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Nissan1987–2016 Critical issues documented

Nissan Patrol Y61: common faults & what to check

The Y61 is the Nissan Patrol built 2000–2016. It was sold here with the 3.0 turbo-diesel, 4.2 turbo-diesel, and 4.8 petrol. Of the 48 faults documented for the Patrol, 30 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

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  • Odometer history
  • Money owing
  • Reported stolen
  • Ownership history
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  • NZ owned and operated

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48

Documented faults

Critical

Most serious

$800–$3,500

Typical repair

9

Systems covered

You're looking at the Y61

3 engine variants are documented for this generation. Pick yours to narrow further, or keep reading for the generation as a whole.

Choose a different generation

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

A 2000 Nissan Patrol is the Y61 generation (2000 to 2016).

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Nissan Patrol Y61Engine not picked yet

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Can't confirm for this car

Nissan Patrol · 2000

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

  • No engine is recorded for this vehicle.

matched on year only

What to look out for

The checks worth doing on a Nissan Patrol before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Look for hairline cracks radiating from the inner rolled section of the eye.

    See why

    Rear Leaf Spring Eye Cracking and Bushing Collapse

    The GU Patrol's rear suspension uses a multi-leaf spring pack with a rolled steel eye at the front mounting point. On high-mileage or heavily loaded vehicles — particularly those used for towing or carrying canopies and drawers — the spring eye develops fatigue cracks at the inner radius of the rolled eye. In parallel, the polyurethane or rubber bush inside the eye collapses and allows metal-to-metal contact, accelerating crack propagation. A cracked spring eye can fail completely and allow the axle to shift rearward under braking, causing a sudden and dangerous loss of directional control. Vehicles with aftermarket lift packs fitted at increased spring rate are at elevated risk.

    What you would notice

    • Clunking from the rear suspension on acceleration or braking, particularly when the vehicle is laden
    • Visible crack line or rust bleeding from the inner radius of the leaf spring front eye
    • Rear axle shift causing steering pull under hard braking — a safety-critical sign of impending eye failure
    • Excessive lateral movement of the rear axle when rocked by hand with the vehicle on a hoist

    Typically $600–$1,800 to put right.

  • Costly issue

    Inspect the front differential pinion flange and the nose of the differential casing for gear oil weeping or a dried oil film.

    See why

    Front Differential Pinion Seal Leak

    The front differential pinion shaft seal on the GU Patrol's Dana 30/Patrol front axle is a high-wear item. The pinion flange rotates at driveshaft speed and the rubber lip seal degrades from heat and UV exposure, typically beginning to seep between 80,000 and 150,000 km. The leak is progressive: initially a light film of gear oil on the front of the diff casing, eventually building to active dripping if ignored. Running the differential with low oil from a leaking pinion seal causes pinion and crown wheel bearing wear and ultimately differential failure. The seal is inexpensive but requires correct flange nut preload to be re-set on reassembly.

    What you would notice

    • Visible gear oil film or active dripping from the front of the differential casing at the pinion nose
    • Differential oil level found low at service without any other known leak
    • Gear oil smell from under the vehicle, strongest from the front axle area
    • Oil staining on the front propshaft or inner CV joint boots

    Typically $180–$450 to put right.

  • Costly issue

    Run your fingers along the roof gutters and around the rear quarter glass rubbers looking for bubbling.

    See why

    Rust in gutters, sills, rear quarters and chassis (Y61)

    Y61 Patrols rust in predictable places: roof gutters, around the rear quarter windows and barn doors, sills, floor pans, body mounts and the chassis rails/rear crossmember. NZ examples that have lived on beaches (a classic Patrol life) or towed boats are the worst affected, and Japanese-import Safaris can carry hidden salt-road corrosion. The mechanicals — especially the legendary TD42 — will outlast the body, so on an old Patrol the body and chassis condition is the real value driver.

    What you would notice

    • Bubbling paint along the roof gutters and around rear windows
    • Crusty sills and wheel arch lips
    • Flaking scale on chassis rails and rear crossmember
    • Damp or rust-stained floor carpets
    • Fresh underseal hiding the evidence

    Typically $1,000–$6,000 to put right.

  • Costly issue

    Listen from inside the vehicle during a road test at 60–80 km/h in 2H for a speed-related howl that does not change with engine rpm.

    See why

    Transfer Case Front Input Bearing and Oil Seal Failure

    Both Y60 and Y61 Patrols use a twin-stick transfer case (Borg Warner or Nissan NP233/NP205 equivalent). The front input shaft bearing is a known wear point: it runs in a housing exposed to heat cycling and off-road vibration, and the factory grease interval is rarely observed. Bearing failure produces a howl that varies with vehicle speed independent of gear selection. Simultaneously, the front and rear output shaft oil seals harden and crack, allowing gear oil to migrate into the front propshaft flange and onto the rear brake drums. Total transfer case oil loss can occur quickly once the seals breach, leading to catastrophic bearing and gear failure.

    What you would notice

    • Howling or whining from under the centre of the vehicle varying with road speed
    • Oil leak at front or rear transfer case output flanges
    • Gear oil smell from beneath the vehicle after driving
    • Vibration transmitted through the floor under four-wheel drive engagement

    Typically $600–$3,500 to put right.

  • Costly issue

    Drain and inspect the transfer case oil for a metallic sheen or fine metal particles, which indicate chain and sprocket wear.

    See why

    Transfer Case Drive Chain Wear and Slipping

    The Patrol Y61 uses a Borg Warner transfer case with an internal drive chain to distribute torque between the front and rear outputs. The chain is lubricated by the transfer case oil, and over high mileage — especially where oil changes have been neglected or the vehicle has been used heavily in 4WD — the chain links elongate through wear and the sprocket teeth become rounded. A worn chain produces vibration and shudder felt through the driveline in 4WD, and in advanced cases the chain can skip over the sprockets, causing intermittent loss of drive to either axle. The failure is accelerated by off-road use that demands sustained 4WD engagement.

    What you would notice

    • Vibration or shudder felt through the floor and transmission tunnel when in 4WD
    • Hesitation or difficulty engaging or disengaging 4WD modes
    • Metallic particles visible in transfer case oil when drained

    Typically $1,100–$2,800 to put right.

  • Costly issue

    Inspect the axle tube where it exits the differential housing for oil weeping.

    See why

    Front Axle Birfield Joint Failure and Axle Seal Leaks

    The solid front axle on both Y60 and Y61 Patrols uses Birfield constant-velocity joints enclosed in the hub. The Birfield cage and balls crack under sustained off-road stress, particularly when the axle is lifted beyond the factory geometry or when the grease nipple service interval is missed. Once the cage cracks, grease is expelled and metal-on-metal wear accelerates rapidly. The inner axle tube oil seal (differental side) also weeps on high-mileage examples, allowing diff oil to migrate along the axle shaft and contaminate the Birfield grease cavity — effectively starving the joint. Failure of the Birfield joint results in a complete loss of drive to the affected front wheel and potential for the shaft to disengage at speed.

    What you would notice

    • Clicking or clunking from the front axle when turning with four-wheel drive engaged
    • Grease flung onto the inside of the front wheel and onto the brake caliper
    • Vibration or shimmy through the steering wheel on rough terrain in 4WD
    • Gear oil smell from the front axle area after off-road use

    Typically $400–$2,200 to put right.

See all 30 issues for this oneDocumented for the exact year and engine you picked, including 8 rated critical.
Engine, transmission & cooling3

01Transfer Case Front Input Bearing and Oil Seal Failure

Listen from inside the vehicle during a road test at 60–80 km/h in 2H for a speed-related howl that does not change with engine rpm.1987–2013TransmissionRead the full fault: symptoms, where to look, what to ask the seller

02Transfer Case Drive Chain Wear and Slipping

Drain and inspect the transfer case oil for a metallic sheen or fine metal particles, which indicate chain and sprocket wear.1997–2012Transmission
CommonTransmission $1,100–$2,800 to fix

The Patrol Y61 uses a Borg Warner transfer case with an internal drive chain to distribute torque between the front and rear outputs. The chain is lubricated by the transfer case oil, and over high mileage — especially where oil changes have been neglected or the vehicle has been used heavily in 4WD — the chain links elongate through wear and the sprocket teeth become rounded. A worn chain produces vibration and shudder felt through the driveline in 4WD, and in advanced cases the chain can skip over the sprockets, causing intermittent loss of drive to either axle. The failure is accelerated by off-road use that demands sustained 4WD engagement.

Symptoms to notice

  • Vibration or shudder felt through the floor and transmission tunnel when in 4WD
  • Hesitation or difficulty engaging or disengaging 4WD modes
  • Metallic particles visible in transfer case oil when drained

What to check

Drain and inspect the transfer case oil for a metallic sheen or fine metal particles, which indicate chain and sprocket wear. On a test drive in 4WD on a safe road, check for vibration or shudder through the floor and driveshaft area. Attempt to engage and disengage 4H and 4L multiple times and confirm positive, clunk-free engagement. Ask for the transfer case oil change history — fluid that has never been changed dramatically accelerates internal wear.

Where to look: Transfer case mounted behind the main gearbox; the chain is inside the case and is not externally visible without disassembly

Parts involved: Transfer case.

Ask the seller

  • “Has the transfer case oil ever been changed, and if so, when?”
  • “Is there any vibration or shudder when driving in 4WD?”
  • “Does 4WD engage cleanly and hold without slipping or grinding?”

03Transfer Case Hi/Lo Engagement Fork Wear

Engage 4Lo on a flat surface and attempt to drive — the range should hold firmly.1997–2013Transmission
OccasionalTransmission $800–$2,200 to fix

The GU Patrol's part-time transfer case uses a mechanical shift fork to move the range sleeve between high and low range. The fork is manufactured from an aluminium alloy and the engagement pads wear progressively, especially on vehicles used frequently off-road or where the shift is made at speed rather than at a dead stop. Worn fork pads result in incomplete engagement of low range, causing the transfer case to pop out of 4Lo under load — the classic symptom is the vehicle unexpectedly returning to neutral under a steep hill-climb load. In advanced cases the fork can fracture, requiring full transfer case disassembly.

Symptoms to notice

  • Transfer case jumping out of 4Lo under load, especially during low-speed hill climbs or deep mud
  • Difficulty engaging 4Lo or a crunching sensation when the range shift lever is moved
  • Loud clunk when low range disengages unexpectedly under power
  • Transfer case lever vibrating or creeping toward neutral when in 4Lo

What to check

Engage 4Lo on a flat surface and attempt to drive — the range should hold firmly. Test 4Lo under load on a steep incline: if the case pops out to neutral, the fork is worn. With the transfer case in the workshop, measure the thickness of the shift fork engagement pads against the service limit. Inspect the range sleeve engagement teeth for rounding or chamfering that allows the sleeve to walk off the fork.

Where to look: Transfer case, shift fork and range sleeve

Parts involved: Transfer case.

Ask the seller

  • “Has the transfer case ever been rebuilt or has the shift fork been replaced?”
  • “Does 4Lo engage cleanly and stay engaged under load on a hill?”
  • “How frequently has the vehicle been used off-road in 4Lo?”
Body, brakes, suspension & interior1 critical8

04Rear Leaf Spring Eye Cracking and Bushing Collapse

Look for hairline cracks radiating from the inner rolled section of the eye.1997–2013Suspension
OccasionalSuspension $600–$1,800 to fix

The GU Patrol's rear suspension uses a multi-leaf spring pack with a rolled steel eye at the front mounting point. On high-mileage or heavily loaded vehicles — particularly those used for towing or carrying canopies and drawers — the spring eye develops fatigue cracks at the inner radius of the rolled eye. In parallel, the polyurethane or rubber bush inside the eye collapses and allows metal-to-metal contact, accelerating crack propagation. A cracked spring eye can fail completely and allow the axle to shift rearward under braking, causing a sudden and dangerous loss of directional control. Vehicles with aftermarket lift packs fitted at increased spring rate are at elevated risk.

Symptoms to notice

  • Clunking from the rear suspension on acceleration or braking, particularly when the vehicle is laden
  • Visible crack line or rust bleeding from the inner radius of the leaf spring front eye
  • Rear axle shift causing steering pull under hard braking — a safety-critical sign of impending eye failure
  • Excessive lateral movement of the rear axle when rocked by hand with the vehicle on a hoist

What to check

  1. Look for hairline cracks radiating from the inner rolled section of the eye.
  2. Check bush condition — significant lateral play or visible rubber deterioration requires replacement.
  3. Inspect the spring hanger mounting plates for cracks and check all U-bolt nuts for correct torque.
  4. If a workshop inspection is possible: With the vehicle on a hoist and weight off the springs, inspect both rear spring front eyes with a bright light and a wire brush to remove grime.

Where to look: Rear leaf springs, front spring eye and hangers

Parts involved: Rear leaf spring.

Ask the seller

  • “Have the rear leaf springs and spring eyes been inspected recently, and has any cracking been found?”
  • “Has the vehicle been used for regular heavy towing or had a heavy canopy fitted?”
  • “Has a clunking noise been noticed from the rear under load or during braking?”

05Rust in gutters, sills, rear quarters and chassis (Y61)

Run your fingers along the roof gutters and around the rear quarter glass rubbers looking for bubbling.2000–2016Body & RustRead the full fault: symptoms, where to look, what to ask the seller

06Chassis Rail and Rear Crossmember Corrosion

1997–2013Body & RustRead the full fault: symptoms, where to look, what to ask the seller

07Rear Leaf Spring Sag and U-Bolt Fatigue

1987–2013SuspensionRead the full fault: symptoms, where to look, what to ask the seller

08Front prop shaft and Birfield CV boot failure

Turn on full lock both ways and drive slowly, listening for clicking.1997–2013SuspensionRead the full fault: symptoms, where to look, what to ask the seller

09Front-end 'death wobble' — kingpin preload and worn steering components (Y61)

Test drive at 90-100 km/h over patchy seal, including some bumps — the wobble announces itself unmistakably.2000–2016Suspension
OccasionalSuspension $500–$2,000 to fix

Live-axle Y61 Patrols, particularly lifted or hard-worked examples, can develop a violent front-end shimmy at open-road speed after hitting a bump — the infamous death wobble. Forum consensus and workshop experience point to kingpin (swivel hub) preload as the first thing to check, followed by panhard rod bushes, tie rod ends and wheel balance. It is fixable and usually not hugely expensive, but a truck that wobbles has often been worn in several places at once, and big aftermarket tyres make it worse.

Symptoms to notice

  • Violent steering wheel shake after a bump at 80-100 km/h that only stops when you slow right down
  • Vague steering with play at centre
  • Clunks from the front end over bumps
  • Uneven front tyre wear

What to check

  1. Test drive at 90-100 km/h over patchy seal, including some bumps — the wobble announces itself unmistakably.
  2. With the front jacked, rock each front wheel at 12 and 6 o'clock (bearing/kingpin play) and 9 and 3 (tie rods).
  3. Note the suspension lift height and tyre size; anything over 2 inches with 33s+ needs the steering geometry sorted properly.

Where to look: Front axle: swivel hubs/kingpins, panhard rod bushes, tie rod ends, steering damper

Ask the seller

  • “Has it ever had death wobble, and what was done?”
  • “When were the kingpin preload and wheel bearings last serviced?”
  • “What size lift and tyres are fitted, and is it certified?”

10Front Axle Universal Joint Wear and Vibration

1997–2012SuspensionRead the full fault: symptoms, where to look, what to ask the seller

11Brake Caliper Guide Pin Seizure

Attempt to slide the caliper body by hand along the guide pins — it should move smoothly with light hand force.1997–2012Brakes
CommonBrakes $180–$620 to fix

The front and rear brake calipers on the Y61 Patrol use sliding guide pins to allow the caliper body to float as the brake pads wear, ensuring even pad contact across the rotor face. The guide pin rubber dust boots deteriorate with age and road exposure, allowing moisture and road salt to enter the pin bore. The steel guide pins then corrode inside their aluminium carriers, seizing in place. A seized guide pin prevents the caliper from sliding freely, so only the piston-side pad contacts the rotor effectively, causing rapid and uneven pad wear, rotor scoring, and a vehicle that pulls to one side under braking. In severe cases the seized caliper drags permanently, generating heat that can boil brake fluid and cause brake fade.

Symptoms to notice

  • Vehicle pulling to one side under braking with no steering input
  • Significantly uneven brake pad wear between inner and outer pads on the same caliper
  • Dragging sensation or one wheel noticeably hotter than the others after normal driving

What to check

Attempt to slide the caliper body by hand along the guide pins — it should move smoothly with light hand force. Compare the inner and outer pad thicknesses: a significant difference (more than 3mm) confirms the caliper is not floating correctly. After a test drive, carefully feel each wheel rim for uneven heat distribution between corners, which indicates a dragging caliper. If a workshop inspection is possible: Remove the wheel and visually inspect the guide pin boots for cracking, splitting, or missing rubber.

Where to look: Guide pins are located at the top and bottom of each caliper mounting bracket, front and rear axles

Parts involved: Brake disc and pads.

Ask the seller

  • “When were the brakes last serviced, and were the caliper guide pins cleaned and greased?”
  • “Does the vehicle pull to one side when braking?”
  • “Have the brake pads worn unevenly on any corner of the vehicle?”
Fluid leaks2

12Front Axle Birfield Joint Failure and Axle Seal Leaks

Inspect the axle tube where it exits the differential housing for oil weeping.1987–2013Fluid LeaksRead the full fault: symptoms, where to look, what to ask the seller

13Front Differential Pinion Seal Leak

Inspect the front differential pinion flange and the nose of the differential casing for gear oil weeping or a dried oil film.1997–2013Fluid Leaks
Very commonFluid Leaks $180–$450 to fix

The front differential pinion shaft seal on the GU Patrol's Dana 30/Patrol front axle is a high-wear item. The pinion flange rotates at driveshaft speed and the rubber lip seal degrades from heat and UV exposure, typically beginning to seep between 80,000 and 150,000 km. The leak is progressive: initially a light film of gear oil on the front of the diff casing, eventually building to active dripping if ignored. Running the differential with low oil from a leaking pinion seal causes pinion and crown wheel bearing wear and ultimately differential failure. The seal is inexpensive but requires correct flange nut preload to be re-set on reassembly.

Symptoms to notice

  • Visible gear oil film or active dripping from the front of the differential casing at the pinion nose
  • Differential oil level found low at service without any other known leak
  • Gear oil smell from under the vehicle, strongest from the front axle area
  • Oil staining on the front propshaft or inner CV joint boots

What to check

  1. Inspect the front differential pinion flange and the nose of the differential casing for gear oil weeping or a dried oil film.
  2. Place cardboard under the front diff overnight to catch any active drips.
  3. Check the differential oil level via the fill plug — low level on a sealed unit confirms a leak path.
  4. Inspect for oil staining on the front driveshaft and surrounding chassis rails.

Where to look: Front differential, pinion shaft nose

Parts involved: Differential.

Ask the seller

  • “When were the front and rear differential seals last inspected or replaced?”
  • “Has the front differential oil ever been found low during a service?”
  • “Is there any visible oil staining under the front differential?”
Depends on the exact engine — 17 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.
Engine, transmission & cooling16

01ZD30 3.0 diesel 'grenade' — melted pistons from overboost and overfuelling

diesel2000–2007EngineRead the full fault: symptoms, where to look, what to ask the seller

02ZD30DDTi catastrophic engine failure — piston and connecting rod destruction

Check service history for regular oil changes at or before 5,000 km intervals.diesel1997–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

03ZD30DDi Piston Land Cracking and Catastrophic Engine Failure

Check intercooler hoses for boost leaks (soap test).diesel2000–2007EngineRead the full fault: symptoms, where to look, what to ask the seller

04ZD30DDTi Head Gasket Failure and Piston Cracking

Check for white or sweet-smelling exhaust smoke at idle and under load.diesel2000–2012EngineRead the full fault: symptoms, where to look, what to ask the seller

05TB42E Timing Chain Tensioner Failure

The TB42E 4.2L petrol inline-six uses a hydraulic timing chain tensioner that relies on oil pressure to maintain chain tension.petrol1987–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

06TB45E petrol head gasket failure

Check oil cap and dipstick for white emulsion.petrol1997–2007EngineRead the full fault: symptoms, where to look, what to ask the seller

07ZD30DDTi Marginal Cooling System Capacity

Inspect the coolant overflow reservoir for hairline cracks at the filler neck and mounting tabs — squeeze the tank gently and look for seepage.diesel2000–2013CoolingRead the full fault: symptoms, where to look, what to ask the seller

08TB48DE Rear Cylinder Head Gasket Failure

Use a combustion leak test kit (block tester / CO2 sniff test) on the coolant reservoir — a colour change confirms exhaust gases in coolant.petrol1997–2013Engine
OccasionalEngine $2,500–$6,000 to fix

Can't confirm for this car

The TB48DE inline-six has a known weak point at the rear pair of cylinders (cylinders 5 and 6) where the head gasket is most susceptible to failure. The failure mode is typically a coolant-to-combustion breach rather than an oil leak, driven by localised thermal stress at the rear of the long cylinder block where coolant flow is weakest. Symptoms closely mimic those of a failing radiator or thermostat, which can delay correct diagnosis. Overheating events — even brief ones from a faulty thermostat — accelerate the gasket failure. Detection via a combustion gas test of the coolant reservoir is the most reliable non-invasive diagnostic.

A removed multi-layer steel head gasket held up, showing staining around the cylinder bore.Example of the part — not this vehicle

A used multi-layer head gasket. Discolouration between a cylinder and a water gallery is the tell.

John Furman · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • White exhaust smoke with a sweet coolant smell, most noticeable on start-up and under hard acceleration
  • Coolant loss without any visible external leak, with the reservoir dropping over days or weeks
  • Overheating or temperature gauge fluctuation under load despite the cooling system appearing otherwise functional
  • Bubbling or pressurisation in the coolant reservoir with the engine at operating temperature

What to check

Use a combustion leak test kit (block tester / CO2 sniff test) on the coolant reservoir — a colour change confirms exhaust gases in coolant. Inspect the coolant for oily contamination. Look for white chalky deposits around the rear of the block where coolant may have wept externally. Monitor coolant temperature closely during a test drive for erratic fluctuations. If a workshop inspection is possible: Remove the spark plugs from cylinders 5 and 6 and check for steam-cleaned electrodes or coolant residue.

Where to look: Cylinder head gasket, cylinders 5 and 6 (rear of engine)

Parts involved: Head gasket, Cylinder head.

Ask the seller

  • “Has the engine ever overheated, even briefly?”
  • “Has the head gasket ever been replaced, and do you have a receipt?”
  • “Has a combustion leak test been performed on the cooling system?”

09TB48DE Timing Chain Stretch and Tensioner Rattle

Start the engine from cold and immediately listen at the front of the engine for a metallic rattle or slap in the first 10–15 seconds.petrol1997–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

10ZD30DDTi turbo oil feed banjo bolt blockage causing turbo failure

Check for oily residue inside the intake hose and intercooler.diesel1997–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

11TD42 Bosch VE Injection Pump Wear and Timing Drift

The TD42 4.2L naturally aspirated diesel uses a Bosch VE rotary injection pump.diesel1987–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

12ZD30DDTi Turbocharger Bearing Failure from Oil Starvation

Grasp the turbo shaft through the compressor inlet and check for radial play: more than 0.5 mm of movement indicates bearing wear.diesel1997–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

13ZD30DDTi EGR Valve and Inlet Manifold Carbon Blockage

Ask whether an EGR delete or block-off plate has been fitted (common aftermarket modification); if so, confirm it was tuned to match.diesel2000–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

14ZD30DDi Injector O-Ring Failure Causing Diesel-in-Oil Contamination

Pull the dipstick and smell the oil — diesel contamination is immediately detectable.diesel2000–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

15ZD30DDTi Intercooler Boost Pipe Cracking and Boost Leak

With the engine off and cool, squeeze each rubber coupler by hand and inspect for surface cracking or splits.diesel2000–2012EngineRead the full fault: symptoms, where to look, what to ask the seller

16TD42 Thermostat Housing Crack and Coolant Loss

The TD42 uses a cast iron block with an aluminium thermostat housing.diesel1987–2013CoolingRead the full fault: symptoms, where to look, what to ask the seller
Fluid leaks1

01RD28T injector pump and front seal oil/fuel leak

Inspect around the injection pump body and front shaft seal for fuel or oil weeping.diesel1997–2013Fluid Leaks
OccasionalFluid Leaks $500–$1,600 to fix

Can't confirm for this car

The 2.8L RD28T turbo diesel injection pump shaft seal and front cover gasket are known to weep fuel and oil with age. The pump is mechanically driven and the seal wears over high mileage. Fuel contamination of engine oil is a secondary risk if shaft seals fail fully. Less catastrophically dangerous than ZD30 issues but a common finding on higher-mileage RD28T GU Patrols imported into NZ as JDM units.

A single common-rail diesel fuel injector photographed against a plain background.Example of the part — not this vehicle

A common-rail diesel injector. Contamination damages the nozzle at the tip.

Panoha · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Diesel or oil smell from engine bay
  • Wet or stained area around injection pump body
  • Fuel or oil drips on the ground beneath the engine
  • Slight loss of fuel economy if seal is badly worn

What to check

  1. Inspect around the injection pump body and front shaft seal for fuel or oil weeping.
  2. Look for staining on the engine block below the pump.
  3. Check oil level for any sign of dilution from fuel ingress.
  4. Smell the oil dipstick — fuel contamination gives a distinctive thin, petrol-like smell.

Where to look: Front of engine block — RD28T inline injection pump shaft seal and body gaskets

Parts involved: Fuel injector.

Ask the seller

  • “Has the injection pump been resealed or rebuilt?”
  • “Any fuel or oil smell around the engine?”
  • “What is the service history on the RD28T?”
Other Nissan Patrol engines and years18 documented issues that do not apply to the one you picked.
Engine, transmission & cooling10

01RD28T Head Gasket Failure Between Cylinders

diesel1987–1997EngineRead the full fault: symptoms, where to look, what to ask the seller

02TB42 petrol head gasket failure

Check oil filler cap and dipstick for white emulsion.petrol1987–1997EngineRead the full fault: symptoms, where to look, what to ask the seller

03ZD30DDi EGR Cooler Internal Cracking and Coolant Contamination

Inspect the coolant reservoir for brown oily contamination or a foamy head — both indicate exhaust gas ingress into the coolant.diesel2001–2012CoolingRead the full fault: symptoms, where to look, what to ask the seller

04VK56VD VVEL Timing Chain Stretch & Rattle

Listen for timing chain rattle on a cold start before engine oil pressure builds.petrol2010 onwardEngineRead the full fault: symptoms, where to look, what to ask the seller

057-speed auto: 'sealed-for-life' fluid myth and torque converter wear when towing (Y62)

Ask what the vehicle has towed and look for a heavy-duty towbar, brake controller and transmission cooler.petrol2013 onwardTransmission
OccasionalTransmission $3,000–$6,500 to fix

Does not apply

Nissan marketed the Y62's 7-speed automatic as sealed-for-life, but Australian Patrol specialists strongly disagree — vehicles used for towing or hot-climate touring need fluid changes as often as every 30,000-50,000 km, and the torque converter is the known weak point under prolonged heavy towing. Symptoms include shift delays under load, shudder, and gear ratio fault codes (P0729 for 6th gear is a known one, often speed-sensor related). Most Y62s in NZ tow something big, so service history matters more than the odometer.

A cutaway automatic transmission torque converter showing the internal turbine and stator.Example of the part — not this vehicle

A torque converter, sectioned. The lock-up clutch inside is what shudders.

No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Shudder at light throttle around 80-100 km/h (torque converter)
  • Delayed or flaring shifts under load
  • Transmission temperature warnings when towing
  • Check engine light with gear ratio codes such as P0729

What to check

Ask what the vehicle has towed and look for a heavy-duty towbar, brake controller and transmission cooler. Demand evidence of transmission fluid services — 'it's sealed for life' from a seller is the wrong answer. On the test drive, hold light throttle at open-road speed and feel for a subtle shudder, and accelerate firmly uphill listening for flare between shifts.

Where to look: 7-speed automatic transmission and torque converter, under the centre of the vehicle

Parts involved: Torque converter.

Ask the seller

  • “How often has the transmission fluid been changed?”
  • “What has it towed and how often?”
  • “Has the torque converter or valve body ever been replaced?”

06RE7R01B Torque Converter Clutch Shudder

Test drive at a steady 50-80 km/h on very light throttle and note any shudder or vibration through the drivetrain or seat.petrol2010 onwardTransmissionRead the full fault: symptoms, where to look, what to ask the seller

07VK56VD VVEL Actuator Motor Failure

Scan ECU for P000A, P000B, or bank-specific VVEL actuator codes.petrol2010 onwardEngine
OccasionalEngine $1,800–$4,000 to fix

Does not apply

The VVEL system on the VK56VD uses electric DC actuator motors on each cylinder bank to continuously vary valve lift and duration. These actuator motors are prone to internal brush wear and bearing failure, typically presenting between 80,000 and 150,000 km. When a motor fails the ECU detects the fault, stores a P000A or P000B code, and restricts the engine to a fixed low-lift limp mode resulting in a dramatic loss of power. Replacement requires removal of the intake manifold and valve covers, making labour costs significant.

Symptoms to notice

  • Check engine light with P000A or P000B VVEL actuator fault codes
  • Sudden and significant loss of engine power, vehicle enters limp mode
  • Rough idle and poor throttle response across the RPM range
  • Noticeably reduced fuel economy prior to and during failure

What to check

  1. Scan ECU for P000A, P000B, or bank-specific VVEL actuator codes.
  2. Verify the engine pulls strongly and smoothly across the full RPM range during a test drive, noting any flat spots or hesitation.
  3. Ask the owner whether the vehicle has ever entered limp mode or experienced sudden power loss.
  4. Check for recent intake manifold removal in service records.

Where to look: Top of each cylinder bank beneath the intake manifold valley on the VK56VD engine

Parts involved: Intake manifold, Rocker / valve cover.

Ask the seller

  • “Has either VVEL actuator motor been replaced or inspected?”
  • “Are there any stored or cleared VVEL fault codes such as P000A or P000B?”
  • “Has the vehicle ever entered limp mode or suffered a sudden unexplained loss of power?”

08VK56VD HPFP Pulsation Dampener Diaphragm Rupture

Connect a live data scanner capable of reading high-pressure fuel rail pressure and monitor at idle for oscillations or instability.petrol2010 onwardEngine
OccasionalEngine $800–$2,500 to fix

Does not apply

The VK56VD direct-injection engine uses a high-pressure fuel pump with an integrated pulsation dampener whose flexible metal or rubber diaphragm absorbs cyclic pressure pulses generated by the cam-driven pump. This diaphragm can rupture or fatigue over time, causing uncontrolled fuel pressure oscillations in the high-pressure rail, rough idle, hesitation under load, and erratic fuel delivery. In severe cases of diaphragm rupture, fuel vapour can enter the engine bay. Symptoms closely mimic other fuelling faults and definitive diagnosis requires monitoring live high-pressure fuel rail data for oscillation signatures.

Symptoms to notice

  • Rough idle particularly at low RPM and when the engine is at full operating temperature
  • Engine hesitation or stumble under light to moderate throttle load
  • Fuel smell from engine bay if the diaphragm ruptures completely and allows fuel vapour to escape
  • Check engine light with P0087 low fuel pressure or P0088 high fuel pressure fault codes
  • Erratic or oscillating fuel pressure readings visible on live scanner data at idle

What to check

  1. Connect a live data scanner capable of reading high-pressure fuel rail pressure and monitor at idle for oscillations or instability.
  2. Inspect the high-pressure fuel pump body and surrounding engine bay area for any fuel staining, residue, or fuel smell indicating a diaphragm breach.
  3. Check for P0087, P0088, or fuel rail pressure sensor codes.
  4. Review the service history for any idle quality complaints or unexplained fuelling faults.

Where to look: High-pressure fuel pump mounted on the rear of the VK56VD engine block, driven by an eccentric lobe on the camshaft

Parts involved: High-pressure fuel pump.

Ask the seller

  • “Has the vehicle ever had a persistent rough idle that was difficult to diagnose or resolve?”
  • “Has the high-pressure fuel pump or its pulsation dampener ever been replaced?”
  • “Are there any current or previously cleared fuel system fault codes stored in the ECU?”
  • “Is there any fuel smell detectable from the engine bay at idle or after shutdown?”

09VK56 5.6 V8 extreme fuel consumption and limited touring range (Y62)

Reset the trip computer at the start of the test drive and note the consumption over a mixed loop.petrol2013 onwardEngine
Very commonEngine $0–$3,500 to fix

Does not apply

Not a defect but the defining ownership cost: the 5.6-litre petrol V8 routinely returns 14-18 L/100km around town and well over 20 L/100km towing, and forum threads are full of owners shocked by real-world figures versus the official claim. With the 140-litre tank that still limits remote touring range, which is why long-range tanks and careful trip planning are common. Budget realistically — at NZ petrol prices a towing Y62 can cost more in fuel than its finance payment. The engine itself is robust when serviced, making this a wallet problem rather than a reliability one.

Symptoms to notice

  • Real-world fuel economy of 14-18 L/100km unladen
  • 20+ L/100km when towing
  • Trip computer range dropping alarmingly fast with a trailer on

What to check

Reset the trip computer at the start of the test drive and note the consumption over a mixed loop. Check whether an auxiliary long-range fuel tank has been fitted (the cost shown covers fitting one). Do your own fuel budget for your actual usage before falling in love with the drive — the V8 is very convincing on a 20-minute test.

Where to look: Whole-of-ownership issue; check under the rear for an auxiliary fuel tank

Ask the seller

  • “What real-world fuel economy do you get around town and towing?”
  • “Has a long-range tank been fitted?”

10VK56VD MAP Sensor Failure & Rough Idle

Scan the ECU for MAP sensor fault codes P0105 through P0108.petrol2010 onwardEngine
OccasionalEngine $250–$700 to fix

Does not apply

The intake manifold absolute pressure sensor on the VK56VD 5.6L V8 is susceptible to contamination from oil vapour and carbon deposits drawn through the PCV system. Sensor drift or complete failure causes the ECU to receive incorrect manifold pressure data, leading to an incorrect fuel calculation, rough idle, erratic fuel trims, hesitation on light throttle, and an illuminated check engine light. The sensor itself is a relatively inexpensive component, but access on the VK56VD may require partial intake disassembly, adding to labour cost.

Symptoms to notice

  • Rough or unstable idle, particularly when cold or immediately after reaching operating temperature
  • Check engine light with P0105, P0106, P0107, or P0108 MAP sensor fault codes
  • Hesitation or stumble on light throttle acceleration from low speeds
  • Poor fuel economy and erratic short-term or long-term fuel trim readings on live data

What to check

Scan the ECU for MAP sensor fault codes P0105 through P0108. Connect a live data scanner and monitor short-term and long-term fuel trim values for deviations greater than 10% in either direction. Inspect the MAP sensor and any associated vacuum hose for oil contamination, cracking, or loose connections. Observe idle quality both cold and at full operating temperature.

Where to look: Intake manifold upper plenum on the VK56VD engine, connected via vacuum line or direct port mount

Parts involved: Intake manifold, PCV / oil separator.

Ask the seller

  • “Has the vehicle ever had a rough idle or check engine light related to MAP sensor or fuel trim issues?”
  • “Has the MAP sensor been cleaned or replaced?”
  • “Is the idle smooth and steady both when cold and when fully warmed up?”
Electrical1

01Transfer case encoder motor failure — stuck in Hi or Lo range

The Y62 Patrol uses an electronic encoder motor to shift the transfer case between 2H, 4H, and 4L.petrol2010 onwardElectrical
OccasionalElectrical $1,200–$3,500 to fix

Does not apply

The Y62 Patrol uses an electronic encoder motor to shift the transfer case between 2H, 4H, and 4L. The encoder motor and its position sensor are prone to failure, causing the transfer case to stick in its current range or refuse to shift. The vehicle may remain stuck in 4WD (causing drivetrain binding on-road) or in 4Lo (preventing road driving). This is a documented fault on Y62 Patrols in NZ/AU from around 80,000 km onward, with replacement encoder motors required.

Symptoms to notice

  • 4WD selector not responding — vehicle stays in current mode
  • 4WD warning light flashing or staying on when not expected
  • Drivetrain binding or hopping on tight turns in 4WD on dry road
  • Fault codes related to transfer case encoder motor position sensor
  • Grinding or refusal to complete range change

What to check

  1. Test the full range of transfer case modes with the vehicle stationary — cycle through 2H, 4H, 4Lo and confirm each engages cleanly with dash indicator confirming the mode.
  2. Listen for grinding or incomplete shifts.
  3. Scan for any transfer case or 4WD system fault codes.
  4. Confirm that the vehicle does not exhibit drivetrain binding when driving in 2WD.

Where to look: Transfer case — encoder motor mounted on the transfer case body, typically accessible from underneath the vehicle

Parts involved: Transfer case.

Ask the seller

  • “Have all four-wheel drive modes been tested recently?”
  • “Has the transfer case encoder motor ever been replaced?”
  • “Are there any 4WD system warning lights or fault codes stored?”
  • “Does the drivetrain feel normal when driving — no binding or hopping?”
Body, brakes, suspension & interior6

01Rear leaf spring mount and chassis rail corrosion

Y60 Patrols operated in coastal NZ or wet AU regions develop heavy rust in the rear chassis rails, leaf spring perches, and shackle mount areas.1987–1997Body & RustRead the full fault: symptoms, where to look, what to ask the seller

02Y61 GU Patrol Takata passenger airbag inflator recall

Ask the seller for the recall completion record or a dealer service invoice showing the recall work.2001–2016Interior
Very commonInterior $0–$1,500 to fix

Does not apply

Y61 (GU) Patrol wagons built from 2001 to 2016 and cab chassis built from 2006 to 2016 are part of Nissan's Takata airbag recall for the front passenger airbag. With age, heat and humidity the inflator propellant can degrade so that in a crash the metal housing ruptures and sprays fragments into the cabin. Nissan replaces the inflator free of charge. Recall lists cover cars sold new in Australia, so for an NZ-new or imported car ask a franchise dealer to check the VIN.

Symptoms to notice

  • No symptoms until the airbag deploys

What to check

Ask the seller for the recall completion record or a dealer service invoice showing the recall work. Type the VIN into the manufacturer recall check or the Australian vehicle recall site on your phone while standing at the car. Ask for the dealer invoice showing the passenger airbag inflator was replaced, and look for a recall completion sticker. If a workshop inspection is possible: ask a Nissan dealer to confirm the Takata campaign is closed for this VIN.

Where to look: Dashboard, front passenger airbag

Ask the seller

  • “Has the Takata passenger airbag been replaced, and is there paperwork?”

03Hydraulic Body Motion Control (HBMC) leaks and failures (Y62)

Look at the vehicle on level ground from front and rear — it should sit dead level.petrol2013 onwardSuspension
OccasionalSuspension $1,500–$6,000 to fix

Does not apply

Higher-spec Y62s (Ti-L and similar) use Nissan's Hydraulic Body Motion Control — interlinked hydraulic suspension instead of conventional sway bars. It rides beautifully when healthy, but the system's rams, lines and accumulators can leak or lose pressure with age and off-road use, producing a leaning, wallowing truck and warning messages. Parts are dealer-priced and repairs are specialist work; some owners in AU/NZ convert to conventional springs and sway bars instead. Check which suspension the specific car has before valuing it.

Symptoms to notice

  • Vehicle sitting unevenly or leaning to one corner
  • Excessive body roll or wallowing that has appeared over time
  • Hydraulic fluid weeps at the shock absorbers or lines
  • Suspension warning message on the dash

What to check

  1. Look at the vehicle on level ground from front and rear — it should sit dead level.
  2. Inspect each damper and the hydraulic lines along the chassis for wet fluid weeps.
  3. On the test drive, note excessive lean in corners or a floaty, unsettled ride.
  4. Ask whether the HBMC system has been serviced or converted to conventional suspension.

Where to look: Hydraulic dampers at each wheel, interconnecting lines along the chassis, accumulator spheres

Ask the seller

  • “Has the HBMC system ever leaked or been repaired?”
  • “Has it been converted to conventional suspension?”
  • “Any suspension warning messages?”

04Rear Air Suspension Airbag & Compressor Failure

Check the rear ride height visually before and after starting the engine.petrol2012 onwardSuspensionRead the full fault: symptoms, where to look, what to ask the seller

05Brake booster faults and rapid consumable wear (Y62)

On the test drive, brake firmly from 100 km/h and feel for shudder through the wheel and pedal.petrol2013 onwardBrakes
OccasionalBrakes $800–$2,500 to fix

Does not apply

The Y62 weighs around 2.8 tonnes and is famously hard on brakes: pads and rotors wear quickly, and owners report warped rotors and shudder well before 40,000 km, especially on cars that tow. Separately, there are documented cases of brake booster assembly failures causing a sudden hard pedal with little stopping power, sometimes with ABS/traction lights — dealers have replaced boosters outright. Budget for consumables regardless, and treat any pedal inconsistency as a deal-breaker until diagnosed.

Symptoms to notice

  • Steering wheel or pedal shudder when braking from speed (warped rotors)
  • Hard pedal with weak braking (booster failure)
  • ABS and traction control lights with reduced brake assist
  • Grinding or squealing from worn pads

What to check

On the test drive, brake firmly from 100 km/h and feel for shudder through the wheel and pedal. Check pad thickness through the wheel spokes and look for lipped or scored rotors. With the engine off, pump the pedal then start the engine — the pedal should sink slightly, confirming booster assist. Review invoices for how often pads and rotors have been replaced.

Where to look: Brake rotors and pads at all four wheels; brake booster on the firewall behind the master cylinder

Ask the seller

  • “How often have pads and rotors been replaced?”
  • “Has the brake booster ever been replaced?”
  • “Any ABS or brake warning lights, ever?”

06Front wheel bearing failure — premature wear under vehicle weight

Spin the wheel and listen for roughness or grinding.petrol2010 onwardSuspension
OccasionalSuspension $700–$2,000 to fix

Does not apply

The Y62 Patrol is a very heavy vehicle (over 2,700 kg GVM) and the front wheel bearings carry significant load, particularly on vehicles used for towing or frequent off-road work. Front wheel bearing failure is documented from 80,000–150,000 km on higher-use examples. The hub-integrated bearing unit requires pressing out and replacement rather than simple repacking. Bearing failure left unaddressed can progress to wheel wobble and, in severe cases, wheel separation risk.

Symptoms to notice

  • Humming or rumbling noise from the front of the vehicle that changes with speed
  • Noise changes pitch or volume when changing lanes (load transfer onto/off the bearing)
  • Slight looseness or vibration felt through the steering wheel at highway speed
  • Play detected when grabbing the wheel at 12 and 6 o'clock positions with wheel jacked up

What to check

Spin the wheel and listen for roughness or grinding. On a test drive at highway speed, note any directional humming. Have a workshop check bearing play with a dial gauge if uncertain. If a workshop inspection is possible: With the vehicle jacked up and supported safely, grab each front wheel at 12 and 6 o'clock and check for any play or rocking motion.

Where to look: Front axle — integrated front wheel hub bearing units on both front wheels

Parts involved: Wheel bearing.

Ask the seller

  • “Has the vehicle been used for regular towing?”
  • “Have the front wheel bearings been replaced at any stage?”
  • “Any humming or vibration through the steering at highway speeds?”
  • “Has the vehicle been used extensively off-road?”
Fluid leaks1

01TD42 injection pump seal and governor seal oil leak

Inspect the injection pump body and governor housing for weeping seals.diesel1987–1997Fluid Leaks
CommonFluid Leaks $600–$1,800 to fix

Does not apply

The Bosch inline injection pump fitted to the TD42 4.2L diesel develops leaks at the governor cover seal and shaft seals with age and heat cycling. Diesel fuel or engine oil weeps from the pump body, contaminating the engine bay and creating a fire risk near hot exhaust components. Very common on Y60s over 200,000 km. Reseal kits are available but labour-intensive.

Symptoms to notice

  • Diesel smell in engine bay
  • Oily residue around the injection pump body or governor cover
  • Fuel staining on engine block below the pump
  • Smoke from engine bay if fuel contacts exhaust

What to check

  1. Inspect the injection pump body and governor housing for weeping seals.
  2. Look for fuel staining or wet residue on the pump and surrounding components.
  3. Check for any smell of diesel when the engine is warm.

Where to look: Driver-side of engine — Bosch inline injection pump mounted on the TD42 block

Parts involved: High-pressure fuel pump.

Ask the seller

  • “Has the injection pump ever been resealed or rebuilt?”
  • “Any diesel smell or staining around the engine?”
  • “Has fuel ever been seen dripping from the pump area?”

Nissan Patrol faults in detail

Narrowed to the Nissan Patrol · 2000. Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

Chassis Rail and Rear Crossmember CorrosionMajor · Body & RustFront Axle Birfield Joint Failure and Axle Seal LeaksMajor · Fluid LeaksFront Axle Universal Joint Wear and VibrationMajor · SuspensionFront prop shaft and Birfield CV boot failureMajor · SuspensionRear Leaf Spring Sag and U-Bolt FatigueMajor · SuspensionRust in gutters, sills, rear quarters and chassis (Y61)Major · Body & RustTB42E Timing Chain Tensioner FailureCritical · EngineTB45E petrol head gasket failureCritical · EngineTB48DE Timing Chain Stretch and Tensioner RattleMajor · EngineTD42 Bosch VE Injection Pump Wear and Timing DriftMajor · EngineTD42 Thermostat Housing Crack and Coolant LossMajor · CoolingTransfer Case Front Input Bearing and Oil Seal FailureMajor · TransmissionZD30 3.0 diesel 'grenade' — melted pistons from overboost and overfuellingCritical · EngineZD30DDi Injector O-Ring Failure Causing Diesel-in-Oil ContaminationMajor · EngineZD30DDi Piston Land Cracking and Catastrophic Engine FailureCritical · EngineZD30DDTi catastrophic engine failure — piston and connecting rod destructionCritical · EngineZD30DDTi EGR Valve and Inlet Manifold Carbon BlockageMajor · EngineZD30DDTi Head Gasket Failure and Piston CrackingCritical · EngineZD30DDTi Intercooler Boost Pipe Cracking and Boost LeakMajor · EngineZD30DDTi Marginal Cooling System CapacityCritical · CoolingZD30DDTi turbo oil feed banjo bolt blockage causing turbo failureMajor · EngineZD30DDTi Turbocharger Bearing Failure from Oil StarvationMajor · Engine

What these repairs cost on other cars

Some of the Nissan Patrol’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Nissan models

Nissan Navara45 documented faultsNissan X-Trail45 documented faultsNissan Skyline41 documented faultsNissan Pathfinder36 documented faultsNissan Note31 documented faultsNissan Qashqai28 documented faults

Nissan Patrol buyer questions

Is the Nissan Patrol reliable?

Like any used car, it depends on the specific example and its service history. Across the 48 documented faults for the Nissan Patrol, the recurring problem areas are engine, body & rust, and cooling. A Nissan Patrol with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Nissan Patrol?

We've catalogued 48 known faults for the Nissan Patrol, covering engine, body & rust, and cooling. All 48 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Nissan Patrol?

Most single repairs on the Nissan Patrol fall between $800–$3,500 at NZ independent-workshop rates. Some of the 48 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Nissan Patrol?

Yes. A Nissan Patrol inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.