2026 Nissan Patrol review

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Are there any V8-powered SUVs which are as comfortable at home in the bush as it is on the blacktop? They’re hard to find in 2026.

Do you think that the whole family (including a third row of seats) should be given space? The candidates can be counted on one hand, and none are cheap.

Indeed, the likes of the Y62-generation Nissan Patrol are a dying breed. It’s not for a lack of demand though – Patrol sales topped 6000 last year, making it one of the more popular large SUVs in Australia.

Rather, decarbonisation and more specifically emissions standards are set to spell the end of thunderous family wagons like the Patrol. A brave few including the Land Rover Defender and GMC Yukon Denali will soldier on a little longer, but Nissan has confirmed the current Patrol will ride off into the sunset later this year, before being replaced by the twin-turbo V6-powered ‘Y63’ model.

As such, the time is now for those wanting a Patrol with eight cylinders. Now is also a decent time to buy when you consider that Nissan Australia gave the Y62 Patrol a significant interior update last year, bringing new-generation infotainment among other enhancements.

But those gains were almost instantly matched by August price hikes of $5000 across the board – an action Nissan took on the federal government’s New Vehicle Efficiency Standard (NVES) decision.

And this off-road flagship – the Warrior – is the most expensive Patrol of them all.

With a sticker price of $110,660 before on-road costs, the Warrior goes up against not only the Toyota LandCruiser 300 Series, but also versions of the Land Rover Defender and Ineos Grenadier. At the same time, it’s a fair chunk dearer than the toughest versions of the Ford Everest, GWM Tank 500, and Isuzu MU-X.

If you still have a glorious V8 engine and unmatched off-road chops, is it worth spending up for that kind of thing? We spent warrior’s week with the WarriOR to know about this.

How much does the Nissan Patrol cost?

After a range-wide price hike from August 1, 2025, all versions of the Nissan Patrol are now $5000 more expensive than they used to be.

| Model | Price before on-road costs |
| — | — |
| 2026 Nissan Patrol Ti | $95,600 |
| 2026 Nissan Patrol Ti-L | $107,100 |
| 2026 Nissan Patrol Warrior | $110,660 |

A number of reasons led to hike prices across the Patrol range, including federal government’s new automotive emissions legislation called the New Vehicle Efficiency Standard (NVES) – which Nissan Australia blamed on several factors for this decision.

“There is a price increase across the Patrol range effective August 1st, 2025,” said Nissan in a statement.

This is a combination of factors that contribute to the price of vogue cost of raw materials, logistics and foreign exchange rates, market dynamics and regulatory considerations like NVES. Paraphrasingr ’It is.

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What is the Nissan Patrol like on the inside?

Clambering up into the Patrol Warrior is a scene in itself It takes you some physical work and shrewdness, as well as’sure-footed feet’. Such a car doesn’t make sense for the immobile to drive as such, like .

But once you’re eventually seated, it’s easy to get comfortable.

It is a wide centre console that separates driver and passenger, with the cabin being infinitely large as it has been described by . The seats are also plush, too, with a welcoming base cushion and quilted leather upholstery that both looks and feels premium.

That said, I was disappointed to find that the front pews are neither heated nor ventilated. It’s a product of the Warrior drawing its equipment from the base Patrol Ti. Consequently, there is a bit of misunderstanding between the Warrior’s position and what it actually offers, especially considering its six-figure price tag.

A key Warrior misses out on are a power tailgate, upgrade sound system and centre console cool box as well as seat position memory– all of which belong to the flagship model.

However, the Warrior does certainly justify its placement in a proper and complete sense. Suede on the dash and door cards also makes space more attractive, as does adding ‘Warrior’ lettering to the Dashe panel pictured above. In the fitment of padding, where the driver’s left knee rests, attention to detail can also be seen in a ’.

What is the Patrol Warrior like? Is it a step up from other Nissan products? What does it feel like to be a $110,000 car? Not quite as much as if you’re thinking of paraphrasing.

It’s a similar story on the technology front.

In a major interior tech update earlier this year, the Patrol was given an updated infotainment system from the US-market Nissan Armadia’s new info technology. Paraphrasing The 12 . The 3 inch centre-screen is modern enough, with bright and crisp graphics as well as decent touch inputs.

The whole unit is oddly angled up towards the ceiling, but this native navigation system now appears dated with its original units. There’s no head-up, either.

Similarly, there is no connection between connected services and app integrations; while the new screen makes it an improvement, it still remains behind modern competitors.

However, Apple CarPlay or Android Auto will default to many of the defaults (which worked faultlessly throughout our test) but are not a problem for many people. The cable is not required to connect, but USB-A and USB–C outlets are also included in addition to an enclosed wireless charging pad that stops your phone from being airborne during hardcore off-roading.

The Patrol still has an analogue gauge cluster with a small configurable centre display, moving across the board; another reminder that this SUV is no spring chicken. However, if nothing else is doing it, the setup works (or does not ).

Like most modern SUVs, the Patrol maintains proper physical buttons and switches for the climate controls. Infotainment system also operates via physical shortcut buttons and a rotary dial near the gear selector. You don’t have to ever divert your eyes from the road ahead as such.

A further behemoth of this behothe is Cabin storage. It’s just about everything in this car, with the cupholders, door bins and centre console as well as glovebox – all of which make for great liveability. A dedicated overhead compartment holds sunglasses.

Space is also plentiful in the second row, as you might imagine, with space. It has a lot of legroom, and the rear bench is equipped with an in-built recline mechanism for increased comfort during longer trips. It’s not a problem either, even with the seats set to their highest position in headroom.

Similarly, the back bench itself is soft and inviting; while there’s a noticeable crack on middle seat ‘– if it has been slightly firmer – complaints from middle row passengers are unlikely given that the overall room on offer.

The space is also sized with a long list of amenities that matches the size of the room, . The features include twin USB-A outlets, dedicated climate controls, door- and seatback storage, a folding centre armrest with pop-out cupholders. Furthermore, a bi-directional lid in the front centre console bin is available to rear passengers and allows them access to the deep cubby within the box.

You’ll get a third row of seats, as is standard across the Patrol range and will be found further back. This would automatically increase the Warrior above competitors in the practicality stakes, you’d think, but there’s more to the story.

And even though it is the hulking proportions of the car, third-row space has been really high. Only a few seconds later I sandwiched myself back there, and was under intense pressure on my head, knees and toes right away. It’s not just adults who can expect that, as even taller children will struggle to find a nice seat.

And there’s a clear answer to this problem installing fore-an adjustability in the second row is required. But Hopefully this will be the case with the new-generation Y63 Patrol, due late next year.

Amenities are likewise sorely lacking. Air vents and cupholders are present, but there’s no USB connectivity.

The biggest disappointment is that the Patrol’s imposing size means only small children are reserved for the third row, so it’s an extreme disadvantage.

As for the boot, well that makes up for it somewhat. With all three rows in place, the Patrol promises 467 litres of capacity – substantially more than the LandCruiser, Defender, Discovery, Everest, and Tank 500. If you need more space, the total expands to 1413 litres with the rear seats folded down.

But better yet, the load floor is flat with no annoying lip and there are several tie-down points (and a 12V socket on the wall) as well as. A full-size spare tyre is also found under the car’s vehicle.

| Dimensions | Nissan Patrol Warrior |
| — | — |
| Length | 5269mm |
| Width | 2079mm |
| Height | 1990mm |
| Wheelbase | 3075mm |
| Cargo capacity | 467L (behind third row) 1413L (behind second row) 2623L (behind front row) |

To see how the Nissan Patrol lines up against the competition, check out our
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What’s under the bonnet?

The Patrol maintains a burbling naturally aspirated V8 for the most part, until at least when the Y63 generation introduces another twin-turbo petrol V6 in its place.

| Specifications | Nissan Patrol Warrior |
| — | — |
| Engine | 5.6L naturally aspirated V8 |
| Power | 298kW |
| Torque | 560Nm |
| Transmission | 7-speed automatic |
| Drive type | Four-wheel drive |
| Fuel economy (claimed) | 14.4L/100km |
| Fuel economy (as tested) | 16.5L/100km |
| CO2 emissions (claimed) | 334g/km |
| Fuel tank | 140L |
| Weight | 2884kg |
| Payload | 736kg |
| Braked towing capacity | 3500kg |
| Gross vehicle mass (GVM) | 3620kg |
| Gross combination mass (GCM) | 7000kg |

To see how the Nissan Patrol lines up against the competition, check out our
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How does the Nissan Patrol drive?

Nissan may have modernised the interior of the Patrol, but the driving experience is still fundamentally old-school.

This beast is a remnant of ‘gone time’, from the moment you hit the start button. Paraphrasing The 5. In 2026, it is rare for a 6-litre V8 to be in the car with fewer fanfare than most modern SUVs and setting off requires using ‘foot-operated parking brake. In fact, I had never met one in two years of reviewing new cars.’ It was so rare – even though it is true that the has been my first time ever seen by someone who reviews them.

The quirks like this remind you of the Patrol’ earliest inmates, and more unusual characteristics emerge when you get rolling. The hydraulic steering is much heavier than you might think at low speeds, second only to the Ineos Grenadier in its weight.

The Patrol is one of the most difficult SUVs to manoeuvre in urban environments, due to its sheer size. 5 – at 5. Paraphrasing 3m long and 2m. The Warrior is too big for tight alleyways and suburban streets despite the towering driving position that gives great visibility, but it’s over 1m wide. Many fuck work has been done to put the corners of this car and steering adjustments are made with heavy forearms, so there’s a lot of guesswork involved in making it.

The turning circle is bad for making matters worse, and the steering system protests at full lock with judder.

When I was trying to navigate my way out of an underground car park, which required a multi-point turn and use of the surround-view camera, I learned that it’s hard for me. A piece of tech worth reading is one thing you can really help with. The picture resolution is grainy by current standards, with that said, if you are parking and still expect the Patrol to go beyond standard spaces when it’s allowed.

I don’t think it is a good idea to go for peak-hour commuting, either. At the best of times, stop/start driving is a chore but challenges are amplified in ‘an almost 2×2 car that weighs nearly 2lbs. 9 tonnes . And it doesn’t help that the brake pedal is soft and completely devoid of feel, a thing that s don’T say.

Awarrior The Warriour also struggles with slickness around town. When it thumps over imperfections in the road, it is busy and sometimes unrefined (especially at cost).

Well, if you say Greta Thunberg would not approve of the Patrol as for fuel economy, well that’s just one thing. I was on average 16 a.c. of s, and saw an average consumption of 16 per cent. A week of mixed driving including a return trip to Anglesea via the iconic Great Ocean Road, was followed by 5L/100km over ‘the most impressive thing that has ever happened in my life. That’s about 50 per cent more than a LandCruiser or Everest Tremor would return, let alone plug-in hybrids such as the GWM Tank 500. That’s what you pay for character and simplicity.

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With that said, the huge 140-litre fuel tank allows for long touring range between servo stops.

The Patrol isn’t a city-built patrol, but still does not exist for the Patrol. So if you’re after a seven-seater for the school run and occasional camping trips, alternatives such as the Defender and LandCruiser are far more straightforward to live with every day.

But if cross-country cruising and off-road adventures are more your style, the Patrol Warrior becomes a compelling proposition.

Firstly and foremost, the open road offers opportunities for stretching leg stretchers of the muscular V8. The 298kW and 560Nm outputs are impressive, Patrol is a momentum machine; there’s plenty of torque down low but power increases gradually through the rev range (and there really is an incentive to push towards redline) with real reward.

A part of the Warrior’s charm is its bi-modal side-exit exhaust, which roars brassy over 2500rpm. In 2026, it’s hard to find an SUV that makes such a brilliant noise and even harder to locate one that hides its muscle when you want them.

The V8 of the Patrol’s V8, which is mated to a seven-speed automatic transmission that matches the car’s character, is also used as an engine. This is a bit lazy but generally smooth and well-developed at harnessing the grunt up front. While there is no paddle shifters behind the steering wheel, it requires manual control to use the central gear selector for a hand-control. That’s not a bad thing, I wouldn’t bother with because you don’t get sharp answers out of the gearbox.

In fact, the Patrol is best when he’s relaxed and driven in an appropriate manner. It poops up highway km miles with no hesitation, giving you more ride comfort and lighter steering at higher speeds.

The stress out of longer trips is also a part ofAdaptive cruise control that helps to take some of the stress away from longer journeys, such as . But it’s important to be alert, as the Patrol wanders around in its lane without using active Lane centring.

twisty sections of tarmac need to be treated more, as this off-road-biased Warrior doesn’t particularly like corners. A tyre fitment of all-terrain ties is removed from on-road grip, and you feel every ounce of weight as body roll through bends. It’s not a “husty” SUV that is hustled, at least on the blacktop — as we know.

But when the bitumen ends, it’s a whole different story. Almost entirely because of modifications by Nissan Australia’s engineering partner Premcar, put simply, the Warrior lives up to its name off-road.

The Warrior, compared to the standard Patrol, receives the all-terrain tyres, suspended suspension including a 50mm lift and retuned Hydraulic Body Motion Control (an anti-roll system that replaces traditional stabiliser bars), based plate bash plate as well as two rear recovery points. The standard car was hardly afraid of getting down and dirty, so that’s a good set of upgrades for that classic car.

In fact, the 50mm increase in ride height gives the Warrior 323mm of ground clearance – the most of any new car on sale in Australia, ahead of the Ford Ranger Super Duty (up to 299mm) and Defender (up to 294mm). Meanwhile, the LandCruiser GR Sport offers just 245mm.

In real life, this means you can tackle obstacles in the Warrior that other cars just cannot clear. A further ground clearance also allows the driver to see more of the path ahead.

And when you travel through rugged terrain, you really get the benefits of the Warrior’s long suspension traveling which protects occupants from harsh effects. They also work best on loose surfaces, such as the chunky all-terrain tyres that give constant grip on unstable earth.

The other useful features include high and low range gearing, a rear differential lock, crawl control (sand, snow, and rock) drive modes of terrain-based drive.

Nevertheless, you won’t get some of the more modern tools that are available in rivals like transparent chassis cameras or other similar off-road camera systems such as those found in Jeep and GWM models. The Warrior relys more heavily on good ol’ fashioned mechanical toughness rather than the one that is used by his predecessor, in particular.

We tested a 2023 large SUV mega test, which found that if we put’standard Patrol is the best overall off-road SUV on sale’ and that’s more than enough to make it one of the top off roaders in the market.

At the time, Founder Paul Maric said:

While it may be a very old, [the Patrol] is an absolute trooper “You don’t need all the latest gadgets of whiz-bang to go anywhere.” Paraphrasingr ’It is.

Stay tuned to the childcareman.xyz YouTube channel to find out how this Warrior tester performed in our 2026 mega test.

| Off-road dimensions | Nissan Patrol Warrior |
| — | — |
| Track front and rear | 1735mm |
| Ground clearance | 323mm |
| Approach angle | 40.0 degrees |
| Departure angle | 23.3 degrees |
| Ramp breakover angle | N/A |
| Wading depth | N/A |

To see how the Nissan Patrol lines up against the competition, check out our
comparison tool

What do you get?

The three-grade Patrol lineup remains the same for MY26, with the Warrior sitting at the top of the tree.

2026 Nissan Patrol Ti standard equipment highlights:

• 18-inch alloy wheels
• Automatic LED headlights
• LED fog lights
• Heated, power-folding exterior mirrors
• Leather-accented upholstery
• 10-way power driver’s seat
• 8-way power passenger seat
• Dual-zone climate control
• 7.0-inch driver display
• Off-road monitor
• 12.3-inch touchscreen infotainment
• Wireless Apple CarPlay, Android Auto
• 1 x front USB-A outlet
• 1 x front USB-C outlet
• Wireless phone charger
• 6-speaker sound system
• Rear Helical limited-slip differential
• Hill descent control

Patrol Ti-L adds:

• ‘Premium’ bumper with unique grille
• Power sunroof
• Power tailgate
• Puddle lights
• Roof rails
• 13-speaker Bose premium audio
• Centre console cool box
• Digital rear-view mirror
• Heated and ventilated front seats
• Memory for driver’s seat, mirrors and steering column position
• Power tilt, telescopic steering column adjustment

Patrol Warrior adds – over Ti:

• 18-inch wheels
• All-terrain tyres
• Bi-modal side-exit exhaust
• 50mm suspension lift
• Reworked Hydraulic Body Motion Control
• Warrior front bumper and bash plate
• Black fender flares, mirror caps, grille
• 2 x rear recovery points
• Unique rear bumper with black valance panel
• Alcantara door and dash inlay
• High-gloss black interior trim

To see how the Nissan Patrol lines up against the competition, check out our
comparison tool

Is the Nissan Patrol safe?

The current Nissan Patrol has never been tested by safety authority ANCAP.

Standard safety equipment includes:

• Adaptive cruise control
• Autonomous emergency braking
• Blind-spot assist
• Lane-keep assist
• Parking sensors – front, rear
• Rear cross-traffic alert
• Surround-view camera

• incl. Moving Object Detection

• Tyre pressure monitoring

To see how the Nissan Patrol lines up against the competition, check out our
comparison tool

How much does the Nissan Patrol cost to run?

The Patrol, despite the excessive use of fuel, is in fact relatively cheap to run (and maintains) due to an extended 10-year conditional warranty and affordable capped-price service.

| Servicing and Warranty | Nissan Patrol |
| — | — |
| Warranty | Up to 10 years or 300,000km |
| Roadside assistance | Up to 10 years |
| Service intervals | 12 months or 10,000km |
| Capped-price servicing | 5 years |
| Total capped-price service cost | $2495 – $499 each |

To see how the Nissan Patrol lines up against the competition, check out our
comparison tool

childcareman.xyz’s Take on the Nissan Patrol Warrior

A generational transition may be imminent, but it’s easy to see why the Y62 Patrol continues to sell in droves.

There are few of the-road SUVs that chew up long stretches of open road with such ease, but none can match intoxicating noise from loud and proud V8 which is found in this beast.

The Warrior, particularly that of the enticing package, adds a valved exhaust and greatly improved off-road capability to an already eliquishing product.

Nevertheless, urban buyers note the Patrol Warrior isn’t particularly well-suited to the cut and thrust of the school run. The only one to drive around town is a few people with heavy steering and compromised dynamics.

The third row is also unexpectedly tight, and missing features up front might leave drivers feeling shortchanged.

Therefore, this is a proper family off-roader that demands to be used for its intended purpose.

Because, when it only makes suburban errands, the Warrior isn’t worth the $110k it now commands, nor does its fuel bill. Instead, such buyers should follow the Land Rover/Range Rover or Toyota LandCruiser route (or even switch to the cheaper GWM Tank 500 and Ford Everest).

But even when real adventure calls come, the Warrior is still a reliable friend with more presence than the models described above. And it’s also what the Patrol range pick is.

And time is running out if you want your Patrol with a V8, as by next year we’ll be discussing the six-cylinder model of an Y63 which will not impress anyone so easily from the crowd.

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