Nissan Terrano II 2.7 TD Wagon Elegance

Of course, such buyers do not want to give up comfort and everyday use, although these two features of SUVs usually come precisely at the expense of their ease of use off-road. Much the same has happened with the Nissan Terran over the years.

Sometimes, at least at first glance, it was a real off-road vehicle—no decorations, tough as its larger, more powerful Patrol brethren. This was followed by reconstruction and the name Terrano II. This one, too, was more off-road than urban, at least in appearance. Since the last renovation, Terrano has also followed the new fashion trends.

So he got a plastic exterior trim and a more prestigious interior. A new mask has appeared, which is now the same as that of the older brother Patrol, the headlights have become larger, but the Terran feature remains - the hip line rises in waves under the rear windows.

At first glance, the Terrano II has become even stronger, but all this plastic that he wears turns out to be fragile on the ground. The bottom edge of the front bumper is too close to the ground and the plastic moldings are too loose to handle the force this Terrano can easily handle. Because it is essentially still a real SUV.

This means that its body is still resting on a solid chassis, that the rear axle is still rigid (and therefore the front wheels are suspended on separate suspensions), and that its belly is high enough off the ground that there is no need to be afraid of getting stuck on each slightly larger tubercle. Together with the plug-in all-wheel drive, transmission and Pirelli's excellent off-road tires, that's enough to make it nearly impossible to get stuck on the ground.

All that can happen to you is if you leave a too naked piece of plastic somewhere. Of course, something like this is enough to make a person wonder whether it is really wise to drive a car worth just under six million tolar on the ground.

This is one of the reasons Nissan made sure the Terrano II behaves well on asphalt, where most of them will spend their entire automotive life. There, it turns out that the individual front suspension provides reasonably accurate guidance so that highway driving doesn't turn into a float across its entire width, and the lean in corners is not enough to deter the driver from any attempts to go faster.

What's more, since the Terran mostly only drives the rear wheelset, it can be turned into a car on slippery asphalt or rubble, which can also be played with when cornering. The rear part, on command from the accelerator pedal, slides in a controlled manner, and the steering wheel, despite more than four turns from one extreme point to the other, is fast enough that this slip can also be quickly stopped. The stiff rear axle can only confuse it with short lateral bumps, but this is a must-have for all serious SUVs.

It's a pity that the engine basically falls short of the rest of the car. Under the hood of the test Terran II was a 2-liter turbo diesel with a 7-horsepower charge air cooler. For a car weighing almost 125 kilograms on paper and in practice, this is a little too much. Mainly because the engine only pulls really well in a fairly limited rev range.

It feels best anywhere between 2500 and 4000 rpm. Below that area, the torque isn't enough, especially in the field, so you can simply exhaust the power in the mud pit and turn it off. However, above 4000 rpm, its power also decreases very quickly, so it makes no sense to turn it towards the red field on the rev counter, which starts at 4500.

Interestingly, the engine runs much better on the road than in the field, although SUVs usually do the opposite. On the road, it's easy to keep it in the rev range where it feels best, and then it's quiet and smooth enough so that even long highway journeys aren't too tiring.

A top speed of 155 kilometers per hour is not an achievement to show off to friends, but the Terrano can maintain it even when it's loaded and as it climbs highway slopes.

The Terran interior also belongs to the comfort travel section. It sits quite high, as is usually the case with SUVs, which means that the view from the car is also good. The steering wheel is adjustable in height, and the tilt of the driver's seat is also adjustable. The pedal spacings, the rather long but fairly precise gear lever and steering wheel, are well suited for both small and large drivers.

The materials used are pleasing to the eye and pleasant to the touch, while the addition of imitation wood around the dashboard and center console gives the vehicle a more prestigious look. The only thing missing is open space for small items, which would be designed so that things don't fall out of it when driving off-road. Therefore, these spaces with a lid are sufficient.

There's plenty of head and knee room on the back bench as well, with much less space in the third row. In this case, it's more of an emergency solution for two passengers who are otherwise strapped in but don't have airbags and the seats are so low that the knees are very high. Plus, that rear bench leaves less (read zero) luggage space; 115 liters is not a number to brag about.

Fortunately, this rear bench is easily removable, so the boot volume immediately expands to dimensions that are also suitable for transport from refrigerators. In addition, the trunk has an additional 12V socket and enough nets to keep luggage from traveling in the trunk, even on the most difficult slopes in the field.

Since the Elegance hardware was designated as the richest version in the Terran II test, the list of standard equipment is, of course, rich. In addition to the remote central lock, it includes power windows, manual air conditioning, ABS. . You can pay a little more - for example, for metallic paint or for a skylight (this can come in handy if you really drown in the mud and can't open the door).

But I'm willing to bet that most Terran owners will never throw it into the dirt and between branches. Terrano is too expensive and prestigious for something like this. But it's nice to know that you can afford it - and you won't need a farmer with a tractor to come home later.

Dusan Lukic

Photo: Urosh Potocnik.

Nissan Terrano II 2.7 TD Wagon Elegance

Basic data

Sales:	Renault Nissan Slovenia Ltd.
Base model price:	23.431,96 €
Test model cost:	23.780,19 €
Power:	92kW (725 KM)
Acceleration (0-100 km / h):	16,7 with
Maximum speed:	155 km / h
Mixed flow ECE:	9,9l / 100km
Guarantee:	3 years or 100.000 km, 6 years for rust

Costs (per year)

Technical information

engine:	4-cylinder - 4-stroke - in-line, diesel, longitudinally mounted in front - bore and stroke 96,0 × 92,0 mm - displacement 2664 cm3 - compression ratio 21,9: 1 - maximum power 92 kW (125 hp) s.) at 3600 rpm - average piston speed at maximum power 11,04 m / s - specific power 34,5 kW / l (46,9 hp / l) - maximum torque 278 Nm at 2000 rpm / min - crankshaft in 5 bearings - 1 side camshaft (chain) - 2 valves per cylinder - light metal head - indirect swirl chamber injection, electronically controlled rotary pump, exhaust gas turbocharger - charge air cooler - liquid cooling 10,2 l - engine oil 5 l - battery 12 V, 55 Ah - generator 90 A - oxidation catalyst
Energy transfer:	engine drives the rear wheels (5WD) - single dry clutch - 3,580-speed synchromesh transmission - gear ratio I. 2,077; II. 1,360 hours; III. 1,000 hours; IV. 0,811; V. 3,640; reverse gear 1,000 - gearbox, gears 2,020 and 4,375 - gears in differential 7 - rims 16 J x 235 - tires 70/16 R 2,21 (Pirelli Scorpion Zero S / T), rolling range 1000 m - speed in V. gear 37,5 rpm XNUMX km/h
Capacity:	top speed 155 km / h - acceleration 0-100 km / h in 16,7 s - fuel consumption (ECE) 11,9 / 8,7 / 9,9 l / 100 km (gas oil); Off-Road Capabilities (Factory): 39° Climbing - 48° Side Slope Allowance - 34,5 Entry Angle, 25° Transition Angle, 26° Exit Angle - 450mm Water Depth Allowance
Transportation and suspension:	off-road van - 5 doors, 7 seats - chassis - Cx = 0,44 - front individual suspensions, double triangular cross rails, torsion bars, telescopic shock absorbers, stabilizer bar, rear rigid axle, longitudinal guides, coil springs, telescopic shock absorbers shock absorbers, anti-roll bar , stabilizer, disc brakes (front cooled), rear drum, power steering, ABS, mechanical parking brake on the rear wheels (lever between seats) - ball steering, power steering, 4,3 turns between extreme points
Mass:	empty vehicle 1785 kg - permissible total weight 2580 kg - permissible trailer weight with brake 2800 kg, without brake 750 kg - permissible roof load 100 kg
External dimensions:	length 4697 mm - width 1755 mm - height 1850 mm - wheelbase 2650 mm - front track 1455 mm - rear 1430 mm - minimum ground clearance 205 mm - driving radius 11,4 m
Inner dimensions:	length (dashboard to rear seatback) 1730 mm - width (knees) front 1440 mm, middle 1420 mm, rear 1380 mm - height above the seat front 1010 mm, middle 980 mm, rear 880 mm - longitudinal front seat 920- 1050 mm, middle bench 750-920 mm, rear bench 650 mm - seat length front seat 530 mm, middle bench 470 mm, rear bench 460 mm - steering wheel diameter 390 mm - fuel tank 80 l
Box:	(normal) 115-900 l

Our measurements

T = 17 ° C, p = 1020 mbar, rel. vl. = 53%
Acceleration 0-100km:	18,9s
1000m from the city:	39,8 years ( 130 km / h)
Maximum speed:	158km / h (V.)
Minimum consumption:	11,3l / 100km
Maximum consumption:	14,1l / 100km
test consumption:	12,6 l / 100km
Braking distance at 100 km / h:	46,5m
Noise at 50 km / h in 3rd gear	62dB
Noise at 50 km / h in 4rd gear	59dB
Noise at 50 km / h in 5rd gear	60dB

evaluation

• Terrano II also performs well in the updated version both on the ground and on asphalt. The only pity is that due to the desire for a macho appearance, there is so much plastic on it that it settles to the ground very quickly. And the 2,7-liter engine will slowly mature into retirement - Patrol already has a new 2,8-liter.

We praise and reproach

field capacity

production

quiet interior

comfort

entrance space

small trunk next to the third row of seats

insufficiently flexible engine

ABS in the field

too little space for small items

additional door sills

fragile outer plastic