2018 Nissan Patrol Ti-L new car review

Behind the wheel of Nissan's V8-powered LandCruiser rival.

What is it?

Nissan’s flagship four-wheel-drive, a 2.75 tonne totem to “bigger is better” thinking that touches just about every element of the Nissan Patrol.

What do you get?

You get plenty of gear for the cost, including heated and cooled leather front seats with a driver’s memory function, an 80inch front touchscreen with sat nav and twin headrest-mounted 8-inch rear displays, smart keys, a powered tailgate, 360 degree camera and more.

The dash and stereo lack modern touches such as a digital speedo or Apple CarPlay, though its 13-speaker Bose stereo packs a fair amount of wallop. Niceties include an electric sunroof, 18-inch alloys with multi-purpose tyres, a variable-mode all-wheel-drive system and a digital “intelligent rear view” monitor mounted in the driver’s mirror. Operated by the sort of mechanical lever you might normally use to use a dipped mirror for night driving, the digital screen offers a clear view of the road behind unimpeded by passengers or cargo in the back.

Nissan supports the car with a three-year, 100,000 kilometre warranty and servicing is due every six months or 10,000 kilometres.

What’s under the bonnet?

Arguably the best and worst element of this car, the Patrol is powered by a petrol-fuelled 5.6-litre V8 that sends 298kW and 560Nm to all four wheel through a seven-speed automatic transmission with a proper low range mode.

The motor is magnificent, offering immense pulling power from low in the rev range all the way to the top of the tacho. Sweet and sonorous, the engine feels as though it should be in a sports sedan or muscle car as opposed to a seven-seat SUV, rumbling away with a pleasing bellow under load.

Low gearing helps the Patrol leap away from the lights with spritely initial acceleration you wouldn’t expect from such a big car, aided by an absence of lag from the engine or its smooth transmission. Over-driven sixth and seventh gears keep it quiet on the highway, and a rotary controller for the drive system makes it easy to pop the Patrol into off-road modes.

The catch is that it is a seriously thirsty engine, drinking a claimed 14.4L/100km of premium unleaded that worked out closer to 18.5L/100km in our time with the car. Slurping through its 140-litre fuel tank with the sort of enthusiasm normally reserved for the footy sheds on Mad Monday, the Patrol will have you well acquainted with your local service station. And the one on the way to work, as well as the servo around the corner from the kids’ school and sporting venues.

What’s it like to drive?

This Patrol offers a comfortably and impressively well-sorted ride. Rolling on chubby 70mm-tall sidewalls and plush suspension with a clever inter-linked hydraulic system, the big unit shrugs off most bumps with ease, particularly at low speed.

It encourages you to take a relaxed approach to driving – this isn’t a car that wants to be hustled – taking your time to slow down and approach corners gently.

The Patrol’s somewhat aloof steering is offset by brakes with excellent power and feel, giving you plenty of confidence in its stopping ability.

A pleasure to drive on the open road (where that creamy V8 excels), the Patrol is a hassle in tight urban environments. You’re always aware of the Patrol’s 5.16 metre length and 1.99m height, particularly in multi-storey car parks.

We didn’t have a chance to take the Nissan off-road in a proper manner, but previous experience with the Patrol suggests it is more than up for the challenge of gravel adventures.

It’s also an impressive tow rig, one likely to feel much more planted than a dual-cab ute when towing up to 3500 kilos.         

                      

What’s it like inside?

Spacious and plush, the Patrol’ plush and substantial seats are ideal for long days on the road. We’d like a little more adjustment from the steering wheel and driver’s seat, and to ditch the foot-operated parking brake in favour of an electric button.

Nissan’s interior feels dated in 2018, with small, low-resolution screens beset by dozens of buttons surrounded by glossy, fake-looking wood.

Ruffled leather on the door cards feels very 1990s, as does the prominent CD player poisoned in the middle of the dash.

Power comes from four 12-volt power outlets and two USB points that don’t quite match modern machines such as the Ford Everest for ease of access, particularly in the back rows.

Cargo space in the rear is truly cavernous, and a maximum payload of 750kg should come in handy on weekends.

Is it safe?

Nissan equips the patrol with front and side airbags for the driver and front passenger, along with curtain airbags to all three rows. The Ti-L also has driver aids including active cruise control, forward collision warning, lane departure warning and blind sport warning systems, but not autonomous emergency braking.

Australia’s ANCAP safety body has not crash-tested the Patrol, which feels solid enough to be a reasonably safe proposition in the real world.

What else should I consider?

Toyota’s LandCruiser is the obvious alternative to the Patrol and a clear leader in the sales charts. Other options include the Land Rover Discovery, Jeep Grand Cherokee and Ford Everest, though none are an exact match for the Patrol’s charms.

2018 Nissan Patrol specifications

Engine: 5.6-litre V8 petrol

Power: 298kW at 5800rpm

Torque: 560Nm at 4000rpm

Transmission: Seven-speed automatic, four-wheel-drive

Fuel use:  14.4L/100km

If you’re in the market for a Nissan Patrol - view what Group 1 Nissan has to offer and visit the dealership to test drive the Nissan Patrol.

Article source: https://nissanenthusiast.wordpress.com/2018/01/31/2018-nissan-patrol-ti-l-new-car-review/

Nissan Qashqai (2018) International Launch Review

Multiple small updates for the Nissan Qashqai look to boost the compact crossover’s premium appeal. International correspondent, Richard Webber, drove the latest Qashqai in Vienna last year. Take a look at what you can expect from the facelifted Qashqai below...

What is it?

It's the facelifted second-generation Nissan Qashqai and numerous changes have been implemented in order to strengthen its appeal in the crowded compact crossover market.

It's not as if sales are flagging, though: in 2016, Nissan sold almost twice as many Qashqais in Europe as it did following the pioneering original's launch in 2007. It's a top seller across Europe and especially in the UK where it's currently the third best-selling model in the market.

In Europe, the Qashqai is hot property, selling more than its rivals. Locally it lags behind Tucson, CX-5 and RAV4.

But Nissan says its customers want more plushness, be it in terms of design, finish, equipment or refinement. It's for this very reason that Nissan focussed its efforts on the exterior styling, cabin materials, sound deadening, suspension and steering for this facelift.

The facelifted Nissan Qashqai is now available in South Africa! Check out specs and pricing here!

What's it like?

The previously conservative-looking front-end has been embellished with a more intricate and aggressive nose design, revised lights (now with adaptive LED headlights on upper trims) and sharper bonnet creases, while the flanks and rear-end have been lightly smartened.

Inside, there's a new flat-bottomed steering wheel that's larger and has more buttons than before to allow easier operation of the binnacle's 5-inch TFT screen and cruise control - it's thinly padded but attractive and ergonomically pleasing. New seats on the upper trim levels impress by being supportive and accommodating, and the aforementioned Nappa hide looks the part and is reasonably soft.

A flat-bottomed steering wheel and a few more buttons add to the more premium look.

The range-topping Tekna+ also introduces electric lumbar support and memory function for the driver's seat on top of the existing electric seat adjustment and heating on higher spec models, although steering reach and rake are still manually adjustable.

For the rest of the cabin, it's largely as you were: up front, there are plentiful soft-touch surfaces above waist height, a commanding and roundly adjustable driving position and mostly satisfactory switchgear.

In the more sedately finished rear, there's well-lit and unencumbered accommodation for two 6-foot adults (a third would be less happy), and a reasonably proportioned boot behind 60/40-splitting rear seats with a multi-configurable floor and handy storage features.

The new and used Nissan Qashqai has always erred on the side of comfort while offering reasonably capable if somewhat unexciting dynamics when pushed. The latest changes aim to amplify this relaxed demeanour, with springs softened between 5% and 8% (depending on kerb weight), although a front anti-roll bar stiffened by 16% aims to preserve cornering composure.

The Qashqai has been made a touch softer and more comfortable. This could be copying the X-Trail's global success with its notably soft ride.

The ride's general suppleness will please most target buyers - only sharper urban ridges cause noticeable disruption (particularly in the stiffer-sprung diesels), but most of that is noise rather than displacement.

There's even a newly enhanced version of Active Ride Control, which uses gentle braking via both the discs and the engine to dissipate large bumps such as speed humps more rapidly (handy when you're late on the school run), while additional refinement-enhancing measures such as extra sound-deadening material, better seals and drag-reducing underside fins all help curb wind and road noise to rarified levels.

Turn-in remains decent for a crossover, but the significant amount of roll - while never inhibiting stability - puts a halt to cornering enjoyment. Rather, the Qashqai feels an ambivalent partner when tackling bends at pace, and defaults to understeer a fair bit sooner than a family hatchback might.

The infotainment system isn't much to look at but is easy to use and has most modern tech functionality included.

The revised steering felt over-light to these hands in Normal mode, but its 10%-heavier Sport mode helped remove the lightness and gave it stability, with good mid-corner consistency and plenty of accuracy.

The unaltered 120 kW 1.6 DIG-T turbo petrol needs to be stoked to 2 800 rpm before providing good shove, but thereafter does so consistently, smoothly and without much lag. It's only available with the 6-speed manual gearbox that doesn't mind being hustled, but could feel a bit more precise.

We also sampled the 95 kW 1.6 dCi diesel, which proved a bit vocal despite being freshly retuned for refinement, and was paired with the 'Xtronic' transmission that does a good a job as any CVT in mimicking a conventional auto. The more affable (and more popular) 80 kW 1.5 dCi - good for 4.2L/100 km - and sedate but well-mannered, entry-level 84 kW 1.2 DIG-T carry over completely unchanged.

Comfy leather seats and soft-touch materials make the Qashqai a much nicer place to sit. Still not quite VW Tiguan level though.

Nissan Qashqai 1.6 DIG-T Tekna Quick specs

Engine 4-cyl, 1.6-litre turbodiesel

Power 120 kW at 5 600 rpm

Torque 177lb ft from 2 000-4 000 rpm

Gearbox 6-spd manual

Kerb weight 1 483 kg

Top speed 200 kph

0-100 kph 8.9 sec

Economy 6.0L/100 km (combined)

Rivals Mazda CX-5, Kia Sportage, Hyundai Tucson, Toyota RAV4

If you’re in the market for a reliable, innovative and impressive car - consider a new or used Nissan Qashqai. View the Nissan range at Group 1 Nissan online or visit a dealership today!

Article source: https://www.cars.co.za/motoring_news/nissan-qashqai-2018-international-launch-review/43594/

7 thoughts about the Nissan Almera

What are the first sedans that come to mind when someone mentions subcompacts? In all likelihood, most would answer the Toyota Vios and Honda City, right? After all, one look outside your office window will confirm the two cars' market dominance. After that, there's the Mazda 2 and Hyundai Accent. But whatever happened to the Nissan Almera?

Truth be told, Nissan's working-class hero has faded into inconspicuousness over the past few years. This is mostly due to the aforementioned models' continued popularity, but also thanks in part to the arrival of newer competitors like the Suzuki Ciaz and the Chevrolet Sail. And it's puzzling, really. Because as we learned from behind the Almera's wheel, the humble sedan still offers plenty to merit consideration on most shortlists.

We were given the opportunity to drive the top-of-the-line 1.5-liter VL ATvariant over the course of the 2016 holiday rush. That's more than a week's worth of delivering gifts, fetching relatives and driving to and from parties. Here's what we learned during that time:

1) There's room, and lots of it. Subcompact? Sitting inside the cabin, you'd be forgiven for mistaking the Almera belongs to a larger segment. The sedan boasts what could arguably be the most impressive headroom and legroom in its class, comfortably sitting five passengers over moderate distances and offering more than enough room to stretch in while stuck in traffic.

2) The trunk is just as cavernous. Abundant space isn't limited to the car's interior. Loading and unloading gifts, luggage and other cargo was a cinch, and most of the time there's room to spare. There's enough room back there for the entire family's holiday shopping run, and then some.

3) Its looks won't wow. The Almera fails to grab attention, much less an aspiring motorist's imagination. There's little to nothing youthful, edgy or sporty about this sedan, despite a much-needed mid-2015 refresh. But on a glass half full note, this isn't necessarily a negative. The design conveys a professional and classy blue collar vibe—one which will appeal to fleet managers, sales reps, or anyone with an eye for practicality.

4) It has Grade A air-conditioning. It's a Nissan, so this shouldn't come as too much of a surprise. In fact, we hardly ever had to switch on the rear passenger vents (yes, there are A/C vents in the rear). And on occasions we did, occupants would complain that the cabin climate was too chilly. Begs us to ask if they're even necessary, but then again, summers here are something else.

5) The ride is composed, performance is reliable. The Almera's noise vibration and harshness levels impress. Save for only deeper potholes and streets where it's blatantly obvious the local government's been stingy with its project funding, the sedan handily absorbs bumps and other imperfections at city speeds. Throttle response is good, and overtaking trucks and PUVs (during the rare instances where we weren't stuck in traffic) didn't pose a problem.

6) We're not sure what to think of the interior. Frankly, we've got mixed feelings regarding this part. The Almera's cabin is like Zooey Deschanel in the sense that it treads the fine line between a quirky we can appreciate, and one that's downright confusing. Rounded out A/C vents, a chunky steering wheel, glossy plastic and bottle opener door handles make for a relatively playful-looking setup. Depending on how you look at it, that could betray its professional exterior. But maybe it's just us.

7) It has enough features to get by. Our top-spec unit came with a push/start button, remote trunk control, rear passenger A/C system, and rear parking sensors. Music is limited to FM radio and an auxiliary connection—no touchscreen or Bluetooth, unfortunately. It's pretty bare entertainment-wise for a top-spec subcompact, but other than that, it's enough.

Overall, the Nissan Almera offers great practicality and efficient performance—we averaged 8.5km/L in city driving/holiday traffic—in a professional-looking package. Admittedly, the unit we had felt a little basic for a top-spec variant. Depending on the buyer, this can put it in a disadvantage as competition in the segment is as stiff as ever, both price-wise and in terms of features.

Still (yuppies be damned), Nissan mainly markets the Almera as a blue collar daily driver, and from our experience it plays this role admirably. Its great space and impressive comfort make it relevant in an increasingly cut-throat subcompact sedan market, and this is something anyone driving home tired from the daily grind can appreciate. In the immortal words of John Lennon: "a working class hero is something to be."

View the Nissan Almera’s on offer at Group 1 Nissan and find the perfect Nissan Almera for you!

Article source: http://wheelsgalore.postach.io/post/7-thoughts-about-the-nissan-almera