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Nissan
Patrol
Y61 (GU)·
1997-2016
suv-4wd
Value
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)
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
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
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.
Common problems (all variants)
low
Front swivel hub seal leaks
The live front axle swivel hubs weep oil/grease over time, contaminating the inner hub and CV.
Fix: Swivel reseal and repack kit - a weekend DIY job.
medium
Steering box wear / wander
The recirculating-ball steering box and idler/drag link wear, giving vague, wandering steering - common and often combined with worn front end.
Fix: Adjust or rebuild/replace the steering box; refresh tie-rod ends and steering damper.
low
Wheel bearings and front-end consumables
Front wheel bearings, ball joints and bushes wear with km and off-road use.
Fix: Standard live-axle maintenance; do bearings and seals together.
medium
Rust - windscreen surround, rear quarters, chassis (coastal)
Rust appears around the windscreen frame, rear wheel arches/tailgate and chassis on coastal or hard-worked examples.
Fix: Inspect carefully pre-purchase; favour dry-climate vehicles.
low
Instrument cluster / odometer faults
Dash cluster gauges and odometer can play up with age (common on older GU).
Fix: Cluster repair or replacement.
low
Front coil sag (heavy bar/winch)
Standard front coils sag under the weight of a bull bar and winch.
Fix: Upgraded constant-load coils to suit accessory weight.