TOP DOLLAR TRUCKS
Major suspension and body modifications inspired by racers in the Baja rally in Mexico and tougher underbody protection for the most capable ute to date.
More equipment and styling tweaks make for the most popular top-shelf ute; accounts for almost one in four Ranger sales.
Same engine and body as regular Colorados but HSV has modified the suspension and fitted chunky off-road tyres to improve rough road capability.
Revised bumpers and tougher protection for a more capable version of the top seller.
Big American truck converted to right-hand drive locally by HSV gets potent V8 option. Big tow and load capacities make it a popular choice for those with big jobs.
Nissan-powered X-Class received a lukewarm reception for not living up to Mercedes expectations but Benz V6 is more convincing and accounts for 43 per cent of sluggish sales.
Highline and Amarok include a momentary torque boost for slick acceleration. Between them they account for almost half of Amarok sales. the wheels up. Mayne says it’s a car that carves a niche within a niche. “There’s certainly opportunity there with this vehicle,” he says, referring to the Warrior as a “halo vehicle”.
That underscores how dramatically the car market has changed. Once we aspired to V8 Commodores or luxury BMWs — now the humble ute tops the wishlists of so many.
In preparation for a life of dirt and dust, the Warrior receives a makeover at the Premcar engineering factory outside Melbourne, once known for making Falcon V8s even faster. And it’s a thorough makeover.
“It was designed with purpose in mind,” says Mayne. “It needed to be much more than just a styling package.”
Nissan says its approach to the project was no-compromise — for example, the towbar was redesigned to fit the larger spare tyre.
The easy option would have been to forgo the investment and keep the out-of-sight spare as a lesser tyre — but engineers insisted on fitting the matching 275mm-wide rubber underneath. Similarly, the plastic front bumper was replaced with a steel job that not only improves the off-road approach angle but also better protects against impacts.
The subdued palette is in keeping with the tough theme: white, black or grey, with orange
highlights inside and out livening the look. But Nissan’s point of difference with the Warrior revolves around major suspension modifications in a market segment that typically focuses on styling, creature comforts and off-road extras.
Priced from $62,990 drive-away ($64,490 auto), the Warrior plays in the sweet spot inhabited by the hugely popular Ranger Wildtrak (from $61,490 plus on-roads) and Hilux Rugged X ($62,490 plus on-roads).
Key to the Warrior modifications are smaller diameter wheels (17-inch) wrapped in chunky Cooper tyres. Overall, the aim was to improve the off-road ability of Nissan’s workhorse ute — and ward off punctures.
Softer springs lift the body 15mm and the bigger tyres take the overall ride height increase to 40mm. There’s a 3mm thick bash plate underneath.
On each axle, the wheels have also been spaced further apart, improving the stance on the road and — importantly for the average ute buyer who spends thousands on accessories once out of the dealership — better filling the flared wheel arches.
On the road, the Nissan has nothing like the suppleness of Ford’s Ranger Raptor. Engineers have instead focused on ability and control.
That means you’ll still feel the bumps, especially on lumpy tracks, although the suspension exhibits impressive control, especially over big hits.
Over rubble and rocks, there’s ample movement within the wheel arches and the rugged tyres help claw the terrain, gripping more competently over loose ground.
The Navara’s woolly steering doesn’t inspire confidence but the additional control from the suspension modifications adds reassurance.
If anything, the Warrior gets better with speed, its competence cruising at 60km/h or 80km/h on gravel roads an indicator of the underlying engineering efforts. Its most obvious rival is the Ranger Raptor but the two are very different beasts.
Each has undergone extensive reengineering compared with the mainstream models they’re based on. The Raptor takes it to another level, using advanced Fox shock absorbers for superb control over the bumps.
As with the Raptor, the Warrior’s engine remains untouched. It’s the same familiar 2.3-litre twin-turbo four-cylinder grunting out the same old 140kW and 450Nm. Transmission options are six-speed manual or optional seven-speed auto.
There’s nothing wrong with it, other than it doesn’t have the same macho flavour oozing elsewhere.
It’s smooth and flexible with enough torque to deal with the extra 193kg of the Warrior extras, although acceleration is leisurely, in part because the gearing is effectively taller due to the larger tyres.
It’s still suitably fuel efficient, the official figure matching the regular Navara on 7.0L/100km for the automatic.
None of which will matter much to the target market, which will instead be tempted by the bold design and improved off-road ability.
It’s no Raptor killer but the Warrior adds depth to the hotly contested $60K-70K market that has often relied on additional style and features over substance.