Nissan Patrol The Y61 series has been produced since 1997 for thirteen years. The most powerful frame, dependent suspensions with bridge beams, two-stage transfer case with manual control... Classic design, worked out on the predecessor of the Y60 series: there was almost no talk about childhood diseases. What about the elderly?

They say that in the silence you can hear how rust wears away the metal of old cars. This is about Patrol: it’s not without reason that Nissan’s branded warranty from through corrosion for him it was cut in half - to six years. On cars of the first years of production, corrosion is most easily detected under the linings on the fenders, sills, pockets of the rear wheel arches, as well as on the underbody. It is better to cover the number plate on the frame with an anti-corrosion agent: it will rust. And if the hood literally starts to open with a creak, don’t be too lazy to remove the body panel in front of the windshield and lubricate the hinges - having soured tightly, they will eventually fall apart.

“Blooming” elements of chrome trim often changed back in warranty period. Dampness also affects the electrics - the telescopic antenna with electric drive ($300) and headlight cleaning brush motors ($180) on cars older than 2002 become sour, the connectors of the wiring openly laid under the bottom rot...

On Russian roads Patrols with a gasoline engine are rare (less than 8% of vehicles), but not at all because of reliability problems. Cars with the TB45 six (4.5 l, 200 hp) were not officially sold here (almost all of them are from the Middle East), and the engine itself is rather weak for an SUV weighing under 2.5 tons. Since 2004, cars with the TB48 engine (volume 4.8 liters, 245 hp) could be bought new from dealers, and they had enough power, but few people were satisfied with gasoline consumption of more than 30 liters per 100 km.

0 / 0

Among the “Europeans” there are simple versions with a fabric interior, without climate control, with unpainted wheel arch linings and on steel wheels, as well as short three-doors with a wheelbase of 2400 mm versus 2970 mm for the five-door version

Therefore, in Russia the most cars (up to 70%) are with a three-liter turbodiesel “four” ZD30DDTI model 1999. In the gas distribution mechanism it has a strong and durable chain, fuel pump($5000) and injectors ($200 each) usually withstand 200 thousand kilometers, and the condition of the turbocharger ($2000) needs to be taken a closer look only after 150 thousand kilometers. But fuel equipment often has problems with control electronics, and not every workshop will undertake the repair of a worn-out rotary injection pump. Cars older than 2006 have a weak sensor mass flow air (if it fails, the car loses power), and after 60-80 thousand kilometers you have to change the drive belt tensioner attachments with damper ($250). Temperature changes in severe frosts often warp the mating plane of the exhaust manifold, which, however, can usually be restored.

Much worse is that after 150 thousand kilometers cracks may appear in the light-alloy cylinder head! And the new head ($2200) will also have to be legalized by the traffic police: for some reason the engine number is stamped on it. In many engines of the first years of production, due to miscalculations in the design of the piston lubrication and cooling system (special nozzles supply oil to the piston bottoms), even with a slight decrease in oil pressure or malfunctions in the operation of the fuel equipment, the pistons burned out. So, an engine replaced under warranty in cars older than 2001 is a big plus when purchasing. Just keep in mind that even with modified engines, the risk of piston burnout still remains - the problem was almost completely overcome only after the next modernization in 2005.

The legendary TD42T turbodiesel with a volume of 4.2 liters - it’s a pity, it’s easier to see it in pictures than in life

The most common (and most problematic) Patrol engine is the three-liter ZD30DDTI turbodiesel

In the first years of production, the Nissan Patrol Y61 was equipped with a long-lived six-cylinder RD28T with a volume of 2.8 liters, which first appeared 30 years ago on cars of the 160 series and was perhaps supplemented by an electronically controlled injection pump. The 128-horsepower engine, working at the limit, is prone to overheating, and its long aluminum cylinder head ($1,300) is prone to deformation and cracking. Otherwise, apart from little things like the exhaust gas recirculation (EGR) valve clogged with carbon deposits, a faulty electronic fuel pressure regulator, and leaking crankshaft seals and oil pump and oil cooler gaskets after 150 thousand kilometers, everything is not bad. The fuel pump ($5000) usually lasts at least 250-300 thousand kilometers, and then it can be rebuilt without any problems ($1000-1400). The turbocharging unit ($1200) can withstand at least 200 thousand kilometers, and careful owners who change it on time air filters And quality oil, - and all 350-400 thousand kilometers. Just don’t forget that the timing drive has a belt, which is better to be changed every 60-80 thousand kilometers to be sure: the consequences of its breakage are very dire.

But the TD42 4.2-liter inline six has neither a belt nor even a chain: instead, there is a gear drive, the existence of which is reported for many years You may not even guess. Oh, this motor, produced since the 80s, is legendary! They say it’s easier to sell a car with it than to torture it. The engine easily overcomes the bar of half a million kilometers, and on Patrols its supercharged version TD42T often lives to a ripe old age with its “native” turbocharger. Only the 1HZ series motors can boast of such endurance. Toyota cars Land Cruiser(AR No. 1, 2010). It’s a pity that finding a Patrol with the TD42 “six” on the secondary market is incredible luck. They were not officially sold here, and the rare examples with left-hand drive are former “Arabs” that are very poorly resistant to corrosion.

In the transmission - no frills: primitive “part-time” (forcedly connected front axle) without a center differential in the transfer case. The front end can only be connected at low speeds and on slippery surfaces - otherwise the extended chain in the transfer case will be the first to be consumed ($450).

The Patrol was supplied to us only in a five-door version and in rich trim levels. The leather of the seats is rough, but it is durable and resistant to abrasion.

In addition, the front hubs are connected with semi-automatic clutches (each costs $650), and on heavy off-road conditions the Auto mode is not enough for this - they will have to be brought to the Lock position manually, using a wheelbrace. A fun exercise in the middle dirt road for the owner of an expensive SUV! But there is nothing to do - otherwise a crunch in the hubs, foreshadowing unforeseen expenses, will appear after 80-90 thousand kilometers. And to prevent the Patrol from becoming rear-wheel drive forever due to jammed clutches, the lubricant in them needs to be changed during each maintenance. By the way, you will have to lubricate steering knuckles front axle, and splines equipped with grease fittings cardan shafts. Then the cardan shafts themselves ($1,500) will last more than 200 thousand kilometers - and will not pull the bearings of the gearbox shanks along with them.

But it is very difficult to finish off the main gears. But don't forget to use the lock at least from time to time rear axle- otherwise the control electric valves of its pneumatic drive located under the hood will sour due to inactivity.

Before an off-road assault, the front hub clutches have to be turned on with a wheel wrench (they are locked in the photo), and to disengage them completely you need to drive a couple of meters in reverse

The service life of manual transmissions is directly proportional to engine size, except that the clutch ($400-500) serves the same for everyone - up to 150-170 thousand kilometers. With the “weakest” gearbox paired with the RD28T engine, the gears begin to fly out and the synchronizers begin to crunch after 200-250 thousand kilometers. It has to be sorted out after 300 thousand kilometers ($800-1200). The “mechanics” of cars with a three-liter diesel engine are even more durable, and it seems that the craftsmen don’t even know what it is to repair a manual transmission in Patrol cars with a 4.2TD engine.

And life expectancy automatic boxes gears (they were combined with any of the diesel engines and, by default, with gasoline engines) directly depends on the operation: usually they do not require repairs ($1500-2000) before 300 thousand kilometers, but a couple of “trophy raids” can easily condemn them to immediate repair, and to the maximum - usually it is necessary to change burnt clutches.

Antenna that has not lost its mobility front fender among Patrols older than three to five years - a great rarity

Folding seats suspended along the sides allow you to take two more people on board, but noticeably reduce the volume of the trunk, and over time they begin to creak due to loose fastenings

0 / 0

Suspension? That's right - there's nothing to break there. But there is one thing - a switchable rear stabilizer lateral stability. It looks like this device was invented by marketers, not engineers: move rear suspension The patrol is already huge, and even if there is a rear differential lock... In a word, the device is of no use, and the mouth is full of hassle. Either the hinge on the left telescopic strut ($1000) will break, or the electric drive ($850) will go on strike. After off-road exercises, the delicate mechanism must be cleaned of dirt and dampness. It’s no wonder that after the first breakdown, many owners prefer to install a regular strut ($45), or even remove the stabilizer altogether, putting up with a barely noticeable increase in roll in corners - they say, this is not a racing car.

Otherwise, no surprises. Simple stabilizer struts and bushings are enough for 40-70 thousand kilometers, but along with them, lovers of off-road forays have to change the stabilizer itself ($250) - its rod is rubbed under the bushings. Off-road halving the life of shock absorbers ($150 front and $100 rear) - they usually last 130-160 thousand kilometers. The pivot bearings ($60 each) suffer, and the frequent replacement of suspension springs ($220-260) due to broken bump stops is unknown to those who do not drive off the asphalt.

It's common for Japanese cars- chrome trim cannot withstand our road chemicals

Silent blocks ($20-30 each) usually wear out after 100-120 thousand kilometers, and they do it very quietly and unnoticed: so as not to find broken places where they are pressed into the levers (only Panhard rods are supplied assembled, $180-200), don’t be lazy Check the condition of the rubber bands from time to time. With the same mileage, steering ends ($90 each) and rods ($200-250) may give out, but a leak from a worm-type steering gear ($350 for a bulkhead) occurs only after 250-300 thousand kilometers.

In short, in terms of indestructibility and reliability, the Nissan Patrol can easily compete with a model called the Toyota Land Cruiser. It’s just that you won’t find the “correct” TD42 diesel engine in our country during the day. And the rest of the engines are either problematic or gluttonous... But a Patrol at the age of four or five years is estimated at between 1 million 100 thousand and 1 million 600 thousand rubles, and a completely “living” twelve-year-old car is not difficult to find for half a million. For comparison: a Land Cruiser 100 at the same venerable age costs 200 thousand rubles more, and the difference in price for newer models reaches 700 thousand rubles.

The appearance of rust in the area under VIN number on the frame side member contributes to flying from under the right front wheel dirt

No wonder the tail light wiring connector is suffering from corrosion.

To change the sliding rear stabilizer strut (pictured) to a regular one, you will have to modify the platform for its attachment to the frame

Drum parking brake located on the transfer case - driving with the handbrake pulled in, in addition to wear on the pads, leads to overheating and destruction of the transfer case oil seal

To lubricate the hood hinges, you will have to remove the panel under the windshield

Lever manual box gears “go bald” after 100 thousand kilometers, but the “mechanics” themselves are very durable

Hard off-road driving causes the steering damper to bend or tear off the “ear” from the Panhard rod

There is a lot of empty space under the huge lid that “eats up” part of the wheel arch trim - in the Arabic versions the neck of the additional fuel tank capacity 40 l

0 / 0

Decoding VIN of cars Nissan Patrol (Y61)
Filling	JN1	T	E	S	Y61	U	O	123456
Position	1 - 3	4	5	6	7-9	10	11	12-17
1-3	Country of origin, manufacturer			JN1 Japan, Nissan
4	Body type			T - station wagon, 5 doors; E - station wagon, 3 doors
5	Engine type			Y - diesel, 2.8 l; E - diesel, 3.0 l; R - diesel, 4.2 l; B - petrol, 4.5 l; F - petrol, 4.8 l
6	Number of seats and drive type			N - 5 places, four-wheel drive; S - 7 seats, all-wheel drive
7-9	Model			Y61 - Patrol
10	Sales region			U - for Europe; Z - except Europe and North America
11	Free character (usually 0)
12-17	Vehicle production number

Engine table for Nissan Patrol (Y61) cars
Model	Working volume, cm3	Power, hp/kW/rpm	Injection type	Years of manufacture	Peculiarities
Gasoline engines
TB45E	4479	200/147 /4400	MPI	2000-2003	R6, SOHC, 12 valves
TB48DE	4759	245/288/4800	MPI	2003-2009	R6, DOHC, 24 valves
Diesel engines
RD28ETI	2826	129/95/4000	EFI	1997-2000
RD28ETI*	2826	136/100/4000	EFI	1997-2001	R6, SOHC, 12 valves, turbocharging, intercooler
ZD30DDTI	2953	158/116/3600	EFI	1999-2008
ZD30DDTI	2953	170/125/3600	EFI	2000-2009	R4, DOHC, 16 valves, turbocharging, intercooler
TD42	4169	125/92/4000	EFI	1998-2006	R6, SOHC, 12 valves
TD42	4169	136/100/4000	EFI	1998-2007	R6, SOHC, 12 valves
TD42T	4169	145/107/4000	EFI	1998-2003	R6, SOHC, 12 valves, turbocharging, intercooler
TD42T*	4169	160/118/4000	EFI	2000-2004	R6, SOHC, 12 valves, turbocharging, intercooler
MPI, EFI - distributed fuel injection R4 - in-line four-cylinder engine * For the Japanese market				R6 - inline six-cylinder engine DOHC - two camshafts in the cylinder head SOHC - one camshaft in the cylinder head

Experts Autoreview about the Nissan Patrol (AR No. 17, 2000)

Nissan captivates with its spaciousness: to reach the opposite door, you have to be a basketball player! The gears here have to be changed like on a truck, since the handle is located a little further from the driver and a little higher than we would like. And the transfer case control lever, on the contrary, is closer to the driver.

Nissan's three-liter turbodiesel is not bad. But why is there such a “short” transmission here? The engine instantly revs to a maximum of 4000 rpm, which corresponds to 32 km/h in first gear and 56 km/h in second. As a result, during city driving you have to constantly operate the gearbox lever, which is also characterized by large lateral movements. But fifth gear is great for dynamic overtaking on the highway - the Patrol actively responds to pressing the gas pedal in the range from 120 to 140 km/h. And on long straights, the speedometer needle approaches the 170 mark! But... Nissan's speedometer deceives the driver with rare cynicism, overestimating the maximum speed by almost 20 km/h.

Without changing much technically, the Patrol underwent restyling of the exterior and interior twice - in 2003 and 2006. In the photo - the car in its original form, model 1997

In the Nissan clutch drive we found a vacuum booster similar to those used in brake systems. Thanks to him, the pedal effort was halved. But, alas, the information content has suffered significantly.

The Patrol is equipped with a fairly stiff suspension. Therefore, despite the weak steering, the reactions to turning the steering wheel are clearer and faster here, and there is less roll than in Prado and Pajero. But on uneven roads, the rigid Patrol constantly shakes, which is why the car tracks its trajectory worse when turning. The picture is also spoiled by the lack of reactive action on the steering wheel.

And I completely disappointed the Patrol with its smooth ride. It reacts just as harshly as the Discovery to large bumps, but in addition it shakes passengers quite a bit on “little things”.

Owner's opinion

Dormov Alexey, 26 years old, Moscow, employee of the Ministry of Emergency Situations of Russia

I have been using Nissan Patrol for the sixth year now - and even went on a Moscow-Magadan-Moscow expedition. Then in a month I covered 21 thousand kilometers, a third of which were on dirt roads. And all the troubles - the front springs burst into three parts, because of which I drove for two thousand kilometers with the axle lying on the bump stops, and with each oil change, after 7,500 km I had to tighten the front wheel bearings.

In the snowy winters of the Moscow region, convenient towing eyes come in very handy - in the mornings more than once I had to go to friends who were stuck outside their own houses, simultaneously saving another half of the yard. And in the cold it’s good in the Patrol: with two standard “stoves” their fans do not need to be turned on at high speeds. The suspension is amazing: I never slow down in front of potholes, and the silent blocks last up to 100 thousand kilometers.

As my experience and that of my friends has shown, services are willing to undertake repairs to the Patrol, but many do it illiterately. For example, after fords and mud baths, it is imperative to check the presence of water in the steering knuckles, wheel and pivot bearings, and axles. Steering knuckle seals often need to be changed, and during assembly, the tension in the bearings must be adjusted with gaskets. The operation takes about eight hours, and if they did everything much faster for you, then most likely they cheated.

Engine maintenance is even worse: on the ZD30, few “unofficials” know how to check the thermal clearance in the valves, although the operation is simple, requiring only shims. And for the TD42 motor, many parts have to wait up to a month - fortunately, it is the least problematic of all the motors.

Another good thing about Patrol is that you can repair a lot of things yourself, even in the field - even the clutch can be changed without a hole. By the way, the first time you replace it, don’t forget to carefully inspect the surface of the flywheel - it becomes covered with cracks (they can be sanded, but it’s better to replace the flywheel), and in addition to the clutch kit, immediately change the sealing covers and springs release bearing and forks. But if the crankshaft oil seal does not leak, it is better not to touch it.

By the way, from experience, it’s better to use Patrol original spare parts, especially the seals. Yes, they are a little more expensive, but you can forget about the next repair for a long time.

The Nissan Patrol is without a doubt the true master of off-road driving. And even the current fashion for SUVs, which behave better on asphalt than in mud, could not change its “character”. This SUV is made exactly according to the “classics” - a spar frame, dependent long-travel suspensions, a transfer case with a range. Such cars are rarely seen anymore.

The latest generation of Patrol with the Y61 index, which appeared on the market in 1997, is much more focused on comfort than its predecessors. For this reason, the car interior is made quite spacious, and its equipment includes a large number of different bells and whistles. Moreover, most often the cars presented on the secondary market have the richest configurations (in Russia, for example, simple Patrols were not sold at all).

It is surprising that almost all mechanics who work on Nissan SUVs have nothing against the Patrol Y61 imported from the Middle East: they do not have the traditional bad features in such cases, their equipment is always very rich, and technical condition usually pretty good. By the way, there is no need to be particularly afraid of SUVs that have gone through one or another modification aimed at improving their off-road capabilities.

A significant part of the Nissan Patrol Y61 have diesel engines under the hood. And there are several of them. At first, the car was equipped with a 2.8-liter 6-cylinder turbocharged engine developing 129 hp. or 135 hp (for Japanese market). There is also a 4.2 liter diesel (145 PS or 160 PS), but this is usually found on cars originally intended for the Middle East or Japan. There is also a third engine, powered by diesel fuel, which appeared in 1999. Its volume is 3.0 liters and its power is 158 hp.

The range of gasoline units is just limited. This is either a 4.5 liter 6-cylinder engine producing 200 hp, or a 4.8 liter engine producing 245 hp. Moreover, cars with the latest power unit are officially supplied to Russia. The main disadvantage of gasoline engines is fuel consumption, which even for an economical driver is 20 liters per 100 km of driving in the city (and if you drive more or less quickly, then all of 25-30 liters). But for this they pay for decent dynamics, which diesel engines cannot provide (with a 245-horsepower engine, the maximum speed of the Patrol is 190 km/h, and the acceleration time to “hundreds” takes 10.9 seconds - for such a large SUV these are not bad figures at all ). If we talk about reliability gasoline engines, then these 6-cylinder engines, with timely maintenance and the use of decent fuel, do not seem to break down at all.

What a resource!
Among diesel engines, the 4.2-liter unit is rightfully considered the best. It is characterized by considerable consumption of diesel fuel (the same 20-25 liters as gasoline engines) and a huge resource - it can last over 500 thousand km. Moreover, if you follow the manufacturer’s recommendations, change the oil on time and let the engine run for a couple of minutes after stopping, the turbine will be able to overcome the half-million mark! In addition, the 4.2-liter diesel engine, which earned fame in the previous generation Patrol, is distinguished by good maintainability, easily “digests” medium-quality diesel fuel and, in addition, does not have a timing belt (the drive is gear-based and does not require maintenance). In general, the Patrol Y61 with a 4.2-liter diesel engine (internal designation TD42T) is an excellent option for purchase. At the same time, you need to remember that the flip side of amazing reliability will be mediocre dynamics.

Although cars with a 2.8-liter diesel engine will seem even more sluggish. This motor, by the way, is criticized not only for its lack horsepower, but also for mediocre reliability compared to a 4.2 liter diesel engine and expensive spare parts. So, sometimes after driving 150-200 thousand km, you need to change the turbine, which costs $1000. It happens that the cylinder head gasket burns out, and it happens that the “head” itself warps due to overheating (in the latter case, sometimes it is not possible to polish it and you have to buy a new one). The 2.8-liter diesel engine is more demanding on fuel quality than its 4.2-liter “big brother,” and the need to replace injectors is not uncommon. In addition, there have been cases of failure of an expensive fuel pump high pressure(fuel pump), the repair of which costs more than $1000. Another not-so-best feature of the 2.8-liter diesel engine is the presence of a timing belt, which, together with two rollers, in Russian conditions is best changed every 60 thousand km ($250 with labor).

The 3-liter diesel engine looks clearly better than the 2.8-liter. It is not only more powerful, but also more reliable. For example, the gas distribution mechanism here already uses an “eternal” chain, and the fuel injection pump is much more reliable. Although there is one unpleasant feature - while the high-pressure fuel pump of a 2.8-liter unit can be repaired, this will no longer be possible on a 3.0-liter engine. And a new injection pump costs, by the way, $5000-6000! However, the 3-liter diesel, like all Patrol engines, including the 2.8-liter one, is very reliable and breaks down extremely rarely.

Gearboxes match the engines - cases of their repair are rare. True, when maintenance CP masters sometimes have to tinker. For example, it is quite difficult to fill a machine with oil, which requires spending several hours, which has a very negative impact on the cost of work. And replacing the clutch, especially with a 3-liter diesel engine, is not a cheap pleasure (non-original spare parts cost $200-250 and the same amount of work).

Just don’t skimp on the lubricant
When driving on asphalt, the Nissan Patrol Y61 only works rear wheel drive. However, off-road, the driver can connect the front axle, lock the rear differential, downshift and, most interestingly, disable the rear stabilizer. It is a small shock absorber, which in its normal position is blocked by a special electromagnetic latch and does not affect the operation of the stabilizer (which, in turn, reduces roll when cornering and has a positive effect on handling). But off-road, the stabilizer already interferes - the wheel begins to hang out earlier. In this case, the Nissan Patrol driver just needs to press a button in the cabin - and the electromagnet will release the cylinder rod, allowing it to move freely up and down. Thus, the wheel has an additional free play of 70 mm! All this provides the Patrol with amazing maneuverability. The switchable stabilizer has proven to be a fairly reliable element, however, if the car has often been driven off-road before, it may already be worn out. And replacing the stabilizer will cost almost $1000!

As for the reliability of the all-wheel drive system, it is very high level. The only part that fails from time to time is the front wheel hub couplings, which on the Patrol can operate in both “manual” and automatic modes. If the driver doesn't keep an eye on them, they will turn sour. The hubs must be disassembled and re-lubricated every 40-60 thousand km - the same, by the way, also applies to the steering knuckles in the front axle (all this work will cost $150-200). The remaining elements of the all-wheel drive transmission break down extremely rarely, but when buying a car, it is necessary to check the functionality of the transfer case, locks, etc.

Both suspensions on the Nissan Patrol are dependent (by the way, a rare case in the modern automotive industry). However, it is largely due to this that the reliability of the chassis is so high. And not only when driving on smooth asphalt, but also when operating the car off-road. Only the stabilizer struts and bushings may require replacement after 60 thousand km, and even then these parts are not too expensive. It is extremely rare that the steering also breaks down (sometimes, however, after 100 thousand km you need to install new tips or even the rods themselves - $70-100 in the first case and $200-300 in the second). Brake pads have good resource, but sometimes they need to be changed after 15-20 thousand km, and in some cases even together with warped disks. A set of pads costs $70-100, and a disc costs $70 each. Although if the disc is slightly damaged, it can be sharpened and put back on the machine.

Those wishing to buy a Nissan Patrol should know that this car is not entirely suitable for frequent trips on the highway and in the city. It is rigid and difficult to control high speeds, and the rocking of the body is quite noticeable. But for those who constantly go out into nature, Patrol - ideal option. After all, this is a real uncompromising SUV, capable of overcoming the most difficult terrain.

EXCURSION
Nissan has great experience in the creation of SUVs. For the first time, a Japanese manufacturer began assembling such cars immediately after the last salvos of World War II died down: in 1946, Nissan began producing a copy of the famous Willys at its facilities. And in 1951, the Japanese had already made their own changes to it and equipped it not with a 4-cylinder, but with a 6-cylinder engine producing 85 hp. (at first, Nissan’s Willys had 60 hp). Exactly last car and received the name Nissan Patrol.

In 1960, Nissan released the Patrol of the so-called 60 series, similar in appearance to American SUV and had a similar design to it. True, under the hood of the Patrol 60 series there was already a 4.0 liter 6-cylinder diesel engine with a power of 125 hp. or 135 hp This Patrol was made for quite a long time in a variety of variants, including extended 8-seater vehicles.

Fundamentally new Nissan Patrol series The 160 only came on the market in 1979. It became much more comfortable than its predecessors and was equipped with good gasoline and diesel engines. In 1983, Patrol appeared under the symbol 260, which is an improved modification of Patrol 160.

In 1987, the Japanese showed further development of the theme of serious SUVs - the Y60 series car (on sale since 1988). Nissan Patrol has already received spring suspension, although some modifications still remained spring-based. A 4.2-liter V6 gasoline engine producing 160 hp, as well as 2.8 liter (115 hp) and 4.2 liter (124 hp or 145 hp) diesel engines were installed under the hood of the SUV. With.).

Nissan Patrol Y60 has proven itself to be very reliable car With great opportunities for off-road driving. All these qualities were retained by the Nissan Patrol Y61, shown in 1997, often called the “second GR” (Patrol Y60 was also designated as Grand Raid). The car has become much more comfortable and has a richly decorated interior. However, the Patrol retained its frame structure with dependent suspensions. And in addition to the usual “bells and whistles” for such an SUV, the Patrol Y61 was equipped with a unique switchable rear stabilizer, thanks to which its cross-country ability has noticeably increased.

In 2004, the Patrol was restyled - the appearance of the car and the interior changed slightly.

History widely famous brand The popular Nissan Patrol SUV dates back to the mid-50s; the first Japanese SUV with that name was introduced to the world back in September 1951.

Over the entire period of production, the Japanese concern has created six generations of cars of this brand, and the Nissan Patrol 5 has truly become a bestseller in the SUV class.

A little history

Each car model produced in its original body is assigned an index; the fifth generation of the full-size SUV received the abbreviation Y61.

This model first appeared in public at the very end of 1997, it was presented at the motor show held in Frankfurt.

Although the car is this body began to be produced quite a long time ago, it was sold for a long time for the market of some Asian countries, the Nissan Patrol Y61 was produced until 2013 in parallel with the car of the latest, sixth generation.

Its characteristic features are dependent suspension, frame structure bodies and a transfer case with a multiplier, a car with such design features is rarely seen these days.

Initially, the model was assembled in Japan, but was discontinued in 2000.

In 1998, production of the car began in Spain, and in 1999 - in the Philippines, then the Nissan Patrol began to be produced in South Africa and Pakistan.

In 2004, the “off-road conqueror” was restyled; according to tradition, changes primarily affected the exterior, and the car was modernized:

• both bumpers;
• tail lights;
• head optics;
• radiator grille.

There have also been some changes in model range power units, the Japanese all-terrain vehicle received a new 4.8-liter gasoline engine.

The main production of the Nissan Patrol 5 was discontinued in 2010, and the cars were imported to Russia from the United Arab Emirates; assembly was carried out until the end of 2012.

Appearance and body types

The bodies of all early Patrol cars had angular rectangular shapes, and only in the appearance of the 5th generation car did some roundness appear.

But the SUV, originally intended for the Armed Forces, still retained its army bearing, and in its harsh appearance you can guess that he is not afraid of swamp slurry and snowy country roads.

The impressive dimensions of the Japanese “rogue” also deserve respect; its length in the 5-door version is 5080 mm. There are no large overhangs on the body of the car, so the all-terrain vehicle can easily overcome very steep descents and ascents, and ford water obstacles up to 0.7 m deep.

Wide plastic moldings are installed along the bottoms of the doors, and the wheel arches are protected from dirt flying from the road with plastic decorative overlays.

Also car company Nissan produced Patrol with a short wheelbase in a 3-door version, the length of the short-wheelbase car was 4395 mm.

There are several different types of Y61 bodies, these are:

• Van (freight-passenger version);
• four- and two-door Pickup;
• Station Wagon (station wagon);
• Hardtop (car with a removable hard top).

Solidity in appearance the car is combined with the reliability of the model; even if the design of the SUV is not sophisticated, this “tank” will not let you down on the road.

Nissan Patrol configuration

For Russia, the Patrol Y61 Arabic assembly comes in two main trim levels: Elegance and Luxury, with mechanical or automatic transmission, 3.0 diesel or 4.5 liter petrol engine (4.8 liter after restyling).

All versions provide only all-wheel drive; the Luxury equipment includes:

• central locking;
• braking assistance system;
• electric windows,
• integrated into front bumper fog lights;
• electric mirrors.
• climate control system in the cabin;
• CD changer;
• power front seats.

A design feature of the Nissan Patrol is the rear stabilizer, which can be switched off to improve the vehicle's off-road performance.

In the Elegance configuration, the car looks more solid; in addition to those listed, it has additional options:

• electric sunroof;
• leather seats and steering wheel;
• power driver's seat;
• xenon;
• wood interior inserts;
• cruise control;
• subwoofer.

In all variants, the Patrol Y61 is equipped with four airbags: front passenger and driver, and two side airbags.

Nissan Patrol engines

Although for Russian market Only three types of engines are presented; in total, there are six types of internal combustion engines in the Patrol-5 model range:

• petrol 6-cylinder – 4.5 and 4.8 l (TB45E and TB48DE);
• diesel 6-cylinder – 2.8 (RD28ET) and 4.2 l (two models – TD422 and TD42T3);
• diesel 4-cylinder – 3.0 l (ZD30D).

Petrol 4.5 liter power unit has a power of 200 horsepower with a maximum torque of 348 Nm.

This six-cylinder internal combustion engine is in-line, with distributed fuel injection, 12-valve.

The engine is designed to work with 95 gasoline, but can also “digest” AI-92.

The engine itself is very reliable, but it has significant drawback – high consumption fuel. Real fuel consumption on the highway is 16-18 liters, in the city - up to 25 l/100 km.

Engine TB48DE – 245-horsepower, six-cylinder, in-line, with a torque of 400 Nm. Up to one hundred kilometers per hour, the internal combustion engine allows the car to accelerate in 10.8 seconds, drive with maximum speed up to 190 km/h.

In terms of reliability, there are also no complaints about this power unit, but gasoline consumption with it is even higher: on the highway - 14.3 liters, in the city - 25 l/100 km ( real consumption reaches up to 30 liters).

The ZD30D 3.0 liter turbocharged diesel engine with direct fuel injection has good traction characteristics, allows you to accelerate the car to 160 km/h and reach “hundreds” in 16.3 seconds.

Engine power – 160 hp. s., maximum torque at 2000 rpm – 354 Nm. But with fairly decent characteristics for a diesel engine, the internal combustion engine is no different high reliability, first of all, the cylinder head fails.

The main cause of failure is engine overheating, which occurs as a result of a coolant leak, and this is a characteristic disease of the Nissan Patrol 3.0 liter.

Transmission

The 5th generation Japanese SUV Patrol (1997-2010) is equipped with four types of gearboxes:

• 4 and 5 speed automatic transmission;
• Manual transmission-5 in two modifications - FS5R30A and FS5R50B.

The manual transmission is paired only with the 3.0 TD turbodiesel, also with diesel engine put 4-st. automatic transmission.

A five-speed automatic transmission is available in the Elegance package with a 4.8-liter gasoline engine.

Nissan gearboxes on these cars rarely break down; most often, Nissan Patrol repairs are necessary if the car has been used for a long time in severe off-road conditions.

In manual transmissions, frequent slipping wears out the clutch disc linings, and the car owners themselves are mostly to blame for malfunctions that occur in the transmission.

For bad roads and passing various obstacles, it is better to choose a car with a manual transmission; such a car is more adapted to harsh road conditions.

Nissan Patrol axles are one-piece, the rear wheel drive is permanent, the front axle is forcibly connected. Moreover, it can only be connected at low speed - there is no center differential provided here.

Hubs are installed on the front wheels, which can be automatic, semi-automatic or mechanical.

The last type of hubs is very reliable, but in order to connect the front axle, the driver with this design has to get out of the car every time.

On the restyled version, mechanical hubs were no longer installed, and there was no need to manually change transmission modes.

Chassis

Both suspensions on the SUV are dependent, the design is very simple, and there is practically nothing to break here. Most vulnerable spot are the rear retractable stabilizer struts of the switchable stabilizer.

The brakes on both axles are disc, and the brake discs are all ventilated.

In early versions of the Nissan Patrol, the suspension was spring; in the Y61 version, springs were already installed.

But this design decision made the ride of the car not much softer: when driving on an uneven road, passengers in the car shake thoroughly, and it is difficult to somehow deal with this.

Body

The iron on the body of an SUV is not thin; you can’t push it through with your finger. But the appearance of rust on paint coating– this is not a rare phenomenon, corrosion especially often occurs under the side door moldings, on wheel arches, on the lower edge of the trunk door.

Its predecessor earned the reputation of a real SUV. Due to their high cross-country ability and reliability, these vehicles are very popular among fans of various rally raids and off-road rides. But our car can rarely be seen in the chronicles of off-road competitions.

Story
Nissan Patrol III generation 1979-1988
01.88 Start
Nissan Patrol V generation (Y61) since 1997
since 2010

NISSAN PATROL - a real market long-liver - has been known since 1951. During the change of generations, it was constantly modernized, but until the sixth generation it did not change its basic principles: the Part-Time all-wheel drive system with a connected front end and reduction gear, frame and axles. And only the Y62 has changed dramatically

BODY

The first feature of the Patrol (Y61) is presented in two modifications: a 3-door with a “short” wheelbase (2400 mm) and a 5-door with a long wheelbase (2970 mm). Officially, we sell “5-doors”; “3-doors” are extremely rare. During production, the model was restyled several times, and according to the years of production, the cars can be divided into three periods: 1997–2003, 2003–2006. and from 2006 to the present time.

The body is mounted on a powerful frame that can withstand serious loads when driving off-road. Well, we found the first sign of a real off-road vehicle. The bodies are galvanized and are not afraid of corrosion.

SALON

The interior of this model is very spacious and roomy: most versions have 7 seats. On the sides of the trunk there are 2 folding seats. True, over time, their fastenings become loose, and when driving over uneven surfaces, the “seats” rattle unpleasantly. In addition, the driver's airbag may also knock. Although in general the interior is made of high-quality materials, and there are no comments about them.

Note also good equipment this SUV. Even the basic version has front and side airbags, ABS systems and Break Assist, central locking, immobilizer, climate control, heated front seats, “parking” zones for front wipers, power windows, proprietary audio system with a 6-disc CD changer, 17-inch alloy wheels, power steering, adjustable steering column.

ENGINE

An old friend will not let you down Patrol (Y61) was equipped with gasoline and diesel power units. The most widespread in our country are the more economical versions that run on diesel fuel.

The 2.8-liter TDI is a modernized engine inherited from its predecessor. The mechanics of the company service station could not remember any of its characteristic shortcomings. The only thing that should be taken into account is that its timing belt is driven by a belt, which during operation requires replacement every 80 thousand km. All other engines use a metal chain, which is maintained, as a rule, until overhaul. The gas distribution mechanism of most units is equipped with adjusting washers, although, according to operating experience, it was necessary to adjust the valve clearances only when repairing the cylinder head.

There are no special complaints about gasoline engines, which are much less common. The only note is the significant fuel consumption (about 25 liters per “hundred” in the urban cycle).

But the 3.0-liter turbodiesel has proven to be the least reliable. So, on versions before 2006, the air flow meter failed (symptoms - “thrust” disappears). Later the node was modernized and it stopped bothering me. Failures of the oil pressure sensor in the pressure line and the intercooler were also noted. The last problem is extremely dangerous - after a long drive on the highway with a faulty intercooler, one of the pistons often burns out. In this case fuel mixture turns out to be too enriched, which leads to increased temperature regime engine operation. In addition, over time (due to wear and tear of the fuel injection pump), problems arise in the operation of the fuel injection angle advancing mechanism. Oil leaks were also noted from under the sealing rings of the brake booster vacuum pump (it is being repaired).

The belt tensioner for attachments in all engines lasts an average of 60 thousand km.

A sign of a real off-road is all-wheel drive, although here it is plug-in. Since there is no center differential, it is recommended to use all-wheel drive only on slippery surfaces, dirt roads or off-road conditions. Otherwise, this threatens accelerated wear of the tires and transmission. Although mechanics believe that the transmission is very strong and even if used incorrectly, it is not so easy to “kill” it. The model's off-road arsenal is complemented by a reduction gear and forced locking of the rear cross-axle differential. Patrol Owners(Y61) claim that the car has high cross-country ability and confidently copes even with serious off-road conditions.

TRANSMISSION

Patrol transmission (Y61), like everyone else previous generations models - with a plug-in front end.

After off-road driving, it is definitely recommended to clean the ball steering knuckles of the front axle, otherwise dirt can damage the seals. Regular (every 15 thousand km) grease injection is required for the driveshaft crosspieces.

Patrol (Y61) were equipped with manual and automatic gearboxes. According to the mechanics, both units are quite reliable. Clutch only in turbodiesel versions due to lack of performance vacuum booster The hydraulic drive works in a specific way - the pedal is pressed with noticeable force, which creates inconvenience when driving in the city. But this is not a malfunction.

SUSPENSION

Looking under the car, you are even more convinced of its off-road orientation - the Patrol (Y61) front and rear suspensions are dependent - solid axles along with springs are suspended on powerful arms. Their replaceable silent blocks last more than 100 thousand km, Panhard rods are supplied with rubber bands. The original shock absorbers also last a long time.

The only thing weak point rear suspension - actuator changes in the stiffness and stroke of the stabilizer. Over time, it fails, which manifests itself in an unpleasant knocking sound while driving. This unit costs about 20 thousand UAH. To save money, mechanics recommend installing a regular one-piece rack instead.

Nissan Patrol GR Y61 (1998–2004)

Text: Andrey SUDBIN
Photo: Alexander DAVIDYUK

When we were preparing material about the Nissan Patrol for the previous issue, we were going to include a story about the latest generation of the model. And indeed, from a technical point of view, the Patrol GR with the factory index Y61 is not so different from its predecessor, and prices on the secondary market for the Y61 of the first releases are almost equal to the prices for the relatively fresh Y60. But when the magazine article began to swell to the size of a brochure, it was decided to move Y61 to the next issue. That, in fact, is the whole background...

Nissan designers began creating a new generation of the flagship off-road line in the second half of the 90s of the last century. It was simply impossible not to do this: competitors were not asleep, and very alarming rumors were leaking from the headquarters of the Toyota concern. However, creating new car, Nissan experts decided that it was not worth instilling good road manners in the Patrol model at the expense of abandoning eternal off-road values. Maybe they simply foresaw that most companies would follow the “asphalt” path? After all, at that time, sociological data claimed that most owners of expensive SUVs simply never drive off the asphalt.

We will go a different way...

As a result, Nissan decided to defy the elements. The company hoped to attract those customers for whom the reliability of the car and its ability to overcome “directions” were no less important than driving comfort. Well, if so, then they don’t look for good from good, and the car with the Y61 index without major changes inherited the frame and the whole chassis previous model. Moreover, the off-road capabilities of the new flagship have even increased due to the use of an unlockable rear stabilizer. By the way, a similar design, only with manual drive, had already been tested on the Nissan Safari Y60, sold on Japanese market, and it really showed its effectiveness in improving suspension articulation on rough terrain. True, the Y61 driver was relieved of the obligation to pull the T-shaped handle, similar to the drive hand brake cars of the 50s, and remember the need to restore integrity to the stabilizer when driving onto the asphalt. On the new model, to open the stabilizer, it was enough to press a button, and the reverse process occurred automatically when the speed reached 30 km/h.

Another innovation was supposed to increase the rating of the Nissan Patrol as a universal car. I'm talking about the front wheel freewheels. The fact is that hubs with manual switching are very reliable, but inconvenient in everyday life, and not good for the owner expensive car in a Brooks suit, climb out of the cab and manually turn the switch flags. On the other hand, automatic clutches don't stand up to serious off-road use. To resolve this contradiction, Nissan designers have developed unique automatic hubs with the ability to force them to close.

As for the general proportions of the body, they remained the same, although the outline of the car changed in the most radical way. The design of the interior has also changed: it has become more comfortable and “richer”, but the “polished” relative position of the seats and controls on previous models has been preserved.

Prices for Nissan Patrol Y61 on the secondary market (Moscow)
Year of issue	Price range, USD
1998	19 000–26 500
1999	23 800–29 000
2000	24 500–32 500
2001	31 000–33 500
2002	32 000–37 500
2003	37 500–45 000

And instead of a heart?..

At first, the Nissan Patrol Y61 inherited the range of engines from its predecessor. The RD28T turbodiesel with a volume of 2826 cm3 was mainly intended for Europe, and the 4.5 liter TB45E petrol six and the TD42 diesel were intended for other markets.

The official debut of the model took place at the Frankfurt Motor Show, and the presentation for journalists took place in the fall of 1997 in Barcelona. At the same time, its mass production began in two forms - a three-door short-wheelbase and a five-door long-wheelbase. These cars belonged to 1998 model year, and therefore in the relevant literature, as a rule, it is indicated that the Nissan Patrol Y61 has been produced since 1998. Well, in the year of the new millennium, Patrol received a new power unit - a 4-cylinder ZD30 turbodiesel with a displacement of 2953 cm3, intercooling of the charged air, direct injection fuel controlled by the fuel injection pump electronics and the combustion chamber in the piston. This engine developed 158 hp. at 3600 rpm and produced 354 Nm of torque at 2000 rpm. In 2003, there was another change in the engine line: instead of the 4.5-liter TB42 “six,” the TB48 engine with a volume of 4759 cm3 and a power of 245 hp went onto the assembly line. By the way, the only European country where cars with this engine are supplied is Russia. In the depths of Nissan headquarters they finally decided that the policy of 100% dieselization in our incomprehensible country leads to loss of customers and losses. In addition to the new engine, the Patrol received a new five-speed automatic transmission with manual gear shifting.

Finally, in November 2004, the updated Nissan Patrol was presented to the public. Restyling affected the interior and most of the external panels; the car received new bumpers and optics, but remained quite recognizable. Seven years on the market is a considerable period of time, and cars called “ new Patrol", begin to change their owners. So what are the risks of buying such an SUV? Experts testify that there is nothing to be afraid of, although the Patrol Y61 still has some problems.

Black mark

We will start, as always, with the engines. The advantages and disadvantages of the RD28T, installed on cars produced in 1998–1999, are well known, and we described them in detail in the last issue of the magazine. By way of “recapitulating”, let’s just say that their cylinder head cracks and burns out, and the fuel injection pump, as a rule, requires a rebuild after 300 thousand kilometers. However, there is no Patrol Y61 with such mileage on the market yet, so buying a car with a “sick” fuel injection pump is unlikely. For the same reasons, turbine-related problems are also unlikely. Well, replacing the timing belt and rollers after purchasing is a procedure recommended for all models and engines. In any case, this must be done after every 100 (and in our conditions - after every 90) thousand kilometers. Let us remind you that replacement work costs $90, the original belt costs 1200 rubles in the store and $75 at the dealer. The videos will cost 1,500 rubles for original ones or 1,000 rubles for non-original ones.

As for the ZD30 turbodiesel, the first enthusiasm for its power, elasticity and low noise subsided quite quickly. The company even had to conduct a recall campaign due to problems with the cooling system and piston burnout. In general, when buying a car with such an engine, it is advisable to immediately check whether this car all required manipulations to replace a potentially defective unit have been completed. The piston groups of the “old” and “new” types differ in appearance, but in order to see this, you need, as you might guess, to disassemble the engine. Fortunately, all dealers have a database that allows you to check whether piston group on this machine. In addition, special tags were placed on cars that passed through the campaign. Most likely, these works have already been completed on the car you have your eye on, but there is some possibility that the car has not been serviced by official dealer after import and did not go through the campaign, it still exists. In this case, you will need 5850 rubles per set oil scraper rings and 2670 rubles for each piston.

Water in diesel fuel

Another common ZD30 problem is with the hydraulic tensioner. serpentine belt, which drives all attachments of this motor. According to statistics, this node accounts for the majority of warranty repairs. If the previous owner of the car was lucky and the tensioner did not cause him any trouble, which cannot be said about you (that is, problems gradually accumulated), then prepare 4,750 rubles for a new tensioner or 2,490 rubles if you can get by with replacing the damper, plus a certain amount for the work. However, the main cause of illness in this engine is water in diesel fuel. Of course, the amount of moisture that forms from condensation in the tank is determined by the sensor and is not something fatal, but if one and a half to two liters of H2O gets into the tank, then this is a completely different story. The electronic components inside the pump are not protected in any way, since in theory they should work while completely immersed in diesel fuel. Water is like death for them! The injectors on the ZD30 are non-separable and can only be replaced as a whole. They cost 11,950 rubles per piece, but glow plugs are inexpensive - 900 rubles each. Fortunately, this engine can be diagnosed by the Consult system by simply connecting a computer to the appropriate connector. Of course, not all parameters are read, but most of the most important indicators can be determined without disassembling the machine. This procedure is not too expensive, and it is unwise to neglect it when purchasing. There are no special problems with the body kit (generator, starter), everything is the same as in all models. The generator is located with right side from above and does not suffer too much from pollution. Sooner or later, the owner of a turbodiesel car will have to deal with turbine failure. The “original” unit costs 32,970 rubles, and the “non-original” unit costs 27,000.

Fantastic reliability

There is practically no data on the statistics of breakdowns of TB45 and TB48 gasoline engines. In Russia, 4.5-liter engines are quite rare, since cars equipped with them were not officially delivered to us, and cars with a 4.8-liter engine are still too young.

As for other systems, primarily the chassis and transmission, then, as I already said, they are almost the same as those of its predecessor, the Patrol Y60, famous for its fantastic reliability. Moreover, the front axle (“the Achilles heel” of so many SUVs) on the 61st model received more powerful constant velocity joints and became even more reliable. In the previous issue we described in sufficient detail all the problems of our predecessor. Most likely, over time, these same diseases will become characteristic of Y61.

And again the hubs

For now, we can only mention two specific “sores” of the model. Firstly, the unlocked ones start to loosen and start knocking. rear stabilizers lateral stability. The most curious thing is that this play has virtually no effect on the car’s behavior on the road. But if it comes to replacement, then you will have to pay 58,580 rubles. Secondly, hubs may fail. Most often, this happens solely through the fault of the owners who are too lazy to switch them from Auto mode to Lock mode when going off-road. There is nothing surprising in this, because in this case the Patrol GR freewheels begin to behave exactly like any automatic clutches. A hub breakdown will lighten your wallet by 9,450 rubles. By the way, cars imported from the Middle East often do not have freewheels at all, and instead of these devices there are ordinary flanges that ensure constant engagement of the front wheels with the axle shafts.

Workhorse

New owners should take into account that body repair Patrol Y61 is slightly more expensive than its predecessor. So, the front fenders cost 10,500 rubles each, the rear fenders cost 24,360, the sills are supplied only with the doorway and cost 25,710. Lighting equipment is also more expensive: headlights cost 6,600 rubles, and rear lights – 1,950 rubles.

Average prices for used Patrol Y61 have already fallen quite significantly compared to prices for new cars, but they are still far from reaching the critical threshold of $10,000. So is it worth buying such a car? In my opinion, if you need a reliable “workhorse” for hunting, dacha and travel, at the same time comfortable enough for daily use in the city, and you can afford to spend about 20 thousand dollars on a car, then the answer should be absolutely positive. After all, problems of a criminal nature in relation to these machines are extremely rare, and serious financial investments after purchase, as a rule, are not required. In any case, finding a 1998–2000 Patrol Y61 in excellent condition is quite possible.

The editors would like to thank the following for their assistance in working on the material:

Genser auto center (785-7700)
Almera company (232-3165)
Barracuda company (424-6949)

Simply perfect Valentin SHMIGELSKY. Nissan Patrol (2001) 3.0 l engine (diesel), automatic transmission, five-door body With this purchase I fulfilled my long-time dream. From the moment the production of Nissan Patrol began, I was simply sick of them. I've owned a lot of cars, but it's the Patrol that gives me the most pleasure. I haven't had any problems with it yet. Until then, the only one diesel car I had a Mitsubishi Pajero, and I suffered with it, but the Patrol did not let me down even in these frosts. For the family, for the dacha, for fishing - in a word, simply universal machine. The capacity is huge - fold the seats down and take whatever you want to the dacha. Well, since we constantly go fishing and carry boats with us, the Patrol is an ideal option for this. You drag a ton behind you, but the car doesn’t even feel it. I travel around Moscow quite a lot and often, and I don’t feel any problems with the dimensions. They often say: “Oh, big car”, but in fact it’s very easy to drive.

I have the Emirati version Dmitry LYSAKOV. Nissan Patrol (1998) 4.5 l engine (gasoline), automatic transmission, five-door body I've had this car for exactly a year; I registered it last February. The car was born in Russia, in Moscow, so it rotted, and the body had to be welded and painted, especially since the car never had anticorrosive treatment. I had to do something mechanically as well. When I bought the car, there was a gas pump from a Zhiguli. Now from Volga. The guides in the brakes had become sour, but this cost only the purchase of rubber bands. The automatic machine works, I changed the oil in it, of course. Now I don’t really like how the hubs work, they sometimes knock, but they tell me that they can be sorted. And nothing major has broken yet.

Pad replacement only Roman KOVALEV. Nissan Patrol (2000) 3.0 l engine (diesel), manual transmission, three-door body The mileage is currently 76 thousand. I have been driving a Nissan Patrol for a long time, since 1993, but I switched to the Y61 in 2000 and have no intention of changing the brand. What attracts me most about these cars is the price-quality ratio and reliability. The car has been in Russia since birth, and so far nothing major has broken down. In general, cars with a 2.8 engine have problems with the injection pump and with the cylinder head, which can crack between the valves, and antifreeze begins to flow out of these cracks. The second “sore” is freewheels, which often fail if used incorrectly. Everything else about these cars is reliable. The three-liter engine has problems with the intercooler and the turbine, which rarely lasts more than 150 thousand.

I'm not a racer Vladimir POLYAKOV. Nissan Patrol (1997) 2.8 l engine (diesel), manual transmission, three-door body The car was released at the end of 1997, that is, it is from the very first series. In Russia since 1999. The car had two owners: the first was Belgian, the second was me. The car has a mileage of 220 thousand kilometers, of which I drove about 180 thousand. The car has never let me down anywhere, and mostly only consumables have been changed. There were no problems with the engine either, although I know many people have had problems with the cylinder head. But, firstly, I’m not a racer, I try not to force the car, I drive on the highway at a maximum of 120–130 and I think that this is quite enough. On moderate off-road conditions there are no problems, but where even a tractor can’t get through, why bother? On the highway, the short-wheelbase vehicle still “goats” a little, five-door cars go softer. In the city - no problems, except that the Patrol is generally harsh. It eats little, has enough maneuverability, and parking, especially in winter, is not difficult—it can drive into any snowdrift and park it.