Nissan Y62 Patrol versus Jeep Grand Cherokee L

Evan Spence pits Jeep’s new-generation Grand Cherokee L against the proven and popular Y62 Nissan Patrol.

It has been a long time coming, but Jeep has released the first seven-seat Grand Cherokee, dubbed the ‘L’.

It’s not just a longer version of the previous Grand Cherokee, either; this has been redesigned from the ground up, with a long list of ingredients that on paper sound perfect for families wanting the latest and greatest in technology and interior comfort.

However, it’s not all-new, as this model retains the 3.6L V6 petrol Pentastar engine found in many Jeep products and, of main note, the Wrangler. Sadly, there’s no diesel engine option.

We managed to snag a top-spec Grand Cherokee Summit Reserve straight from the vehicle’s recent launch event, and we spent some time in the bush getting to know it and to see how it performs against the proven (albeit dated) Nissan Patrol.

Why the Patrol? Well, it’s a large family wagon with eight seats (one more than the Jeep), a petrol engine and all-independent suspension. There are definitely enough similarities to make for an excellent comparison and to see if the new family 4WD wagon has what it takes to outperform the solid and highly regarded Patrol. It’s time to get muddy.

Nissan Patrol Ti-L

Powertrain and performance

Make no mistake, this engine and gearbox package makes the Patrol what it is. Producing a claimed 298kW and 560Nm, it’s an absolute ripper of a combo, outputting velvety smooth power the second you touch the accelerator.

Some people take things a step further and bolt aftermarket superchargers on them – that’s madness, but my kind of madness.

With a 5.6-litre petrol V8 engine mated to a seven-speed automatic, the Patrol moves effortlessly on- and- off-road, albeit at the expense of fuel, which you’d expect from a big engine pushing more than 2800kg of weight.

The Patrol was able to pull away from the Jeep under acceleration testing, but the result was tighter than expected – something we’ll put down to the Grand Cherokee’s lighter weight and extra ratio in the gearbox.

On-road ride and handling

This is a big 4WD – so much so, that when my wife jumped inside she was blown away by the massive interior, saying it felt more like a spaceship than a car. For such a large vehicle, the Patrol handles superbly on bitumen and fast dirt roads.

The suspension is compliant when going over large bumps, showing that it has been tuned well for local conditions. This is what you’d expect from a vehicle that has been sold here for nearly 10 years.

Steering feel is well-weighted and direct, and the brakes do a stellar job of pulling up the big Patrol on pavement and dirt. You could effortlessly cover large distances in the Patrol, as we did at the 2022 4X4 of the Year test a few months back, where the judges were more than happy to be behind the wheel of the Patrol over a week in the outback – now that’s saying something.

Off-road

The Patrol is a very competent machine when the going gets tough, thanks largely to its impressive traction-control system with terrain modes, a rear locker and brilliant ground clearance due to the all-independent suspension design.

The V8 comes in to its own off-road, providing excellent low-down torque for technical terrain, and power on tap when you need extra wheel speed for muddy or sandy conditions.

It excelled at our recent 4X4OTY test, in both technical terrain and when bouncing over sand dunes or through the desert – this is what it is designed to do. There’s proper low-range gearing, and with seven gears available it offers a wide range of gear ratios.

Suspension travel is also very respectable for an all-independent design and, while I’d prefer a solid rear axle, there’s not much this Patrol won’t conquer off-road.

Cabin and accommodation

The interior design of the Patrol is its biggest let-down. Sure, it’s roomy and extremely comfortable, but once you climb out of the Grand Cherokee L in top-spec Summit Reserve trim and get in the Patrol, you can’t help but feel underwhelmed.

My esteemed colleague Dan Gardner, who joined me on this road test, couldn’t believe the Patrol still had a CD player in this day and age, going so far as to say the infotainment system reminded him of his childhood Game Boy. This is the top-of-the-line Ti-L variant, too.

You get comfortable leather seating, oodles of fake wood and an array of buttons on the dash, which provides a cluttered and dated feel. A new interior to match recent exterior revisions would breathe new life in to this platform, and it’s something the overseas market has already received.

Practicalities

As a full-sized wagon with eight seats, the Patrol is an extremely practical and versatile off-roader. There’s plenty of space inside for both occupants and cargo. You get a decent-size 140-litre fuel tank, which will empty quickly when pushed due to the relatively thirsty petrol V8.

Towing capacity is at industry standard levels with a quoted 3500kg ability, but payload is down compared to the Grand Cherokee: 639kg versus 758kg.

Aftermarket off-road accessories are available for the Patrol, as well as knowledge on how to work on them, given its age and the fact the 5.6L V8 has been around for a long time in international markets. It’s a safe bet if you want to build it into a competent and reliable off-roader and daily driver.

2022 Jeep Grand Cherokee L

Powertrain and performance

While this is a new-model Grand Cherokee, it retains the well-known 3.6-litre V6 Pentastar engine bolted to an eight-speed auto and dual-range all-wheel drive transfer case.

The engine produces 210kW and 344Nm, which when compared to the higher figures the Patrol produces might seem lacklustre, but the real-world seat of the pants experience proves the opposite.

It’s a good engine and does an admirable job of propelling the 2022 Grand Cherokee along without complaint; it sounds great too. It has been designed to rev, producing power higher in the rev range than the Patrol.

Being a willing and revvy engine, it didn’t present any issues off-road, even in technical terrain where low-down torque is typically king.

On-road ride and handling

Being lighter than the Patrol, the ride is sportier and more dynamic with less body roll on sharp bends. This is where those 21-inch wheels come in to play, but they are fairly useless anywhere else and good luck finding a replacement out west.

Feel from the electronically controlled steering system is well-weighted, without any vagueness no matter the speed. Brakes are also excellent, but the ABS did seem to take a bit to work itself out on the dirt.

Adjustable air suspension systems can be hit and miss, but the 2022 Jeep Grand Cherokee L is a pleasure to pilot and operate. It is easy to alter the ride height with a simple up or down push on the button, as well as being quick to respond.

Off-road

The 21-inch wheels aren’t a great start for off-road credentials, and I was nervous we’d be spending most of our time repairing tyres – we got lucky and this never happened.

Speaking of tyres and luck, good luck fitting larger rubber to the 2022 Grand Cherokee, as the front upper control arm design simply won’t allow for bigger tyres to be fitted, as it sits directly above the tyre. It’s a crying shame, as Jeeps should be easily modified and off-roading is in their DNA.

Suspension travel is limited compared to the Patrol. This is especially noticed with the air suspension pushed all the way up to the highest setting, as you’ve basically used up most available down travel.

The ride firms up when at the highest setting too, so unless you’re driving in really rough terrain, better ride quality is achieved by having the suspension dialled to the middle setting.

The good news is that the off-road traction control calibration is sensational, making the 2022 Grand Cherokee L rather capable when the terrain turns rough. As long as you have ground clearance and a wheel or two on the deck, you should keep pushing forward.

You are also gifted with various off-road terrain modes and extremely fancy cameras, to see what the vehicle is doing from multiple angles. This is the future of off-road driving in many ways, and I really enjoy this welcome boost to off-road technology.

Cabin and accommodation

The Grand Cherokee L Summit Reserve offers a beautiful looking and functional interior. It’s inviting, doesn’t feel cheap and offers so many features modern families will appreciate in a four-wheel drive. I’ve never seen so many USB points; even third-row passengers get USB and USB-C points in the back.

I’m a tall lad and had no problem fitting in the third row – there’s ample headroom, and thanks to the electronically adjustable second-row seats I could fit my size 12 boots in too.

The front leather seats are both heated and cooled, and the built-in back massager is pure joy for someone with back problems like myself. Why can’t all 4WDs give you a back massage as you cruise down the highway?

The centrally mounted touchscreen cleans up the dash layout and offers an incredible number of functions. You can control the seats, radio (the McIntosh speakers sounded amazing), climate control and navigation. It is rather intuitive to operate and navigate, but you’ll still need to spend an entire day going through the huge amount of functions.

While I was absolutely smitten with the interior design and features, the console design did mean my legs were ever so slightly cramped on the side – the console rubbed on my left leg. Certainly not a deal breaker, but worth mentioning if you are close to two metres tall.

Practicalities

Being lighter in weight than the Patrol, coming in at 2190kg versus 2861kg, the Grand Cherokee has a higher payload capacity, with the ability to cart 758kg in weight versus 639kg.

However, it has a lower towing capacity of 2813kg versus 3500kg, limiting its ability to tow massive caravans and trailers. A forward-fold camper trailer, for example, won’t prove to be an issue for the Jeep.

The fuel tank is smaller than the Patrol (104L versus 140L), but you’ll use less fuel in the process, so range is similar if not better in the Jeep.

The aftermarket will have its work cut out developing parts for the 2022 Grand Cherokee. Considering this vehicle will be sold internationally, we’ll see quality gear at some point … just not yet.

VERDICT

Pricing for the top-of-the-line Ti-L Patrol is $103,199 driveaway, while the Cherokee as tested comes in at $122,700 before on-road costs. The Patrol can also tow 3500kg compared to 2812kg with the Cherokee. For those two reasons alone, I’d be buying the proven Patrol. Is it the better vehicle though?

As an all-rounder to take to the shops and go camping on the weekend, the Grand Cherokee L Summit Reserve offers so much more in terms of technology, comfort and interior design. It’s a really nice 4×4 to drive, and the 3.6-litre V6 engine does a better job than expected and sounds sweet in the process.

I’m also a massive fan of the cameras and functions built in to the infotainment screen, which looks much neater than the myriad buttons found on the dated Patrol dash. I also like the versatility of adjustable air suspension, as the Cherokee does need all the help it can get clearance-wise.

A deal breaker for me is that you can’t fit larger tyres to the Grand Cherokee thanks to the upper control arm design; while the Patrol will take a nearly 35-inch tyre on stock suspension.

If you need to tow a heavy caravan or want to accessorise your four-wheel drive for desert crossings and long-distance touring, I’d buy the Patrol. Put the money saved in to aftermarket accessories and high-octane fuel to feed that glorious V8, and you have a proven package built to eat up the kilometres.

In saying that, the first Grand Cherokee to offer seven seats certainly has a place in the market, and I’m looking forward to see how this platform evolves and grows over the next few years.

2022 Nissan Patrol T-L specs

2022 Jeep Grand Cherokee L Summit Reserve specs