill descent control proved capable of walking us downhill, feet off the pedals.

Being so little changed inside, the Warrior is a familiar place to reside. For me, the driver’s seat position is too high at its lowest position and the steering wheel still too low at its highest, so it’s hard to get entirely comfortable.

The front seats are also undersized, so definitely put them on the update list for Warrior 3.0.

Rear seat space is only acceptable, but we do like the rear air-con vents.

Functionality is aided by the way the seat flips up to aid storage of big items like swags. Sadly, the seatback does not also fold down.

The driver is aided by the new larger digital readout between the speedo and tacho dials. It’s far easier to understand than the old design.

Outside the cabin you get the same features as any Navara, including a tray that won’t fit an Aussie pallet because it’s too narrow

between the wheel-arches. Thumbs up for the Utili-Track channels and tie-down points though.

TALENT AND APPEAL The 2021 Nissan Navara PRO-4X Warrior does not present a whole new driving experience. It is a very familiar product that is definitely better on- and off-road than the standard Navara.

The old N-TREK Warrior was just a tad rougher and gruffer in the way it went about the same job.

It’s the safety equipment and payload upgrades that are key improvements, although whether they’re enough to justify the rise in pricing is up to you.

There’s still some stuff not included here like a snorkel or cover for the tray, but they could come soon.

Adaptive cruise control? Rear disc brakes? Maybe when the next-gen Navara arrives around 2024.

Despite our reservations, we definitely like the Warrior, appreciate its capabilities and respect what Nissan and Premcar have achieved here.

There’s no doubt it adds appeal and talent to the Navara line-up. N

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carsguide.com.au | 8 DEC 2021

NISSAN NAVARA 2022 REVIEW: PRO-4X WARRIOR BYRON MATHIOUDAKIS

GLOBAL EVENTS MEAN YOU may have missed it, but the Nissan Navara N-Trek Warrior was one of 2020’s biggest automotive success stories.

The brainchild of noted Melbourne-based vehicle engineers, Premcar, the original Warrior sold out almost instantly, impressing buyers and critics alike with its impressive styling and off-road chassis upgrades.

Inevitably, with the heavily facelifted MY21 Navara – the second big makeover since the D23 series debuted way back in 2014 – comes a new Warrior iteration, with even greater 4x4 capability to match its updated styling and better specification.

Should potential buyers of Ford Ranger Raptor and Toyota HiLux Rugged X think twice before signing the dotted line?

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IS THERE ANYTHING INTERESTING ABOUT ITS DESIGN? 8/10 Broad and beefy, with its 90mm of extra length, 45mm of extra width and 40mm of extra height compared to the regular PRO-4X, the Warrior sure looks the part, aided by that US-market Titan full-sized truck bonnet and grille treatment that so dramatically butches up the Nissan’s appearance.

The wheelbase remains the same at 3150mm, by the way.

The decals seem a little aftermarket and twee, though, and the red bash plate may not be to everybody’s liking, but the Warrior achieves exactly what its target audience expects – to stand out compared to the regular ute grades.

Credit, too, goes to Nissan’s design team for updating the 2014 D23’s timid styling so emphatically. That

blockier front end is matched by a taller tub that sits well with the old centre section. The end result means the MY22 Navara still looks contemporary all these years later… until you haul yourself up inside, that is.

HOW PRACTICAL IS THE SPACE INSIDE? 7/10 There is nothing at all intrinsically wrong with the Warrior’s interior, even in 2022.

Though not cavernous, the cabin is certainly accommodating enough, with space up front for most folk, thanks to ample room for heads, shoulders and legs. If you’re shorter in stature, the driver’ cushion has a height lift too, meaning they don’t have to peer over that bulkier bonnet line. Too bad the passenger’s seat doesn’t, though.

WARRIOR by PREMCAR Nicely padded seats that provide comfort even hours after being sat on them being chucked around on 4x4 tracks is further testimony to their soundness in design and execution.

The familiar dash is simple and conventional yet thoughtfully laid out too, with most switchgear operated by good old-fashioned buttons rather than buried within infernal touchscreens. Ventilation is easy to locate and access, the instruments clear and attractive and storage is plentiful too. We’re also fans of the sporty three-spoke steering wheel.

Finding the right driving position isn’t difficult for most people, though there is only height (so no reach) adjustment for the steering column, while vision remains pretty good all round – the upshot of the deep side windows and excellent standard surround-view camera.

The latter is such a boon whether manoeuvring around boulders in the bush or negotiating the usual

Saturday-morning supermarket carpark melee.

However, it isn’t just the lack of adaptive cruise control that exposes the Navara’s wrinkles.

The dash design looks ancient compared to some of the Nissan’s newer rivals, even ones at a fraction of the Warrior price, like GWM Ute Cannon’s. It’s also not very truck-like, with nothing but the pillar-mounted grab handles (and being perched high up, of course) separating this fascia design from a normal passenger car’s.

In sharp contrast to the aggressive exterior styling, it all looks a little fey inside – and not helped by the embroidered logo on the headrests. We’re willing to bet that not all off-road junkies are into haberdashery.

Nissan redesigned the rear backrest and cushion back at facelift time, and we couldn’t really fault the second row. Again, it's not massively spacious, but the fit and finish are fine, vision out is good,

there are useful amenities like a central armrest with cupholders and rear-facing air vents for occupants, while entry/egress is assisted by those pillar handles.

The MY21 D23 facelift promised – among other changes – improved sound-deadening and a stiffer, stronger chassis for reduced noise/ vibration/harshness transmission.

These criticisms seem to be less obvious this time around, meaning that travelling in the Warrior is less tiresome and fatiguing than in any previous Navara. We wouldn’t WHAT WE LIKE Butch new looks Rugged off-road capability More civilised on-road driveability WHAT WE DON’T Ageing interior Falling behind in driver-assist tech No performance upgrade over regular twin-turbo diesel Navaras

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go as far as to say the Nissan is now class-leading, but the jittery and unsettled bugbears of old now seem diminished.

Further back, the Warrior’s cargo bed’s floor is 1509mm long, its top is 1469mm long, width is 1560mm at floor level and 1490mm at top level, while the wheel arch width is rated at 1134mm. The tailgate opening is 1360mmm and overall wall height is 519mm. Useful info to know.

Finally, the rear axle has been strengthened and the tub is now larger and features flat-type tiedown hooks, resulting in a payload increases. GVM (gross vehicle mass) climbs 100kg to 3250kg, for a gross combined mass of 5910kg. Payload is 952kg (auto) and 961kg (manual), kerb mass is 2289kg (man) and 2298kg (auto) and towing capacity is 3500kg (braked) and 750kg (unbraked), with a maximum tow ball download rating of 350kg.

DOES IT REPRESENT GOOD VALUE FOR THE PRICE? WHAT FEATURES DOES IT COME WITH? 8/10 Make no mistake. The previous (2019/2020) N-Trek Warrior was the best version of the current-shape Navara you could buy, giving it an off-road focus that the regular models didn’t possess, while somehow better masking their disappointing on-road dynamics and refinement. The noise and jittery suspension didn’t matter so much when four-wheel driving.

This time around, Premcar has built on the progress that the 2021 Navara facelift brings, including

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improved chassis rigidity, suspension, noise/vibration/harshness measures, comfort and safety. It was an extensive 12-month engineering program, located in Melbourne.

Nissan has also based the MY22 Warrior on the better-equipped, top-spec PRO-4X (from $58,130 before on-road costs for the manual/$60,639 for the auto) now that the old N-Trek grade is history, which equates to Wildtrak and Rogue when compared to Ranger and HiLux respectively.

As such, prices now jump $4500, and begin from $67,490 before onroad costs for the Warrior manual, and $69,990 before ORC for the Warrior auto that the overwhelming number of buyers will choose.

So, what does the $9360 Warrior premium bring?

For 4x4 fans, plenty. Premcar engineering upgrade knowhow, for starters. Then there’s the winch-compatible ‘Safari-style’ front bull bar with integrated light bar, a Warrior-specific tow bar, a larger and thicker bash plate for greater engine protection, Cooper Discoverer All Terrain AT3 275/70R17 tyres (including on the alloy spare), a 100kg GVM upgrade (now 3250kg), 260mm ground clearance (up 40mm, with springs and tyres making up 15mm and 25mm respectively), 30mm-wider tracks (to 1600mm), revised suspension with new spring rates and dampers that improve both handling and ride), and a larger and taller jounce bumper for less impact harshness at full suspension travel.

Over the old truck, Warrior 2.0’s approach angle improves four degrees (to 36°) but departure angle degrades 0.8° (to 19.8°) due to that full-sized spare. Ramp-over angle is rated at 26.2°, which is better by 3.3°.

As with all PRO-4X models, on the safety front you’ll find Autonomous Emergency Braking (AEB), Forward Collision Warning, Lane Departure Warning, Intelligent Lane Intervention, Blind Spot Warning, a surround view monitor with Moving Object Detection, Off-road monitor, Rear Cross Traffic Alert, high-beam assist and rain-sensing wipers, among other gear.

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Note, however, the cruise control lacks adaptive functionality, betraying the Navara’s advancing years.

As do the smallish 8.0-inch central touchscreen, though it does score a 360-degree bird’s-eye-view surround-view camera and Apple CarPlay/Android Auto connectivity, while full LED lighting, keyless entry/ start, a 7.0-inch instrument cluster, Bluetooth telephony with audio streaming, digital radio, satellite navigation, climate control airconditioning, leather and leatherlike upholstery, an electric sliding rear window and rear privacy glass are also included.

So, is the Warrior good value?

Well, given its greater off-road capability that Premcar’s palpably upgraded engineering specs usher in compared to the regular Navara PRO-4X, the answer has to be a firm yes. And keep in mind too that a Raptor costs $10K more – though the Ranger does offer more kit at that price point.

WHAT ARE THE KEY STATS FOR THE ENGINE AND TRANSMISSION? 7/10 One area where neither the Warrior nor any MY21 Navara seem to have received any changes is behind that prominent snout.

It’s the same YS23DDTT 2298cc 2.3-litre four-cylinder twin-turbo powertrain as before.

Premcar didn’t touch a thing under the Warrior’s bonnet either, meaning it has exactly the same power and torque outputs, peaking at 140kW at 3750rpm and 450Nm from 1500rpm to 2500rpm. The power-to-weight ratio is around 61kW/tonne, depending on gearbox.

Speaking of which, it drives all four wheels via either a six-speed manual or seven-speed torque-converter automatic transmission. As with all latest-model Navara autos with this engine, there’s a driver selector

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mode offering Sport/Off-Road/Tow/ Normal settings.

The Warrior’s 4x4 set-up consists of a transfer case with dual-range fourwheel drive (4WD) with electronic 4WD selection made up of 4x2 rear-wheel drive, 4x4 high range and 4x4 low range. Nissan’s Active Brake Limited Slip Differential is also included.

As before, the Navara features a double-wishbone front and fivepoint multi-link coil-sprung rear suspension system. Of the current crop of competitors, only the Ranger Raptor has a similar rear end set-up.

HOW MUCH FUEL DOES IT CONSUME? 7/10 According to the official combined fuel figures, the Warrior averages 7.5L/100km for the manual and 8.1L/100km in auto guise, for a carbon dioxide emissions rating of 197 grams per kilometre and 213g/km respectively.

With a fuel tank that holds 80 litres of diesel, expect to average up to 1067km between refills in the manual, or 988km when feeding the auto version.

WHAT'S IT LIKE TO DRIVE? 8/10 The current-shape Navara has come a long way since 2014.

That said, while regular updates have tried to match the class leaders like Ranger in terms of driving pleasure and ride comfort, none have ever managed to hit the mark.

By concentrating on off-road capability, the new PRO-4X Warrior seems to have come closer than any other.

Better tyres, springs and dampers, combined with the stronger platform, revamped suspension and improved sound insulation all MY21 models enjoy, have created a Navara that suffers from less body shake over bumpy

roads, as well as reduced noise transmission into the cabin. Even the 2.3-litre twin-turbo diesel seems more muted than before.

Now with the handy and effective choice of Normal or Sport modes, the Warrior in auto guise (as tested) steps off the line more briskly than its meagre capacity suggests, staying within its narrow torque band to keep things moving pretty quickly. It doesn’t seem coarse or strained, reacts surprisingly eagerly to the throttle at speed and settles down to a distant thrum when cruising along at highway velocities.

We never had the chance to test it in urban areas, but out on rural roads around Coffs Harbour, there’s sufficient performance for most people’s needs.

That said, the Warrior’s aggressive attitude should be matched by more muscle at this price point, and that will only be exacerbated once

EXPERT RATING

7.3 8

DESIGN

7

PRACTICALITY

8

PRICE AND FEATURES

7

ENGINE & TRANS

7

FUEL CONSUMPTION

8

DRIVING

6

SAFETY

7

OWNERSHIP

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WARRIOR by PREMCAR the V6-powered Rangers come on stream later in 2022. We look forward to more powerful versions sometime in the not-too-distant future.

Still sticking with on-road driving, the Navara’s steering is a pleasantly light if somewhat dull experience, since it faithfully follows the line of cornering and doesn’t feel boaty or unwieldy doing so, but provides very little feedback or involvement. Which is AOK for an off-road focused 4x4 truck. Considering how purposebuilt those go-anywhere tyres are – as well as the 260mm ground clearance and higher centreof-gravity the suspension lift brings – the Warrior’s handling through tighter turns – in pouring rain at that – proved remarkably composed and controlled.

You won’t think you’re driving a Ranger, let alone a passenger car, but by the same token, there’s nothing heavy or burdensome going on here either. The Warrior feels well sorted.

The same applies to the Nissan’s ability to soak up road bumps, with none of the pitching and fidgety motion that afflicted previous utes. Only on a particularly corrugated piece of bitumen did some lateral body shimmer become apparent in our non-laden example.

We call this a win.

Off road, the Warrior shone, making easy work of some deeprutted paths, acutely angled slippery gradients, a few fast-flowing streams and occasional heavilychurned mud tracks.

Going from 4x2 to 4x4 High is an easy twist of a knob, reassuringly effective hill-descent activation is only an instant press of a button away and choosing 4x4 Low highlights the Navara’s determined crawling capabilities, with enough punch from the 2.3-litre twin-turbo to power through. It can turn amateur bush bashers into experts and, in our time at least, hardly felt like a sweat was raised. The technology underneath does all the hard work.

Clearly, over the past eight years or so, Nissan’s engineers have honed the D23’s off-road prowess; Premcar’s

mods have enhanced them to a pleasingly next-level degree.

Like we said earlier. The Warrior is the best Navara to drive by far… on as well as away from bitumen.

WHAT SAFETY EQUIPMENT IS FITTED? WHAT SAFETY RATING? 6/10 The Navara was awarded a maximum five-star Euro NCAP

crash test rating, but that was against 2015 scoring criteria that were less strict than today’s testing regime, so it’s highly likely that the Warrior wouldn’t be up there with the class best if it were tested nowadays. Again, an age-related issue.

Safety systems do include seven airbags (dual front, front-side, curtain and driver’s knee SRS

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To help get to where you need to be, the Warrior also features Hill Start Assist, Trailer Sway Control, Hill Descent Control and an electronic locking rear differential.

Note that while the front brakes are discs, the rear ones use drums, while adaptive cruise control is not available. The bones of this Navara are really getting on now.

A trio of child seat anchorage points are provided behind the rear seatbacks, along with ISOFIX points in both outboard rear cushions.

WHAT DOES IT COST TO OWN? WHAT WARRANTY IS OFFERED? 7/10 Nissan Australia offers capped price servicing for up to six years. Prices vary from $502 to $783 per service, depending on mileage.

Like all Navaras, the Warrior’s service intervals are 12 months or 20,000km, and you get a five-year unlimited kilometre warranty as well, which is par for the course nowadays. N

VERDICT items), AEB, forward collision warning, Lane Departure Warning, Intelligent Lane Intervention, Blind Spot Warning, surround view monitor with Moving Object Detection, Off-road monitor, Rear Cross Traffic Alert, tyre pressure monitors, high-beam assist and rain-sensing wipers.

These come on top of anti-lock brakes with brake-force distribution and brake assist, along with traction and stability control devices.

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The original N-Trek Warrior was something out of the box. Confident, capable and cool to look at, it rose above the mediocrity of the old Navara. It’s no wonder Nissan had no trouble at all selling them.

Premcar’s follow-up is better at every turn, turning up the wick both on and off road, while leveraging the progress that the substantial facelift has brought.

The end result is an even more superior Navara, and one that off-road focussed buyers could rely on to really give the class leaders like the more-expensive Raptor a run for their money. The Aussie ingenuity that’s been added is what makes Warrior 2.0 literally stand out.

On the evidence of this, imagine what Premcar could do with a moremodern design and stronger engines! Raptor, Rugged X and others have a formidable foe in their midst.

whichcar.com.au | 8 DEC 2021

2021 NISSAN NAVARA PRO-4X WARRIOR REVIEW PREMCAR WAVES ITS WAND OVER THE NAVARA PRO-4X AND THE RESULT IS A MASSIVE TRANSFORMATION. MATT RAUDONIKIS

NISSAN AUSTRALIA HAS FINALLY been able to officially launch its Navara PRO-4X Warrior to the market.

Despite being on sale since September, COVID restrictions have prevented the company from launching the car and letting us get behind the wheel.

After plans for a launch in Central Australia earlier in the year were scuttled, the launch was moved to the Coffs Coast of New South Wales in November, and with wet weather around, it was the perfect place to put the new ute to the test on the slippery hills.

When Nissan Australia updated its Navara range earlier in 2021, giving it a bold new look, it made its rangetopping variant, the PRO-4X.

Following on from the success of the previous iteration’s Navara N-Trek Warrior collaboration with Melbourne engineering firm Premcar, it was a no-brainer that the marque would create a Warrior edition of the new model.

Enter the PRO-4X Warrior, again another venture with Premcar which follows a similar formula to the original, only varying to improve on elements of the older model based on customer feedback.

“Any new model should be a true evolution, and that’s exactly what we’ve achieved with this Warrior,” said Premcar’s Bernie Quinn.

“It benefits from all of our learnings, our customer feedback, and from the improvements made to the Navara PRO-4X, creating

a new ute that is tailor-made for Australian conditions. The result is a Warrior that’s tougher, safer and smarter, but no less practical and capable.”

Premcar has taken the top-spec Navara PRO-4X and updated its suspension to improve both performance and comfort; widened the wheel track by 30 millimetres with bespoke alloy wheels and all-terrain tyres for improved stability and off-road performance; and increased the front-end protection with a steel bumper that incorporates an auxiliary LED light bar with three-millimetre metal-plate underbody protection.

The new Australian-designed and made front bar is also capable

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of supporting a winch and Nissan offers a Warn winch as a genuine accessory. Over fender flares are included to cover the bigger tyres and increased track.

The steel bumper is now painted to match the body colour and this is done as part of the Warrior conversion using a new process co-developed by Premcar and paint supplier PPG. Premcar wanted a finish that matches the body paint, yet has the chip resistance of powder coating, so it worked with PPG to develop the new paint formula.

The bars are powder-coated black when they are made at the Nissan

THINGS WE LIKE Looks tough Fully integrated factory build that's bush-ready Manual gearbox option NOT SO MUCH 2.3 engine a bit noisy under load No reach adjustment on steering column Interior smaller than some other utes in class

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factory in Melbourne and are only available in black for non-Warrior Navaras. Premcar then has them painted using the new PPG paint to match the car.

At the back end, Premcar had to develop a new towbar for the Warrior that allows for space to fit a matching-size spare wheel and tyre in the standard location.

Premcar has actually softened the suspension from that of the standard Navara to make it more supple for improved ride quality and control. And it has done this without sacrificing too much in terms of payload or any of its 3500 kilogram towing capacity.

The front coil springs are seven per cent softer, while the rear coils are progressive with a six per cent reduction in the initial stage but 16 per cent stiffer in the second stage, such as when heavily laden or being subject to big bumps.

Working with the springs are bigger shock absorbers with increased oil capacity, rebound and compression dampening. Longer bump stops, or jounce bumpers, are fitted to better absorb the shock when maximum suspension compression is reached.

The suspension package has been tuned specifically for the PRO-4X and takes in to account the added weight of the new front bumper, with or without a winch fitted, and how well it performs when loaded to GVM. The tyres and suspension combine to give the Warrior a 40mm increase in ground clearance to 260mm.

Speaking of GVM, the Premcar package gives the Warrior an extra 100kg over the regular Navara PRO-4X, so it is not sacrificing too much payload with the heavier steel bumper and other Warrior accessories.

The GVM is now 3250kg. That said, the Warrior is the only variant in the double-cab 4x4 Navara range that doesn’t have a full 1-tonne or more payload.

When fitted with the 7-speed automatic transmission the payload is 952kg or 961kg when equipped with the 6-speed manual, so its still outdoes many other utes in this class.

POWERTRAIN & PERFORMANCE The powertrain remains standard spec for the PRO-4X; that is the 2.3-litre bi-turbo, 4-cylinder diesel engine that puts out a modest

WARRIOR by PREMCAR 140kW of power and 450Nm of torque, backed by the choice of 6-speed manual or a 7-speed automatic transmissions and a parttime, dual-range transfer case.

It’s great to see that Nissan is still offering the choice of a manual gearbox, not only across the Navara range but also in halo models like the Warrior.

The bi-turbo engine is middle of the road in terms of outputs when compared to competitors, but the set-up of its turbo chargers allows it to deliver its torque in a linear fashion from low in the rev range. It does get a bit rowdy as it gets higher in the revs and Nissan has helped subdue that with extra sound deadening in the 2021 Navaras, but it’s still noticeable.

Nissan’s 7-speed automatic transmission does its job and only becomes disagreeable when trying to downshift in low range and it doesn’t always let you do it.

ON-ROAD RIDE AND HANDLING The sealed road part of the launch drive was limited to a relatively short freeway run between the hotel and the mountain tracks, where the Warrior was smooth and comfortable. The suspension felt controlled when hooking in to the off-ramps and there was no discernable road noise from the Cooper AT tyres.

The tyres really came in to their own when the tarmac turned to wet gravel, offering a level of grip that highway-style tyres wouldn’t match. The suspension again did a stellar job of keeping the car controlled and on track as the surface got rougher.

The roads were relatively lowspeed as they wound their way up in to the hinterland but the Warrior kept its composure with whatever it was faced with. There were a few whoops and crossings where I know the OE Navara suspension would have bottomed out and bumped hard, but there was no such dilemma for the Warrior.

2021 NISSAN NAVARA PRO-4X WARRIOR SPECS ENGINE:

GVM

I4 diesel

3250kg

CAPACITY

PAYLOAD

2298CC

952kg

MAX POWER

TOWING CAPACITY

140kW at 3750rpm

3500kg

MAX TORQUE

GCM

450Nm at 1500 to 2500rpm

5910kg

GEARBOX

SEATING

7-speed automatic

5

CRAWL RATIO

FUEL TANK

44.57:1

80L

4X4 SYSTEM

ADR FUEL CLAIM

Part-time 4x4 w/ high and low range

8.1L/100km

CONSTRUCTION

DEPARTURE ANGLE

4-door ute on ladder chassis

19°

FRONT SUSPENSION

RAMPOVER ANGLE

Double-wishbone IFS & coil springs

26.2°

REAR SUSPENSION

APPROACH ANGLE

Live axle located by 5-link & coil springs

36°

TYRE/WHEEL 275/70R17 / alloy wheels

WADING DEPTH 600MM

KERB WEIGHT

GROUND CLEARANCE

2298g

260MM

OFF-ROAD The forestry tracks were not what you would normally call

WARRIOR by PREMCAR |

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‘off road’ but some sections were heavily rutted and sloppy due to the recent rain. The tyres soon filled up with mud becoming slicks and getting caught in the ruts would find the bash plates on the high spots. It was nice to know that the extra protection is there in such conditions.

Low range was selected for control and the Warriors made their way up without too much struggle by picking the best available lines. The electronic traction control works very well and we didn’t need to employ the factory rear diff lock.

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| WARRIOR by PREMCAR

Low range also gave the Navara very good engine braking for the steep descents, limiting wheels slip in the tricky conditions. This was in an automatic transmission Warrior and should be even better with a manual trans and its lower crawl ratio. There was no bottoming out under the front diff on the descents, the added ride height and tuned suspension doing their thing to control the front end.

It will be very interesting to get the PRO-4X Warrior out on home higher-0speed rough roads to really feel the excellent suspension working its best.

CABIN & ACCOMMODATION Inside the Warrior is all the same as a regular PRO-4X except for the embroidery on the front seat headrests.

The seats are leather with manual adjustment and no heating, the 2021 updated dash has the new AV unit that includes CarPlay and Android connection, and the leather trimmed steering wheel is fitted to a column that is adjustable for height but not reach.

The Navara is a bit narrower than utes such as the Ranger and Amarok and you’d be hard-pressed to squeeze three

WARRIOR by PREMCAR

adults across the back seat, but it’s comfortable for two.

Externally, the big changes are to the front end with the painted bar and underbody protection designed to work in with the bigger 2021 grille and new LED headlights.

The 17-inch alloy wheels are a new design for the PRO-4X Warrior.

They are wrapped in 275/70 Cooper Discoverer all-terrain tyres, the same rubber that was fitted to and well-proven on the N-Trek Warrior.

‘Warrior’ specific decals are fitted to the taller for ’21 cargo tub to let everyone know it’s something special. N

VERDICT Of course, performance and looks always come at a cost and for the PRO-4X Warrior, that cost is $67,490 with the manual gearbox or $69,990 with the auto transmission.

While that’s $9360 more than what a regular Navara PRO-4X will set you back, you have to consider the price of all the accessories and that they were specifically developed for this vehicle with OE levels of engineering to be a fully integrated package that enhances the original vehicle.

Other suspension, wheels and tyres, and protection equipment could all be bought via the aftermarket, but you could never have the same level of vehicle integration that comes with the Premcar Warrior package which is fully legal and covered by Nissan’s full five-year warranty.

It creates a vehicle that you can drive out of the showroom and on any adventure around Australia without any further modifications and that is something that can’t be said about many other new vehicles on the market.

One thing for sure is that this is the best-performing version of the D23 Navara yet.

WARRIOR by PREMCAR |

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NISSAN INTELLIGENT MOBILITY RECENTLY, NISSAN made the commitment to make transportation safer, smarter, and more enjoyable. Nissan Intelligent Mobility is the roadmap, providing the vision for this future of motoring, and encompasses three core areas of innovation:

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| NISSAN INTELLIGENT MOBILITY

How our vehicles are powered (Nissan Intelligent Power) How they are driven (Nissan Intelligent Driving) How they are integrated into society (Nissan Intelligent Integration)

But these developments aren’t in the distant future – they are taking shape in the Nissan vehicle that you are driving today.

NISSAN INTELLIGENT POWER Nissan’s leadership in electric vehicles demonstrates not only our commitment to progress and the environment, but also to bringing cleaner, quiet power and transportation to the world.

As the world’s best-selling electric vehicle, the Nissan LEAF has redefined what an electric car can be. It gives you instant torque and zero tailpipe emissions, proving that sustainable transportation doesn’t have to compromise the thrill of driving.

Nissan continues to advance technologies that will be integrated into future electric vehicles – like the All-New Nissan LEAF, which was the 2018 World Green Car of the Year.

NEW NISSAN LEAF The new Nissan LEAF sets a new standard in the growing market for mainstream electric cars by offering customers greater range, advanced technologies and a dynamic new design.

Drivers will feel more confident, excited and connected thanks to the new Nissan LEAF’s e-Pedal, increased power and range, and improved refinement, comfort and convenience.

The new, zero-emission tailpipe emission Nissan LEAF embodies Nissan Intelligent Mobility, the company’s approach to changing the way cars are driven, powered and integrated into society.

The three key aspects of Nissan Intelligent Mobility exemplified by the new Nissan LEAF are Nissan Intelligent Driving, Nissan Intelligent Power and Nissan Intelligent Integration.

NISSAN INTELLIGENT DRIVING Today’s Nissan vehicle offers technologies that help look out for you, and some of them can even take action and help you avoid trouble.

What does this mean? It means that a range of active technologies are built into your car to help improve safety while you drive.

In short, they have been developed to better protect you and your passengers.

For example, using radar technology to keep an eye on your proximity to the vehicle ahead of you, Forward Collision Warning can give you audible and visual display warnings to help you know when to reduce your speed. If required, the Intelligent Emergency Braking will apply braking to reduce vehicle speed to avoid or reduce the severity of a collision.

The Intelligent Around View® Monitor provides a 360 degree bird’s eye view of everything surrounding the vehicle via four cameras strategically positioned on the front grille, rear tailgate and both side mirrors, while Moving Object Detection gives visual and audible warnings when it detects an object moving both in front and behind the vehicle.

Intelligent Blind Spot Intervention detects if there is another vehicle in the blind spot area, and the Intelligent Distance Control system keeps an eye on your speed and proximity to the vehicle ahead of you, warning you if you need to slow down. It can also apply braking if you fail to respond to help you avoid a collision.

Intelligent Lane Intervention warns you when you start to drift from your lane, alerting you with a visual warning on the display and an audible signal. If Intelligent

Lane Intervention detects that you are still straying from your lane, it will engage and gently help guide you back.

Rear Cross Traffic Alert reduces the risk of low-speed impacts when reversing out of a parking space.

If the driver attempts to reverse when an approaching vehicle is detected, the system gives visual and audible warnings.

Intelligent Cruise Control reduces speed, maintaining the gap to the car in front regardless of the speed, and the Adaptive Front-lighting System changes the direction and pattern of the headlights as a car travels around corners, improving driver visibility.

While we always say that driver aids should not be used as substitutes for safe driving practices, and to always monitor your surroundings when driving, you can see that these technologies, and many others, are there to help you.

NISSAN INTELLIGENT INTEGRATION At Nissan, we’re working to shape what the road of the future will look like.

Nissan is helping to shape a sustainable ecosystem enabling cars to interact with people, other cars and road infrastructure.

This approach will eventually lead to remote vehicle operation, reduced traffic jams, more efficient car-sharing, and improved energy management – including vehicle-grid-charging technology.

Whether your preference is an EV, an SUV or a Ute, Nissan Intelligent Mobility is already available in your favourite Nissan and our promise is to keep developing these technologies to ensure our world is a better place and ready for the generations ahead.

NISSAN INTELLIGENT MOBILITY |

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A NEW WAY TO PAY Nissan customers now have an even easier way to access maintenance or repairs, or to unlock Nissan’s extensive Genuine Accessory catalogue, with Openpay now available at select dealerships across Australia.

This innovative partnership gives Nissan customers instant access to up to $5000, which can be used to pay for everything from servicing or repairs to Genuine Accessories, with the amount then split into 12 equal and interest-free payments.

The initiative is all about delivering choice and flexibility, with Nissan customers now able to take advantage of a “buy now pay later” service for the first time.

Whether needing to carry out important repairs, conduct scheduled maintenance or simply to equip their vehicle with the Genuine Accessories

they need, Nissan’s Openpay partnership makes the process faster and easier than ever.

RUFF ROADS AHEAD Tails across Australia are wagging a little faster with the news that Nissan’s new Dog Pack is available across the Qashqai, X-TRAIL and Patrol range.

Designed to ensure your pet is every bit as comfortable in the car as you are, the Dog Pack is a suite of accessories tailor-made for man’s best friend.

From an extendable entry/exit ramp that makes getting into the car for a walk in the park a, well, walk in the park, to an all-terrain dog bed that transforms the boot into the best seat in the house, the Nissan Dog Pack puts your pet first.

The Dog Pack includes a rear protection tray or mat, a reflective boot-lip protector, a four-piece dog travel set (including an easy-store bowl, a lead, a waste-bag holder and a sealable food bag),

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| AFTERSALES & MERCHANDISE

an over-seat cargo-area organiser and an allterrain dog bed.

You can then also opt for a ramp that, when extended, stretches 1.6 metres from the boot lip to the ground. When not in use, the ramp retracts to fit easily in the boot or under a seat.

The Nissan Dog Pack can also include a sturdy cargo barrier that separates the boot from the cabin, ensuring your furry friend doesn’t go on any in-car adventures while you’re on the move.

Nissan customers can simply opt for the Dog Pack, which includes the comprehensive collection of dog-friendly accessories. Or they can then add the extendable ramp, the cargo barrier, or opt for the complete offering, which includes the accessories, the ramp and the cargo barrier.

AFTERSALES & MERCHANDISE

GET CONNECTED Your Nissan already plays so many important roles in your daily life. It can be your mobile living room, your office, your ticket to adventure, or just help you and yours to get away from it all.

Nissan has just added yet another role to that ever-growing list — as your personal assistant.

The launch of the new NissanConnect Service ensures key vehicle information and alerts are close at hand and assistance is never too far away through seamless integration between your car and the NissanConnect Lite smartphone app.

Nissan’s new connected-car technology is currently available on both the Navara and X-TRAIL, utilising a telematics control unit (TCU) fitted discretely to your vehicle.

The TCU then acts as a connection between you and your vehicle, alerting you to everything from maintenance issues and service requirements to your recent driving history all via your NissanConnect smartphone app.

The NissanConnect service doesn’t stop there. It’s also a parent’s best friend, with the ability to set up boundary, curfew and speed alerts that will pop up on your mobile phone if your vehicle is breaching any of your customisable preferences.

What’s more, you’ll never forget where you parked again (don’t worry, it happens more than you think), thanks to the NissanConnect Service’s Find My Car function.

An important safety feature, the Automatic Emergency Call function is activated if your airbags are ever deployed due to an accident. Our Roadside Assistance team are immediately notified and will then call you to see if you require emergency services dispatched to your vehicle’s location.

The NissanConnect Service is the on-board assistant you soon won’t be able to live without. Please be sure to reach out to your Nissan dealer to confirm your vehicle’s applicability for the new NissanConnect service.

AFTERSALES & MERCHANDISE |

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AFTERSALES & MERCHANDISE Snorkel

NEW LOOKS FOR NAVARA The Nissan Navara’s comprehensive catalogue of Genuine Accessories has just gotten even bigger, with the addition of a range of new Nissan Genuine Accessories that add both style and substance to Navara range.

HARDEN UP

Add both style and security to your Navara with a choice new hard tonneau covers that fit seamlessly over your tub.

Available in one- or three-piece designs, the new hard tonneau covers are offered in a body-matching colour palette, and are designed to integrate with your Navara both with and without a sport bar.

TOW THE LINE

The Navara’s impressive braked towing capacity makes light work of substantial loads, and the introduction of a new Genuine

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| AFTERSALES & MERCHANDISE

Accessory Weight Distribution Hitch makes it even easier than ever.

Designed for Navara owners who tow heavyduty items – like horse floats or caravans – the Weight Distribution Hitch improves the on-road dynamics and drive experience by distributing the weight of your trailer across the vehicle’s axles, easing the load when braking and steering.

The Genuine Accessory Weight Distribution Hitch has been designed and manufactured in Australia, and is engineered to compliment your Navara’s Genuine Towbar.

GIVE IT A NUDGE

The Navara’s new black and polished Nudge Bar isn’t just a stylish accessory that can protect your vehicle, it also pairs perfectly with Nissan’s Genuine Accessory Light Bar to deliver owners the best of both solutions at once.

Light and tough? Only in the Nissan Navara.

Weight Distribution Hatch

GO PRO

One of the most popular elements of the Nissan Navara PRO-4X is the flagship model’s blacked-out alloys and tough Yokohama rubber, and both are now available across the rest of the Navara range for an instant style upgrade.

Better yet, the stylish 17-inch wheels are being offered as part of two new accessory packs tailor-made to the different uses of the Navara.

The first is the All-Terrain Pack, which includes everything you need for an off-road adventure, including an off-road bullbar, a snorkel, toughlooking fender flares and the PRO-4X wheel and tyre package.

But if yours is more the urban jungle, then the Navara’s Urban Pack is for you, which swaps out the off-road gear for a soft tonneau cover, floor mats, a bonnet protector, weather shields and the PRO-4X wheel and tyre pack.

Black Nudge Bar

AFTERSALES & MERCHANDISE |

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REWIND

NISSAN PATROL HERITAGE. INNOVATION. EXCELLENCE.

PICTURE THE WORLD, OR even just Australia, 70 years ago. It was a very different place, wasn’t it?

In Sydney, the earliest plans for the Opera House were only just materialising (construction wouldn’t begin until 1959), while in the rest of the country, people paid for things not in dollars, but with the Australian pound.

If you were in Melbourne, you were feverishly preparing for the Olympic Games, while in 1958, Qantas launched international flights for the very first time.

A lot has changed since then, of course, but one thing has remained constant throughout the decades - those with a passion for family road trips and adventure have always had a Nissan Patrol parked in their driveway.

Nissan’s iconic SUV first launched back in 1951, with 2021 marking the model’s 70th Anniversary around the world. Here in Australia, we’d have to wait just a little longer, with what was then called the G60 Datsun Patrol landing on our shores in 1961.

That box-shaped G60 was equipped with a modern overhead valve 4.0-litre in-line six-cylinder that generated 92kW, and was offered in soft-top, wagon or cab-chassis body styles.

It didn’t take long to achieve legendary status, with the G60 Patrol becoming the first motorised vehicle to cross the Simpson Desert after geologist Reg Sprigg, his wife Griselda and children Marg and Doug charted a path over more than 1100 sand dunes.

Pause for a moment and consider how brave and challenging that must have been. The journey took 12 long days – and there was no such thing as GPS navigation. They were attempting something that had never been done before, and they would do it in a vehicle that had only been on sale in Australia for 12 months, such was the Patrol's impressive international reputation.

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| LOOKING BACK

With that trip, the Patrol’s status as the ultimate adventure vehicle was assured, and it’s a reputation that would go only grown with the launch of the MQ-Series Datsun Patrol in 1980.

The days of rough, hard-core 4WDs were coming to an end, with Australian customers looking for vehicles that were no less capable, but far more comfortable, and the MQ Patrol filled that brief perfectly.

Offering a seven-seat wagon version for the first time, the MQ was also available as a short wheelbase hardtop model with a removable roof, or a longwheelbase version with pick-up, cab-chassis and wagon variants.

The MQ Patrol was also the first time a turbocharged diesel engine option would be offered, with the addition of the optional SD33T sixcylinder engine producing 81kW of power and 255Nm of torque.

Nissan would once again set the benchmark for adventure-focused vehicles in 1987, when the GQ Patrol arrived featuring new suspension technology that further enhanced its on-road dynamics without

sacrificing off-road prowess, with the introduction of all-coil-spring suspension.

Then, in 1997, the GU model arrived to cement the Patrol as one of Australia’s most popular vehicles.

In fact, between 1998 and 2000, one in every four Nissan vehicles sold locally was a Patrol, and Australia was the largest market in the world for the iconic four-wheel drive.

The Y62 Patrol has only continued that legacy, combining off-road capability with family friendly refinement and the latest from Nissan’s Intelligent Mobility suite of safety features, including Intelligent Emergency Braking, Forward Collision Warning, Active Cruise Control and Intelligent Lane Intervention.

The story – and the legend – continues for Nissan’s iconic Patrol.

But for what comes next? We’ll have to wait and see. N

N AVA R A P R O - 4 X WA R R I O R CO NVE R S IO N BY P R E M C A R

M A D E TO C O N Q U E R Developed in Australia for Australian conditions, the Navara PRO-4X WARRIOR

by Premcar delivers improved capability from tow bar to bullbar, to ensure you can go anywhere, cross everything and climb anything.

N I S S A N WA R R I O R .C O M . AU

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