- Doors and Seats
5 doors, 7 seats
- Engine
2.4i, 4 cyl.
- Engine Power
87kW, 191Nm
- Fuel
NA
- Manufacturer
4X4
- Transmission
Manual
- Warranty
3 Yr, 100000 KMs
- Ancap Safety
NA
1999 Nissan Terrano II review: Quick drive
No appeal to the full bench
GOOD: The cheapest seven-seater 4WD. Well built and finished. Versatile, practical seat/space layout. Good ground clearance. Great headlights.
BAD: Too heavy, not enough power. Thirsty. Hard ride and nervous handling in the rough. Agricultural gearbox, ordinary brakes. Unsupportive front seats.
VERDICT: More seats for fewer dollars than Prado and Pajero, but inferior performance, dynamics, features and comforts, too.
STAR RATING (out of 5): **
Twelve months ago, a $35,000 seven-seater 4WD wagon was inconceivable. The going rate for a no-frills model was $45,000.
Then Toyotas $39,990 RV6 Prado hit the market last July, sending competitors into severe margin-crunching mode. Now, Nissan has further lowered the seven-seater starting price - by a cool $6,000 - with the release of the new $33,990 Terrano II RX.
Built in Spain, the Terrano II uses four-cylinder engines exclusively, with a choice of 2.4-litre petrol or 2.7-litre turbo diesel. A five-speed manual transmission with dual-range select-able 4WD and auto-locking front hubs is standard. There is no automatic option. (Toyota has a four-cylinder Prado, but it is a five-seater.)
Despite its attractive pricing, the Nissan has its downside. It rivals the Prado and Mitsubishis Pajero in quality, space and the practicality of its seating, but the 2.4-litre cant cut it against the competitors powerful, torquey V6s, its dynamics are below average, and front seats are less comfortable.
The Prado is fractionally higher and longer than the Nissan. Inside, neither has generous front seat travel; legroom is adequate, but tall drivers may need more. Second-row legroom in both is fine for adults, but the Prados bench is wider and better for three.
The Terranos rear single-piece two-seater bench can be folded forward when not required, or easily unclipped and removed; the Prado RV6s split-folding third seat cannot be removed without resorting to the spanners, but has seatbelts for three, enabling the Toyota to carry eight.
Both rear seats are satisfactory for children up to teen age only. Climbing into the back is easier in the Terrano; its 50/50 split second row double-folds to allow a wide entry gap, whereas the Prados single piece bench slides forward and is more difficult to squeeze past. The Terrano has three child restraint anchor points, the Prado four.
Continuing the volume comparison, cargo space with all seats in use is only sufficient for schoolbags or shopping; with the rear seats stowed or removed, both vehicles provide ample capacity for a weekends camping gear.
The base Terrano RXs cabin is attractively trimmed and well finished, and the body feels tight and solid. Switches are within easy reach. Front and rear seats are flat and unsupportive.
On flat roads, the 2.4-litre is a smooth, quiet cruiser, but its capacity and performance are inadequate for a heavy 4WD wagon. Against the Prados 3.0-litre V6, or Pajeros potent 3.5-litre V6, the Nissan isnt in the hunt. Bottom-end and mid-range pulling power is weak, and on suburban or open road inclines the Terrano dies in the higher gears.
Lack of grunt renders the 2.4 useless for towing. Off-road in low range, it needs to be thrashed to haul the Terrano up steep hills, and traction becomes a problem, though ground clearance is good. The manual gearbox is notchy, quite noisy, and you need arms like an orang-utan to reach the lever.
Around town, the Terranos hard-working four-cylinder is as thirsty as the Prados relatively lazy V6, using 17.5 litres/100 km. On the highway the Nissan consumes 11.8 to the Prados 12.3.
Ride and handling are acceptable on smooth roads, but Prado and Pajero are superior on all surfaces. The Terranos stiff, short travel suspension produces a jarring ride on rough bitumen or bush tracks, where the handling can become rather nervous.
Central locking with a key transponder-activated engine immobiliser, tilt-adjustable steering wheel, front fog lights and a limited-slip rear differential are standard in the RX; mirror and window adjustment is DIY and the stereo has only two speakers. The lights are excellent.
The Ti adds extra plastic body decoration, higher grade seat and cabin trim, air-conditioning, remote central locking, power windows and mirrors, extra stereo speakers and alloy wheels.
The diesel is reportedly a strong performer. But load the 2.4-litre with kids and your answer to "When are we going to get there?" will be an honest "One day".
Vital signs
Engine: 2.4-litre fuel-inejected 12-valve petrol four-cylinder; 2.7-litre intercooled turbo diesel four-cylinder.
Power: Petrol: 87 kW at 4,800 rpm (not enough); Diesel: 92 kW at 3,600 rpm (average).
Performance: 0-100 km/h in 18.2 seconds (s-l-o-w).
Brakes: discs front/drums rear (below average).
Economy: 14.6 litres/100 km (ordinary).
Prices. Recommended retail: RX petrol $33,990; RX turbo diesel $36,490; Ti petrol $39,490; Ti turbo diesel $41,990.
Street price: too early for deals.
Main options: (RX) air conditioning $2000 approx.
Alternatives
Holden Jackaroo SE3.2 $42,990
Mitsubishi Pajero 3.5 V6 GLX $42,340
Toyota LandCruiser Prado 3.0 RV6 $39,990.