Nissan Patrol vs Toyota LandCruiser 300

As things stand in mid-2026, on driveaway pricing the Patrol Ti starts near $105,000 and the Ti-L near $117,000. The LandCruiser 300 opens around $107,000 for the fleet-focused GX and climbs past $158,000 for the Sahara ZX at the top of the diesel range, so the two overlap heavily through the middle. The Patrol's advantage is sharpest when you compare like-for-like equipment rather than entry price. The larger money story is what happens after purchase, where the Toyota's stronger resale and far lower fuel use narrow or reverse the Patrol's up-front saving across a few years of ownership.

The gap is large. The LandCruiser 300 claims 8.9L/100km from its diesel V6, the Patrol claims 14.4L/100km from its petrol V8, and real-world testing pushes the Patrol closer to 15.5. Over 15,000km a year that difference runs to thousands of dollars. The Toyota also holds its value far better, which is the other half of running costs. The Patrol answers with cheaper scheduled servicing on paper, but neither is a light truck to maintain, and both fall due every six months or 10,000km. For high-kilometre drivers the diesel's economy and resale make the Toyota the clear cost winner.

On the headline number they tie at 3500kg braked with a 350kg tow ball each. Underneath, they tow differently. The LandCruiser makes its 700Nm low in the rev range and sips fuel doing it, so it is the easier long-distance rig and the one that keeps its range with a van behind. The Patrol counters with a higher gross combination mass, 7000kg against the Toyota's 6750kg, so it can legally carry more in the truck while towing the same trailer. Tourers covering big distances lean Toyota; buyers loading heavy and towing lean Patrol.

The LandCruiser 300 holds a five-star ANCAP rating; the current Patrol has none. The Toyota was tested in 2022 and scored five stars, with 89 per cent for adult occupant protection and 88 for child, and it runs ten airbags. That is not a failed test for the Patrol, it has simply never been crash-tested by ANCAP, but it does mean there is no independent crash score to point to, and it carries eight airbags to the Toyota's ten. Both include autonomous emergency braking, lane keep assist, blind-spot monitoring and adaptive cruise control. For buyers who want a verified safety result, the Toyota is the only one that offers it.

On paper the Patrol has the edge. It brings 273mm of ground clearance and a 34.4-degree approach angle against the LandCruiser's 245mm and 31 degrees, plus a plush long-travel ride that soaks up rough ground. The LandCruiser answers with front and rear diff locks, a deep suite of traction electronics, and the touring reliability that has made it the default choice for remote travel. Both will go further than most owners ever will. The Patrol edges raw geometry and comfort, the Toyota edges hardware and the confidence of knowing help and parts are never far away.

The Patrol seats eight in the Ti and Warrior, while the Ti-L swaps to seven with its captain's-chair second row. The LandCruiser 300 splits the other way: the GX, Sahara ZX and GR Sport are five-seaters, while the GXL, VX and Sahara seat seven. So if a usable third row is the priority, most Patrol grades give it to you as standard, whereas you have to choose the right LandCruiser grade. Boot space behind a full third row is modest in either truck. Fold the rear rows and both swallow serious cargo, so seat count matters most to buyers who regularly fill every row.

The Patrol's 5.6-litre petrol V8 makes more power, 298kW to the Toyota's 227kW, and the reviews prize its smoothness and sound. The LandCruiser's 3.3-litre twin-turbo diesel makes more torque, 700Nm to the Patrol's 560Nm, low down where a heavy 4WD wants it, and it uses far less fuel and travels further between fills. If you value the drive and the noise, the V8 wins. If you value torque, economy and range, which is most of what a large 4WD does, the diesel wins. Toyota now sells a petrol-electric hybrid 300 above the diesel too, but the diesel stays the volume choice.

As of 2026, the LandCruiser 300 still holds its value near the purchase price better than almost anything in the class, helped by steady demand and constrained supply. The Patrol depreciates more conventionally. Two factors sharpen the gap: the Toyota outsells the Nissan and has a deeper used market, and the current V8 Patrol is nearing run-out before the next generation arrives, which can soften resale on the outgoing model. Buyers who change vehicles every few years will feel this difference keenly, and it is a large part of why the Toyota's higher purchase price is easier to justify over time.