RoelfleRoux wrote:Take a tape measure to the vehicles and you will be surprised at how close they are in terms of occupying real estate. The only difference is the extra few square meters of sheet metal that the Cruiser and Patrol require in the bonnet dept to cover those ridiculously large straight six motors.
Here is a brief dimensional comparison between the Gen 3 Paj and Patrol:
Overall dimensions:
Gen 3 LWB is 4830mm long, 1895mm wide, 1885mm high
Patrol LWB is 4960mm long, 1930mm wide, 1855mm high
Wheelbase and track width:
Gen 3 LWB: Wheelbase 2780mm, Front track width 1560mm, Rear Track Width 1560mm
Patrol LWB: Wheelbase 2960mm, Front track width 1605mm, Rear Track Width 1625mm
Mass:
Gen 3 LWB kerb mass: around 2130kg
Patrol LWB kerb mass: around 2374kg
The differences are not huge in every case, but the little bits add up to make the Patrol a lot less maneuverable than the Paj and as I said, there is a significant difference in wheelbase between the two. The Patrol has a much larger turning circle than the Paj.
The short nose on the Paj (made possible by the short 4 cylinder diesel or V6 petrol motor choice) is great for visibility from the driver's seat. This is more of a challenge on the Patrol and Cruiser.
Many people are under the impression that the Gen 3 Paj is smaller on the inside than something like a Land Cruiser 100 Series. This is not the case in my opinion. Although the cabin is a little narrower in the Paj, it is taller and the monocoque construction makes excellent space utilisation possible.
RoelfleRoux wrote:What is the big deal about a solid axle?
Solid axles have two plus points in the rough:
1) They help to keep the wheels on the ground in axle twisters, because they work a bit like a see-saw beam: As one wheel is lifted up by the obtacle, it pushes the other wheel down into the hole on the other side. This effectively means that the system helps to even out the ground pressure under each of the four wheels under such conditions. It is true that an axle differential lock can keep a vehicle going in an axle twister when it lifts wheels, but as the conditions get more challenging (e.g. axle twister up a steep hill with loose underfoot conditions), a point is reached where a vehicle with more equal ground pressure under all wheels and a locked axle diff lock will keep going while one that lifts wheels will be unable to progress, despite a locked axle diff.
2) On rough bumpy roads, the ground clearance under the diff does not reduce, regardless of suspension or body movement as the vehicle rides over the bumps. This helps to prevent the vehicle from dragging on the "middelmannetjie".
It is possible to get an independent suspension to perform similarly to a beam axle suspension in axle twisters, but this invariable requires additional complexity as some form of cross-linking (either via air suspension, hydraulics or some clever linkage) is required. The air suspensions in the Land Rover Disco 3/4 and the KDSS system used in the Land Cruiser 200 Series and Prado 150 Series are examples of such systems.
RoelfleRoux wrote:They are ancient in design and the power and speed of the modern 4x4 SUV makes it a dangerous prospect
The design has been around for longer than independant suspensions, but that does not mean that it has been eclipsed in all applications. My Patrol is not as refined as the Paj, but I would not call it dangerous at all at legal speeds.
RoelfleRoux wrote:(ask the guys who insist on driving one of these brands, but cannot afford the real one).
Please explain, Roelf.
RoelfleRoux wrote:Of the three brands in question, only the Cruiser is still sticking to solid axles. The latest Nissan Patrol is now also independently sprung.
The Land Cruiser brand has more models than just about anyone else. Some have independent front suspension and others have beam axles allround.
The Land Cruiser that is most comparable to something like the Patrol would be the 200 Series, which has an independent front suspension and a solid rear axle. Its predecessor was the 100 Series, which was launched in 1998 and was available with both independant front suspension (model code 100, marketed here as the 100VX) and with a solid front axle (model code 105, marketed here as the 100GX).
The Land Cruiser 70 Series wagon (model code 76) is more closely related to the Land Cruiser pick-up (model code 79). Both these have solid axles front and rear. The Land Cruiser 76 is probably intended to compete with the Land Rover Defender and possibly the Mercedes Gelaendewagen, two more vehicles with front and rear beam axles.
The Land Cruiser Prado is probably the model most directly competing with the Paj. This has independent front suspension and a rear beam axle.
The Nissan Patrol pick-up will most likely retain its solid front and rear axles as well. In terms of the Patrol wagon, the model currently sold in SA (model code Y61) has solid axles front and rear. The new model (model code P61C, I think) has independent front and rear suspension, lke the Pajero Gen 3, but Nissan have stated that the old Y61 model will remain in production for the foreseeable future and will be offered in certain markets rather thant he new model.
RoelfleRoux wrote:I personally prefer having the traction and stability control, but have to agree that added to that should be the diff lock option as well (as is the case with the Gen4 GLS).
It is actually the Gen 4 GLX that has the diff lock (or at least some have it; the early ones did not always have a rear diff lock). I agree that traction control plus a diff lock is an impressive combination. I would have preferred it if they could both be active at the same time on the Gen 4, like on the Disco 3, though.
(i'm still a noob) say's that I should have looked at a Patrol or LC (not that i trust TSA) before getting my Paj.
