Is this the LandCruiser destroyer we have been waiting for?

Go big or go home. That’s the usual tenet that pops into mind for a regular Nissan Patrol. With eight cylinders under the bonnet and space for eight inside, Nissan’s flagship four-wheel-drive is a land barge that looks and feels massive.

Bigger yet is the Nissan Patrol Warrior. Coming from Premcar – the same team behind the Nissan Navara Warrior (and fast Fords of years gone by) – the Patrol Warrior gets updates inside, upgrades to the chassis, big rubber and a cracking exhaust note.

And while the Patrol still feels as old as ever in some respects, it still throws a strong punch in other areas. This Warrior works out to be the perfect finale to the current-generation Patrol, which is more appealing now than it ever was.

Instead of starting with the top-spec Ti-L variant, Premcar bases the Warrior on the entry-level Patrol Ti. There’s certainly an element of cost in choosing this model, considering the Patrol Ti ($84,900) is much cheaper than the Ti-L ($97,600).

The design of the Patrol Ti’s front fascia lends itself to off-road driving considerably better than the Ti-L, but buyers will have to live without features like driver’s seat memory with power steering column adjustment, an upgraded sound system, a chilled centre console, rear-seat entertainment, sunroof, electric tailgate, heated and cooled front seats, and a digital rear-view mirror.

Standard kit does include three-zone climate control, push-button start, a helical limited-slip and locking rear differential, 10-way (driver) and eight-way (front passenger) seat adjustment, tyre pressure monitoring, Hydraulic Body Motion Control suspension, automatic headlights and a dated 8.0-inch infotainment display.

However, the appeal of the Warrior isn’t amongst the usual accoutrement. There is a 50mm increase in ride height and ground clearance thanks to taller tyres and a suspension lift. The Yokohama Geolander all-terrain tyres carry a 295/70 R18 profile, which works out to be around 34.4 inches in diameter (and some of the biggest standard tyres you’ll get on a new vehicle in Australia, this side of a truck).

Progressive triple-rate rear and softer, longer front springs are used, matched to an overhauled Hydraulic Body Motion Control system and rebuilt, retuned dampers. This is aimed to give more absorption and composure off-road, but also maintain some body control and the 3.5-tonne hauling ability.

Modifying the suspension is no mean feat, and not a simple case of bolting in springs and shocks. Instead, a high-pressure hydraulic system is de-pressurised, dampers are rebuilt in a dust-free room, and the system is re-assembled and re-pressurised with some billet parts.

We don’t get a bullbar like the Navara Warrior, but we do get a blackened grille and side mirrors, black inserts in the rear bumper and Warrior V8 decals. There are also fender flares, a red Warrior-branded bash plate, and a modified towbar to fit an underslung spare wheel.

To run against the 72kg increase in weight, you’ve also got a 120kg GVM upgrade for a better overall payload. The towing capacity remains steady at 3500kg.

And of course, you’ve got the modified side-exit exhaust. The standard rear-exit set-up is still there, but the car will choose to either growl from the back or bark angrily from the side depending on throttle position and gear selection.

For $16,000 more than a Ti, does the Patrol Warrior make good value? It’s a big chunk of change, and the standard Patrol is already quite capable, with a dominating presence. But once you consider the cost of wheels and tyres, the complexity of the suspension and GVM upgrades, the exhaust and other bits, the Patrol Warrior seems to be decent value.

There are some changes in the Patrol Warrior that help to make this old car feel a little less ancient inside. Instead of swathes of confronting woodgrain panels everywhere you look, the Patrol Warrior looks more subtle and modern with piano black and suede inserts. It’s a common aesthetic upgrade for current Patrol owners, and it makes sense here.

But otherwise, the interior of the Patrol Warrior is the same gigantic space that I love and loathe in equal measures. It’s nowhere near as modern as the LandCruiser 300 Series, nor does it have that simplified, pleasing design of the Land Rover Defender. But it’s plenty spacious and comfortable. The seats are huge and supple, and the size of the centre console (similar to a Ram 1500) hints at the overall size.

The woodgrain might be gone, but we still have the ocean of buttons that run from top to bottom of the dashboard. All features, like navigation, climate control and entertainment (including a CD player) are handled by a button somewhere. The litany of switchgear might look dated and somewhat clumsy, but it works well enough.

In the second row, family buyers will no doubt appreciate the huge amount of space on offer. It hands-down beats the 300 Series LandCruiser in this regard, and is probably better than the longer-roofed Defender 130 as well. Width pays dividends here, and gives loads of space for occupants to sit in comfortably (or fit any kind of baby seat your heart might desire).

And while the second row doesn’t slide to open up extra space in the back, the third row of the Patrol is still pretty decent. Don’t forget the Ti Patrol is an eight-seater, with accommodation for three in the back – a feature that carries over to the Warrior. Three adults would be a squeeze, sure. But kids would work well enough.

There are air vents for all three rows (up in the headlining), and USB power outlets (near the separate climate controls) for the third row.

And being such a large vehicle, there’s also plenty of storage for your stuff. On top of cupholders and map pockets, the cargo area remains a solid 467 litres even with all three rows of seating in play. Drop the third row down and the amount of load space you have is huge at 1413L.

While space might be a strength for the Patrol Warrior, infotainment and related technologies are no doubt a downfall. The infotainment display might have satellite navigation, AM/FM radio and Bluetooth connectivity, but it’s horrendously clunky and dated.

There’s no Apple CarPlay or Android Auto, nor digital radio, and frankly the less time spent focussing on the infotainment display, the better.

There are two USB ports up front for charging devices.

There’s no ANCAP crash test rating for the current-generation Nissan Patrol, so we cannot give much insight into how it protects occupants in a crash.

There is a decent array of active safety equipment included as standard kit. This includes airbags that cover all three rows of occupants, autonomous emergency braking, adaptive cruise control, rear-cross traffic alert, blind-spot monitoring and lane-departure warning.

The second row of the Patrol has ISOFIX points on the outboard seats, while three top-tether points here are joined by only one in the third row.

I’d wager that those looking to buy a vehicle of this size with a massive V8 engine don’t necessarily place running costs as a top-tier consideration. However, servicing costs are kept in check reasonably well by the capped-price program.

Three years of servicing averages out to $530 annually, while six years works out to be a chunk higher at an annual average of $626.33.

Insuring a Patrol Warrior for a year will cost $3295 based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

Nearly 2.9 tonnes, 5.6 litres, 298 kilowatts and 34.4-inch all-terrain tyres. One thing all of these attributes have in common is not being friendly to fuel efficiency.

And against a claim of 14.4 litres per hundred kilometres, we saw a number much higher than that. After some time driving around town, on the highway (loaded up) and with a full day of off-roading, the car was averaging around 20L/100km.

Admittedly, I was also enjoying the exhaust note from time to time.

The first thing you’ll notice about the Patrol Warrior – especially if you spend time around town – is how big it feels to drive. The extra ride height seems to go a long way here, with a noticeably high seating position leaving you to tower over most other vehicles on the road.

Visibility is good, but the size of the vehicle can no doubt feel a bit intimidating if you’re not used to this kind of automotive girth.

Once you’re in more open areas, the Patrol certainly feels a lot more at home. The softer suspension tune of the Warrior, which doesn’t fall into the trap of feeling wallowing and pudgy, suits the temperament of the vehicle overall. And for a big rig, it’s surprisingly composed and stable. The steering is slow and you can feel the weight, no doubt. This is a massive car, after all. But it’s not a chore to drive.

A big part of the enjoyment no doubt comes from the adjoining soundtrack, thanks to the Warrior’s modified exhaust. In most parts of regular driving, the Patrol Warrior sounds pretty much the same as a regular Patrol. However, press the throttle down further, or slide that shifter across into manual selection, and a valve diverts those noisy vibrations out via the shortcut, just in front of the rear wheel on the driver’s side. Wind down the window, turn off the radio and enjoy the V8 noise. It’s not going to be around for much longer (in new cars, at least), so it’s worth savouring.

And typically for a vehicle like this, the further and further you get away from the metropolis, the better it feels. Of course, the Patrol can ply a fine trade as a big family bus, but once you start traversing winding country roads, lumbering across the open plains and leave the blacktop behind, the Patrol Warrior comes into its element.

The ride quality and driving characteristics on dirt roads are good, with plenty of control and absorption on offer through the suspension. Hustling through corners can bring on noticeable amounts of oversteer and understeer if you go looking for it, which is a symptom of nearly three tonnes fighting against the grip. But for more regular driving, the Patrol Warrior feels competent and comfortable.

When it comes to engaging low-range and taking on some challenging off-road tracks, the Patrol is a weapon. The caveat here is that the sheer size and weight of the vehicle can be confronting, just like how it is in the shopping centre car park. But the basic measurements of clearance, tyre diameter, traction aids and stability tell the story that this is a very capable four-wheel-drive.

A locking rear differential works in conjunction with a decent traction-control system, which can help by nibbling at the front wheels to move you in the right direction. The sense of stability is always impressive, but you’ll need to thread the needle on some tracks given the length and width of the Warrior.

You also need to keep the weight of the vehicle in mind. While the plentiful power and torque mask this, along with a big, grippy tyre, almost three tonnes is not to be trifled with on challenging tracks. It’s a lumbering behemoth that is no doubt capable, but the weight can play against you on steep climbs and side angles.

The regular Patrol surprises with its amount of underbelly ground clearance, and an innate ability to keep wheels from lifting through ruts. The Warrior, with more tyre diameter and taller suspension, takes it to the next level. Don’t worry about the fact there are no live axles here. Revel in the stability on offer, and don’t forget about the huge amount of clearance available between the wheels and around the sills.

As you’ll see in the video, we pushed the Patrol to the limits of clearance on a well-known rock face in the Lithgow, NSW area, and were able to get up on the less challenging right-hand side.

For context, this is the domain of buggies and highly modified vehicles, not standard rigs with room for eight on board and weighing nearly three tonnes.

It’s worth noting that rock crawling and rutted tracks might not be the home-ground advantage of the Patrol Warrior because of its size. On sand and mud, with all of that clearance and power, the Patrol Warrior would likely feel unstoppable.

When the Y62 Nissan Patrol first came out many moons ago, it was derided by many (including myself) as being a misstep in the generation timeline of Nissan’s big four-wheel-drive. But as the years have dragged on, the Patrol has become more and more appealing with its size, powertrain and unique suspension set-up.

And with a twin-turbocharged petrol V6 locked in for the next-generation model, this barking dog is the perfect swansong to eight cylinders of power.

When you consider the capability and comfort of the regular Patrol, you could argue the upgrades of this Warrior package are unnecessary and almost frivolous. But they are tangible and effective upgrades, which improve the driving experience, off-road capability and general suitability for adventure.

And if it were my money, I would happily forgo the extra bits and bobs of the Ti-L, and embrace the improvements that come with the Warrior treatment.

For those keen on a Patrol Warrior, it would be worth considering buying a standard model and running the numbers on what kind of aftermarket kit you can get for a similar amount of money. You might find something that will suit your tastes and needs a little better, but aftermarket gear won’t be able to match the Warrior for drive-away convenience and warranty coverage.

According to Nissan, there will be a reasonable number of Patrol Warriors rolling off Premcar’s Melbourne assembly line – where the Warrior-specific modifications are applied – in 2024, so wait times could be short. However, it is best to speak to your local dealer for the most up-to-date information.

Test-drive a Warrior against a regular Patrol, but also spend some time with a Toyota LandCruiser 300 Series and Land Rover Defender (either P400 or D300) to see how they tickle your fancy. Find your nearest Nissan dealer via this link.

If you want to stay updated with everything that’s happened to this car since our review, you’ll find all the latest news here.