Tommo&Claire
Well-Known Member
PROS
Unstoppable off-road
Bulletproof six-cylinder diesel
Acres of room
CONS
Suspect ZD30 engine
Poor dust sealing
Expensive to repair
Launched amidst much fanfare, the 1997 arrival of Nissan’s GU Patrol had been much anticipated by many within the industry, and Nissan didn’t disappoint. With a model for practically everyone, the first new Patrol in 10 years was cleverly marketed using a series of commercials where its superior off-road ability was demonstrated by (literally) driving over the competition!
Nissan loves stretching out its models to get the best from their investment, and the GU is no different. Despite a cosmetic update in 2004, the GU line continues on the new market despite now being 12 years old.
There are several engine and transmission options to choose from, but the GU is a real Jekyll and Hyde model. Here you’ll find some of most reliable 4WDs you can buy, but you’ll also find some of the least reliable.
Which GU is right for you, and which ones should you avoid?
ABOUT THE GU PATROL
The GU is basically a re-skin of the GQ chassis: the same rigid live axles front and rear, albeit with strengthened differentials. Over the lifespan of the model, there have been five series, with the third series featuring a mechanical upgrade to meet emissions standards in 2003.
Initially the GU’s engines carried over from the GQ with minor modifi cations. The ancient petrol six was increased in size to 4.5L, the 4.2 turbo diesel carried on as previous, and the 2.8 turbo diesel grew an intercooler (feebly mounted atop the engine and fed via a bonnet scoop).
Come the Series 2, the (now infamous) ZD30 four-cylinder diesel replaced the 2.8 diesel, closely followed by the 4.8 DOHC petrol six to replace the 4.5. The 4.2 diesel copped the top-mount intercooler come 2003, until its death during the Series 4 upgrade in 2006.
Currently, the Patrol survives with a common-rail variant of the ZD30 and the 4.8 petrol, in Series 5 form.
MECHANICALS
The chassis and differentials of the Patrol are the strongest in the industry bar none. The basic design of the chassis dates back to the MQ Patrol of 1980, and despite the addition of the coil suspension, it remains solid and heavy.
The gearboxes of the Patrols are usually trouble free, especially the manuals behind the 4.2L and 4.5L engines (the 3.0L and 2.8TD have a lighter box that’s not as suited to engine modifi cations). Both four- and fi ve-speed (the 5 speed is in the 4.8 petrol only) auto boxes are solid units too, but need regular servicing. Be sure to check their service history before you buy.
When it comes to engines, the GU model line offers the best and worst you’ll find. When it comes to dependability, the petrol sixes and 4.2 diesel engine are the envy of the 4WD world. While they’re not efficient by any means, they will all happily chug to half a million if serviced.
The 2.8TD is a solid little performer, but it’s not quick. It does struggle with the weight of the GU, and towing is a no-no. If they have been flogged their lifespan is greatly reduced, and they’ll cost you plenty to repair when something implodes. If you must have one, ensure it’s been well serviced.
As for the ZD30 four-cylinder, where do we start? Perhaps the most unreliable engine ever fitted to a modern 4WD, the 3.0L is simply not suited to a vehicle so large, and ultimately has tarnished the reputation of this otherwise legendary off-roader.
The majority of GUs sold new are the 3.0L model, and many were also automatics delivered to various police forces. Check their history thoroughly, with a Nissan dealer first, and then the previous owner if you can track them down.
With a variety of faults from ECU and airflow sensor failure, turbo issues and even overfuelling, this engine if blown will easily cost you upwards of $10,000 to replace or repair. Considering the age of the early GUs, it is often more economical to engine swap (to a V8 for example) in this case.
BODY AND INTERIOR
There’s acres of space in any GU, and even though the 100 Series is bigger, you’ll rarely run short of space with the rear seats removed. The interior is tough with quality fabric and plastics.
Early models are a horrid beige colour that’s hard to keep clean, and the later dark fabric is a better choice. The seats are all comfy, but the rear row is a children-only space. When stowed they restrict vision and rattle terribly. Install a cargo barrier and make better use of the space if you only need five seats.
The exterior of the Patrol is tough too. The panels are thick and solid, as is the paint. Rust isn’t a problem (unlike the earlier GQ), but the rain gutters will corrode if the paint is chipped through or if the vehicle’s been exposed to salt. Nevertheless, check all the usual rust hideyholes, like around the door drain holes and the undercarriage.
It’s more form than function, but the Patrol is heavily clad with plastic body moulds. These aren’t too expensive to replace, but they are easily knocked off when bumped (the clips holding them on easily snap). Broken plastic beats a bent panel, but still be mindful of this off-road.
The rear door of the Patrol creaks and groans under the weight of the spare, which has been known to crack the hinges, especially if a larger tyre has been fitted. Open and close this a few times to make sure it’s all okay. The rear seals on these doors are woeful. Dust ingression is common in the outback as the door moves around when the body flexes. Be prepared to vacuum!
OFF-ROAD
Put simply, the GU Patrol is one of the best off-the-shelf 4WDs you can buy when it comes to pure offroad ability. Tough and dependable (ZD30 engine not withstanding), the GU can be driven off the lot and straight into the desert with almost nothing done to it. In saying that, we never recommend you head off unprepared!
The GU is just that capable. The four-coil suspension flexes in all the right places, the differentials are strong and heavy, and the short front overhang makes negotiating tight tracks a breeze. All Patrols are part-time 4WD with a shift-on-the-fly function. This only affects on-road handling minimally, and saves on driveline wear.
MODIFICATIONS
Where do you start? The Patrol can literally be transformed into either an insane off-road weapon or simply a capable tourer. It all depends on your needs and budget.
Suspension modifications range from a simple touring 2in lift, all the way through 6in and more for competition vehicles. The differentials are easily locked with a number of units on the market, and there are plenty of reduction gears and diff ratios should you need them.
Tyre-wise, 33in mud terrains will fit with a 2in lift, but you’ll need to spend more and go higher to squeeze 35in tyres on. For touring 33s are the go. Barwork is essential, whether it be steel or alloy, with plenty of options in both materials. A rear wheel carrier is recommended to get the weight of the spare off the door and to expand the small fuel sub tank.
Inside, you’ll have a world of storage options available to you from cargo drawers, roof consoles and dash pods. A cargo barrier is highly recommended. The Patrol is easily fitted with roof racks, but remember to only carry light cargo up here – the Patrol’s centre of gravity is already very high.
If you’re looking for more power (or you’re ZD30 has self-destructed), there are plenty of power-up options with the V8 Chevrolet engine or the GM V8 diesel. The Patrol driveline can easily handle the extra grunt too. There are plenty of chips available for the ZD30 in standard or common-rail guise, as there is for the TB48 petrol.
No matter what you do with your 4WD, a GU can be tailored to suit!
YES OR NO?
When it comes to off-road ability, the GU is hard to go past. On-road they aren’t as composed as some of the lighter models, but they still possess a nimbleness that belies their mass. No Patrol is efficient or cheap to maintain, so if you’re searching for those qualities, look elsewhere.
When it comes to reliability, the GU offers buyers two extreme levels – ultimate dependability (from the petrols and 4.2 diesel) at one end, and the inevitability of engine failure at the other (with the ZD30). Of course, there are cases of well-lookedafter ZD30s being trouble-free, but on the whole they aren’t one you can bet your life on. Unfortunately they make up the bulk of GU Patrols on the market, and are considerably cheaper to buy.
The 4.2 diesel is the pick of the crop, but they are becoming scarce, and holding their value like no other 4WD in history. The petrols are excellent if you’ve got deep pockets, and the often forgotten 2.8 honest enough for mild touring.
Go for the 4.2 if you can afford (or find) one, and if you must have a 3.0L, do your homework very carefully. If it’s suss, walk away! Take your time buying a Patrol – more so than most 4WDs. Find one that suits you and you’ll have the ultimate 4WD that’ll last you a very long time.
INSURANCE
A 30-year-old male living in Western Sydney could expect to pay between $1050 and $1760 for a 1997 Ti petrol auto per year and around $2155 for a 2007 3.0L diesel auto (Please note: insurance costs vary greatly depending on your driving record and place of residence).
WHAT YOU’LL PAY
1997 4.5 PETROL MANUAL ?RRP New:$46,990 Used:$10,700–$16,000
1998 2.8 DIESEL MANUAL ?RRP New $43,990 Used: $11,400–$17,100
2000 4.2 TURBO D. MANUAL?RRP New: $53,990 Used: $15,700–$22,900
2003 4.8 PETROL AUTO ?RRP New: $56,990 Used: $19,200–$27,400
2003 3.0 DIESEL AUTO ?RRP New: $53,790 Used: $20,100–$28,600
2005 4.2 TDI DIESEL ?RRP New: $60,990 Used: $28,600–$39,990
2007 3.0 DIESEL MANUAL ?RRP New: $61,240 Used: $26,900–$37,500
MODEL VARIANTS:
DX – 16in split rims, vinyl interior, fi ve seats, cassette player (optional 16x8in steel wheels and flares)?ST – fully trimmed interior, CD player, seven seats, flare and wide steel wheels (alloys post 2003)?TI – Petrol engines only, leather interior, optional sunroof, seven seats
DATES:
DEC 1997 TO APRIL 2000 – Series 1?MAY 2000 TO SEPT 2001 – Series 2 (3.0 diesel engine replaces 2.8)?OCT 2001 TO MARCH 2003 – Series 3 (new grille, lights and interior)?APRIL 2003 TO SEPT 2004 – Series 3 UPDATE (4.2 TD intercooled, alloy wheels for ST)?SEPT 2004 TO SEPT 2007 – Series 4 (all-new bodywork and interior)?SEPT 2007 ON – Series 5 (current shape, common-rail engine)
SPECIFICATIONS
ENGINES
PETROLTB45 – 4479cc OHV inline six?145kW @ 4400rpm?350Nm @ 3600rpm
TB48DE – 4759cc DOHC 24- valve inline six?185kW @ 4800rpm?420Nm @ 3000rpm
DIESELRD28T – 2826cc SOHC 12-valve turbo intercooled inline six?95kW @ 4000rpm?252Nm @ 2000rpm
ZD30DTI – 2953cc DOHC direct-injection turbo intercooled fourcylinder?116kW @ 3600rpm?354Nm @ 2000rpm
ZD30CRDI – 2953cc DOHC common-rail turbo fourcylinder?118kW @ 3600rpm?380Nm @ 3600rpm
TD42T – 4169cc OHV turbo inline six?114kW @ 3600rpm?330Nm @ 2000rpm
TD42TI – 4169cc OHV turbo intercooled inline six?114kW @ 3600rpm?360Nm @ 2000rpm
TRANSMISSIONSMANUAL – 5-speed with overdrive?AUTO – 4-speed with lock-up converter (TB45 and ZD30)?5-speed Sports Shift (TB48)
SUSPENSIONFRONT: 3-link rigid live axle, coil springs, anti roll bar and gas-fi lled hydraulic dampers ?REAR: 5-link rigid live axle, coil springs, anti-roll bar and gasfilled hydraulic dampers
BRAKESFRONT: 316mm ventilated discs with twin-piston calipers?REAR: 320mm ventilated discs
STEERING: Power-assisted recirculating ball and nut (12.6m circle)
DIMENSIONSFUEL CAPACITY – 125L (95 main plus 30 sub)?KERB WEIGHT – 2270kg?GVM – 2960kg?HEIGHT – 1855mm?WIDTH – 1930mm?LENGTH – 4885mm?GROUND CLEARANCE – 205mm
TOWING CAPACITYBRAKED – 2800kg (3500kg post 2005)?UNBRAKED – 750kg
ALSO CONSIDER…
TOYOTA LANDCRUISER 100
PROS
Topnotch build quality
Superior turbo diesel engine
Live axle off-road ability
CONS
IFS models limited off-road
Not economical to run
Still expensive to buy
LAND ROVER DISCOVERY 2
PROS
Excellent off-road ability
High seating position
Excellent on-road handling
CONS
Questionable quality
TD5 diesel expensive to repair
V8 engine guzzles fuel
Unstoppable off-road
Bulletproof six-cylinder diesel
Acres of room
CONS
Suspect ZD30 engine
Poor dust sealing
Expensive to repair
Launched amidst much fanfare, the 1997 arrival of Nissan’s GU Patrol had been much anticipated by many within the industry, and Nissan didn’t disappoint. With a model for practically everyone, the first new Patrol in 10 years was cleverly marketed using a series of commercials where its superior off-road ability was demonstrated by (literally) driving over the competition!
Nissan loves stretching out its models to get the best from their investment, and the GU is no different. Despite a cosmetic update in 2004, the GU line continues on the new market despite now being 12 years old.
There are several engine and transmission options to choose from, but the GU is a real Jekyll and Hyde model. Here you’ll find some of most reliable 4WDs you can buy, but you’ll also find some of the least reliable.
Which GU is right for you, and which ones should you avoid?
ABOUT THE GU PATROL
The GU is basically a re-skin of the GQ chassis: the same rigid live axles front and rear, albeit with strengthened differentials. Over the lifespan of the model, there have been five series, with the third series featuring a mechanical upgrade to meet emissions standards in 2003.
Initially the GU’s engines carried over from the GQ with minor modifi cations. The ancient petrol six was increased in size to 4.5L, the 4.2 turbo diesel carried on as previous, and the 2.8 turbo diesel grew an intercooler (feebly mounted atop the engine and fed via a bonnet scoop).
Come the Series 2, the (now infamous) ZD30 four-cylinder diesel replaced the 2.8 diesel, closely followed by the 4.8 DOHC petrol six to replace the 4.5. The 4.2 diesel copped the top-mount intercooler come 2003, until its death during the Series 4 upgrade in 2006.
Currently, the Patrol survives with a common-rail variant of the ZD30 and the 4.8 petrol, in Series 5 form.
MECHANICALS
The chassis and differentials of the Patrol are the strongest in the industry bar none. The basic design of the chassis dates back to the MQ Patrol of 1980, and despite the addition of the coil suspension, it remains solid and heavy.
The gearboxes of the Patrols are usually trouble free, especially the manuals behind the 4.2L and 4.5L engines (the 3.0L and 2.8TD have a lighter box that’s not as suited to engine modifi cations). Both four- and fi ve-speed (the 5 speed is in the 4.8 petrol only) auto boxes are solid units too, but need regular servicing. Be sure to check their service history before you buy.
When it comes to engines, the GU model line offers the best and worst you’ll find. When it comes to dependability, the petrol sixes and 4.2 diesel engine are the envy of the 4WD world. While they’re not efficient by any means, they will all happily chug to half a million if serviced.
The 2.8TD is a solid little performer, but it’s not quick. It does struggle with the weight of the GU, and towing is a no-no. If they have been flogged their lifespan is greatly reduced, and they’ll cost you plenty to repair when something implodes. If you must have one, ensure it’s been well serviced.
As for the ZD30 four-cylinder, where do we start? Perhaps the most unreliable engine ever fitted to a modern 4WD, the 3.0L is simply not suited to a vehicle so large, and ultimately has tarnished the reputation of this otherwise legendary off-roader.
The majority of GUs sold new are the 3.0L model, and many were also automatics delivered to various police forces. Check their history thoroughly, with a Nissan dealer first, and then the previous owner if you can track them down.
With a variety of faults from ECU and airflow sensor failure, turbo issues and even overfuelling, this engine if blown will easily cost you upwards of $10,000 to replace or repair. Considering the age of the early GUs, it is often more economical to engine swap (to a V8 for example) in this case.
BODY AND INTERIOR
There’s acres of space in any GU, and even though the 100 Series is bigger, you’ll rarely run short of space with the rear seats removed. The interior is tough with quality fabric and plastics.
Early models are a horrid beige colour that’s hard to keep clean, and the later dark fabric is a better choice. The seats are all comfy, but the rear row is a children-only space. When stowed they restrict vision and rattle terribly. Install a cargo barrier and make better use of the space if you only need five seats.
The exterior of the Patrol is tough too. The panels are thick and solid, as is the paint. Rust isn’t a problem (unlike the earlier GQ), but the rain gutters will corrode if the paint is chipped through or if the vehicle’s been exposed to salt. Nevertheless, check all the usual rust hideyholes, like around the door drain holes and the undercarriage.
It’s more form than function, but the Patrol is heavily clad with plastic body moulds. These aren’t too expensive to replace, but they are easily knocked off when bumped (the clips holding them on easily snap). Broken plastic beats a bent panel, but still be mindful of this off-road.
The rear door of the Patrol creaks and groans under the weight of the spare, which has been known to crack the hinges, especially if a larger tyre has been fitted. Open and close this a few times to make sure it’s all okay. The rear seals on these doors are woeful. Dust ingression is common in the outback as the door moves around when the body flexes. Be prepared to vacuum!
OFF-ROAD
Put simply, the GU Patrol is one of the best off-the-shelf 4WDs you can buy when it comes to pure offroad ability. Tough and dependable (ZD30 engine not withstanding), the GU can be driven off the lot and straight into the desert with almost nothing done to it. In saying that, we never recommend you head off unprepared!
The GU is just that capable. The four-coil suspension flexes in all the right places, the differentials are strong and heavy, and the short front overhang makes negotiating tight tracks a breeze. All Patrols are part-time 4WD with a shift-on-the-fly function. This only affects on-road handling minimally, and saves on driveline wear.
MODIFICATIONS
Where do you start? The Patrol can literally be transformed into either an insane off-road weapon or simply a capable tourer. It all depends on your needs and budget.
Suspension modifications range from a simple touring 2in lift, all the way through 6in and more for competition vehicles. The differentials are easily locked with a number of units on the market, and there are plenty of reduction gears and diff ratios should you need them.
Tyre-wise, 33in mud terrains will fit with a 2in lift, but you’ll need to spend more and go higher to squeeze 35in tyres on. For touring 33s are the go. Barwork is essential, whether it be steel or alloy, with plenty of options in both materials. A rear wheel carrier is recommended to get the weight of the spare off the door and to expand the small fuel sub tank.
Inside, you’ll have a world of storage options available to you from cargo drawers, roof consoles and dash pods. A cargo barrier is highly recommended. The Patrol is easily fitted with roof racks, but remember to only carry light cargo up here – the Patrol’s centre of gravity is already very high.
If you’re looking for more power (or you’re ZD30 has self-destructed), there are plenty of power-up options with the V8 Chevrolet engine or the GM V8 diesel. The Patrol driveline can easily handle the extra grunt too. There are plenty of chips available for the ZD30 in standard or common-rail guise, as there is for the TB48 petrol.
No matter what you do with your 4WD, a GU can be tailored to suit!
YES OR NO?
When it comes to off-road ability, the GU is hard to go past. On-road they aren’t as composed as some of the lighter models, but they still possess a nimbleness that belies their mass. No Patrol is efficient or cheap to maintain, so if you’re searching for those qualities, look elsewhere.
When it comes to reliability, the GU offers buyers two extreme levels – ultimate dependability (from the petrols and 4.2 diesel) at one end, and the inevitability of engine failure at the other (with the ZD30). Of course, there are cases of well-lookedafter ZD30s being trouble-free, but on the whole they aren’t one you can bet your life on. Unfortunately they make up the bulk of GU Patrols on the market, and are considerably cheaper to buy.
The 4.2 diesel is the pick of the crop, but they are becoming scarce, and holding their value like no other 4WD in history. The petrols are excellent if you’ve got deep pockets, and the often forgotten 2.8 honest enough for mild touring.
Go for the 4.2 if you can afford (or find) one, and if you must have a 3.0L, do your homework very carefully. If it’s suss, walk away! Take your time buying a Patrol – more so than most 4WDs. Find one that suits you and you’ll have the ultimate 4WD that’ll last you a very long time.
INSURANCE
A 30-year-old male living in Western Sydney could expect to pay between $1050 and $1760 for a 1997 Ti petrol auto per year and around $2155 for a 2007 3.0L diesel auto (Please note: insurance costs vary greatly depending on your driving record and place of residence).
WHAT YOU’LL PAY
1997 4.5 PETROL MANUAL ?RRP New:$46,990 Used:$10,700–$16,000
1998 2.8 DIESEL MANUAL ?RRP New $43,990 Used: $11,400–$17,100
2000 4.2 TURBO D. MANUAL?RRP New: $53,990 Used: $15,700–$22,900
2003 4.8 PETROL AUTO ?RRP New: $56,990 Used: $19,200–$27,400
2003 3.0 DIESEL AUTO ?RRP New: $53,790 Used: $20,100–$28,600
2005 4.2 TDI DIESEL ?RRP New: $60,990 Used: $28,600–$39,990
2007 3.0 DIESEL MANUAL ?RRP New: $61,240 Used: $26,900–$37,500
MODEL VARIANTS:
DX – 16in split rims, vinyl interior, fi ve seats, cassette player (optional 16x8in steel wheels and flares)?ST – fully trimmed interior, CD player, seven seats, flare and wide steel wheels (alloys post 2003)?TI – Petrol engines only, leather interior, optional sunroof, seven seats
DATES:
DEC 1997 TO APRIL 2000 – Series 1?MAY 2000 TO SEPT 2001 – Series 2 (3.0 diesel engine replaces 2.8)?OCT 2001 TO MARCH 2003 – Series 3 (new grille, lights and interior)?APRIL 2003 TO SEPT 2004 – Series 3 UPDATE (4.2 TD intercooled, alloy wheels for ST)?SEPT 2004 TO SEPT 2007 – Series 4 (all-new bodywork and interior)?SEPT 2007 ON – Series 5 (current shape, common-rail engine)
SPECIFICATIONS
ENGINES
PETROLTB45 – 4479cc OHV inline six?145kW @ 4400rpm?350Nm @ 3600rpmTB48DE – 4759cc DOHC 24- valve inline six?185kW @ 4800rpm?420Nm @ 3000rpm
DIESEL
RD28T – 2826cc SOHC 12-valve turbo intercooled inline six?95kW @ 4000rpm?252Nm @ 2000rpmZD30DTI – 2953cc DOHC direct-injection turbo intercooled fourcylinder?116kW @ 3600rpm?354Nm @ 2000rpm
ZD30CRDI – 2953cc DOHC common-rail turbo fourcylinder?118kW @ 3600rpm?380Nm @ 3600rpm
TD42T – 4169cc OHV turbo inline six?114kW @ 3600rpm?330Nm @ 2000rpm
TD42TI – 4169cc OHV turbo intercooled inline six?114kW @ 3600rpm?360Nm @ 2000rpm
TRANSMISSIONS
MANUAL – 5-speed with overdrive?AUTO – 4-speed with lock-up converter (TB45 and ZD30)?5-speed Sports Shift (TB48)SUSPENSION
FRONT: 3-link rigid live axle, coil springs, anti roll bar and gas-fi lled hydraulic dampers ?REAR: 5-link rigid live axle, coil springs, anti-roll bar and gasfilled hydraulic dampersBRAKES
FRONT: 316mm ventilated discs with twin-piston calipers?REAR: 320mm ventilated discsSTEERING: Power-assisted recirculating ball and nut (12.6m circle)
DIMENSIONS
FUEL CAPACITY – 125L (95 main plus 30 sub)?KERB WEIGHT – 2270kg?GVM – 2960kg?HEIGHT – 1855mm?WIDTH – 1930mm?LENGTH – 4885mm?GROUND CLEARANCE – 205mmTOWING CAPACITY
BRAKED – 2800kg (3500kg post 2005)?UNBRAKED – 750kgALSO CONSIDER…
TOYOTA LANDCRUISER 100
PROS
Topnotch build quality
Superior turbo diesel engine
Live axle off-road ability
CONS
IFS models limited off-road
Not economical to run
Still expensive to buy
LAND ROVER DISCOVERY 2
PROS
Excellent off-road ability
High seating position
Excellent on-road handling
CONS
Questionable quality
TD5 diesel expensive to repair
V8 engine guzzles fuel
