Back to catalog
Top issues
18 known problems · 3 high
high
Overheating / head gasket if cooling neglected
4.2L TD42 / TD42Ti diesel
high
Piston failure from over-boosting (DI, 2000-2007)
3.0L ZD30DDTi turbo diesel
high
VGT turbo actuator sticking
3.0L ZD30DDTi turbo diesel
At this odometer
See which of this car's known problems are due at that mileage, which should already have been dealt with, and what's coming up.
Generations
Best and worst years for the Nissan Patrol →
Before: Patrol GQ (Y60, 1987-1997) →
After: Patrol Y62 (2010-2024) →
Price (AUD)
$8k-$38k
Body styles
5-door wagon, Cab chassis
Drivetrain
Part-time 4WD (dual-range)
Origin
Japan
Built in
Japan
Overview
Sold as DX, ST, ST-L and Ti across a very long run (GU1 through GU8). Part-time dual-range 4WD with live axles front and rear (coil-sprung wagon) — old-school, immensely capable and the darling of the serious touring/aftermarket scene. Engine choice is everything on a GU: the gear-timed TD42 and the petrol TB48 are revered as near-indestructible, while the ZD30 (especially the early 2000-2007 direct-injection version) earned a 'grenade' reputation for melting pistons and over-boosting. The brief early RD28ETi 2.8 diesel (1998-2000) is gutless and best avoided. Rock-solid chassis, massive parts and accessory support, but pre-purchase engine history matters more here than almost any other 4WD.
Engines & variants
4.2L TD42 / TD42Ti diesel
Engine
Indirect-injection 4.2L diesel I6 (NA, factory turbo, or turbo-intercooled)
Config
I6 diesel (NA or turbo)
Displacement
4169cc
Power
92kW (NA) - 114kW (Ti turbo)
Torque
271Nm (NA) - 380Nm (Ti)
Drivetrain
Part-time 4WD (dual-range)
Economy
11-13 L/100km (NA), ~12 L/100km (turbo)
Tow (braked)
3200kg
Tow (unbraked)
750kg
Transmission
5MT, 4AT
Timing chain / belt / gear
Gear-driven timing (no belt or chain) - extremely robust
Pros
- Gear-driven timing - nothing to snap, legendary longevity
- Simple mechanical indirect-injection diesel, easy to work on
- 400,000km+ routinely with basic care
- Most sought-after GU engine - holds value
- Easily and safely turbo'd if NA
Cons
- NA version is genuinely slow and struggles loaded/towing
- Factory turbo (Ti) examples are rare and command a premium
- Older mechanical injection - smoky if pump/injectors tired
- Needs healthy cooling system or head-gasket risk
Known problems
medium
Injector pump and injector wear
Mechanical injection pump and injectors wear at very high km, causing hard starting, smoke and lost power.
Fix: Diesel-specialist pump and injector rebuild. Many examples have already had this done - ask for records.
high
Overheating / head gasket if cooling neglected
The TD42 is reliable provided cooling is maintained; a tired radiator, fan clutch or worked-hard turbo conversion can cook the head gasket.
Fix: Keep cooling system fresh (radiator, fan clutch, coolant). Upgrade radiator on turbo'd examples.
low
Tired/aged ancillaries
These are old vehicles - expect perished hoses, weeping seals, worn suspension bushes and engine mounts.
Fix: Budget for a refresh of consumables on purchase.
3.0L ZD30DDTi turbo diesel
Engine
3.0L turbo-diesel I4 - direct-injection (2000-2007), then common-rail (2007-2016)
Engine code
ZD30DDTi
Config
I4 turbo
Displacement
2953cc
Power
118kW (DI) - 120kW (CRD)
Torque
354Nm (DI) - 380Nm (CRD)
Drivetrain
Part-time 4WD (dual-range)
Economy
9-11 L/100km combined
Tow (braked)
3200kg
Tow (unbraked)
750kg
Transmission
5MT, 4AT, 5AT
Timing chain / belt / gear
Chain-driven
Pros
- Far more economical and easier to drive than the 4.2
- Strong torque for size
- Common-rail (2007+) is materially better than the early DI
- Reliable for years when boost/EGR are managed
Cons
- Early direct-injection (2000-2007) has a 'grenade' reputation - melted/cracked pistons
- Over-boosting from a sticky VGT actuator is the classic killer
- Soot/oil build-up in the intake causes uneven cylinder fuelling and hot-spots
- Many owners fit aftermarket boost protection as insurance
Known problems
high
Piston failure from over-boosting (DI, 2000-2007)
The early direct-injection ZD30's variable-geometry turbo can stick and spike boost; combined with intake soot causing uneven fuelling, this melts or cracks pistons - sometimes well before 100,000km, earning the 'grenade' nickname.
Fix: Fit an aftermarket boost-control/over-boost protection setup, keep the VGT and EGR clean, upgrade the intercooler. The 2005 refresh and the 2007+ common-rail engine improved this substantially.
high
VGT turbo actuator sticking
Carbon causes the variable-geometry vanes/actuator to stick, leading to over-boost or lost power - the root cause behind many engine failures.
Fix: Clean or replace the VGT/turbo and service the EGR; verify boost control is healthy.
medium
EGR and intake soot build-up
Heavy soot accumulation in the intake manifold restricts and unevenly distributes airflow across cylinders.
Fix: Intake clean / walnut blast; EGR clean or block-plate (where legal).
medium
Injector issues (common-rail, 2007+)
Later common-rail engines can develop injector faults causing rough running and smoke.
Fix: Injector test and replacement by a diesel specialist.
4.8L TB48DE petrol
Engine
4.8L DOHC petrol I6
Engine code
TB48DE
Config
I6 NA
Displacement
4769cc
Power
185kW @ 4800rpm
Torque
420Nm @ 3600rpm
Drivetrain
Part-time 4WD (dual-range)
Economy
18-22 L/100km real world
Tow (braked)
3200kg
Tow (unbraked)
750kg
Transmission
5MT, 4AT, 5AT
Timing chain / belt / gear
Chain-driven
Pros
- Genuinely bulletproof - the most reliable GU engine
- Smooth, strong, torquey big-six petrol
- Cheap to buy because petrol scares people off
- Responds very well to LPG (and many are dual-fuel)
Cons
- Extremely thirsty on petrol alone
- Range is poor unless on gas or with long-range tank
- LPG-converted examples vary in install quality
Known problems
low
Fuel cost / thirst
Not a fault, but 18-22 L/100km is the reality. Most owners fit LPG to make it affordable.
Fix: Quality LPG conversion or accept the fuel bill; long-range tank for touring.
medium
Exhaust manifold studs / cracks
Exhaust manifold studs can corrode/snap and manifolds can crack, especially on hard-worked or gas-run engines.
Fix: Stud extraction and replacement; aftermarket extractors are common.
medium
LPG-related valve seat wear (poor installs)
Badly set-up LPG systems with no flashlube can accelerate exhaust valve seat wear.
Fix: Verify the gas install quality and lube/additive system; compression test pre-purchase.
4.5L TB45E petrol
Engine
4.5L SOHC petrol I6
Engine code
TB45E
Config
I6 NA
Displacement
4478cc
Power
147kW @ 4400rpm
Torque
376Nm @ 3200rpm
Drivetrain
Part-time 4WD (dual-range)
Economy
18-22 L/100km real world
Tow (braked)
3200kg
Tow (unbraked)
750kg
Transmission
5MT, 4AT
Timing chain / belt / gear
Chain-driven
Pros
- Reliable early petrol six, simple and tough
- Cheapest way into a GU wagon
- Takes LPG well
Cons
- Thirsty like the TB48 but with less power
- Only on the earliest GU1 cars - all very high km now
- Superseded by the better TB48 in 2001
Known problems
low
Fuel thirst
Same thirst as the TB48 with less performance; LPG is the usual answer.
Fix: LPG conversion or accept fuel cost.
medium
Age-related wear (earliest GU)
These are the oldest Y61s; expect tired bushes, seals, cooling and electrics.
Fix: Budget a consumables refresh; thorough pre-purchase inspection.