TOOLED UP FOR SUCCESS

Ultra-competitive ute market sparks another update for Nissan’s workhorse

The frequently updated Nissan Navara shows how important dual-cab utes have become. Originally launched as the “NP300” back in 2015, Nissan’s popular ute benefits from its fifth update. This year’s models have a new look anchored by a fresh grille, bonnet, headlamps and bumper at the front end. There are also tweaks to the wheel arches, rear bumper and brake lights.

Essentially mechanically identical to last year’s Navara, the new-look version has an updated cabin with a new steering wheel, infotainment system and dashboard, plus driver aids that bring it closer to segment leaders.

Nissan dropped less profitable bare-bones models usually found on rental fleets, but there are still more than 20 variants in the Navara family split across three body styles — single cab, king cab and four-door dual cab.

The entry-level Navara SL priced from $49,490 drive-away in dual-cab automatic form comes with seven airbags as standard, as well as driver aids such as auto emergency braking, forward collision warning and driver attention alert. The basic car also has a reversing camera, hill descent control and an 8-inch infotainment screen that supports Apple Carplay and Android Auto.

Navara SL models have a single-turbo 2.3litre turbo diesel engine with 120kw and 403Nm, but higher grade variants get a twinturbo engine with 140kw and 450Nm.

Mid-grade Navara ST variants priced $3000 upstream add the more powerful engine and off-road driving modes, a 360-degree camera with moving object detection designed to help prevent drivers from running over kids or pets, plus blind-spot monitoring, rear cross-traffic alert and lane departure warning.

Pitched toward private buyers, the highgrade Navara ST-X has 18-inch alloys, a chrome sports bar, plastic tub liner and clever hooks for the cargo area. Satnav and smart keys are also nice to have, while a sunroof and heated leather seats with eight-way driver adjustment add $2000 to the bill.

A new Navara PRO-4X model replaces the Navara N-trek in the range.

Focusing on cosmetic enhancements, the PRO-4X follows the trend for tough-looking models such as the Ford Ranger Wildtrak and Toyota Hilux Rugged X with black treatments for the sports bar, roof rails and fender flares, plus dark treatments for the door handles, side steps and grille.

You also get 17-inch wheels with Yokohama all-terrain tyres that should be a better bet offroad than the standard rubber. That’s not a bad deal for $2360 more than the Navara ST-X.

Impressively, every model in the range has a maximum payload of at least 1000 kilograms, which isn’t always the case in this segment.

A successor to the Navara Warrior is likely to build on its appeal with chunkier tyres, exterior graphics and beefed-up suspension.

Nissan hasn’t officially announced that a second-gen Warrior is on the way, but its soldout status and halo effect on the rest of the range should mean a new model isn’t far away.

We had a brief drive of the Navara in highgrade ST-X trim.

The limited test in Victoria showed there is little change to the driving experience between 2020 and 2021 Navara models — Nissan has already improved the suspension set-up as a

result of local tuning programs.

It remains one of the more comfortable choices in the segment, particularly with a light-to-medium load in the tray.

The sporty new steering wheel is a winner, as you’re less likely to honk the horn accidentally — a frequent occurrence in the old model. A new infotainment screen looks dated until you plug your phone in, and the choice of USB-A or USB-C power is nice to see.

The addition of auto emergency braking and other driver aids should help secure commercial and private sales. The next item on the job sheet might be a tweak to its engine, which feels less than punchy compared to the updated Toyota Hilux, 10-speed Ford Ranger and VW Amarok V6.

Re CVT auto transmissions, I too was hesitant until I bought a Kia Seltos. What I like is the seamless operation. The engine revs consistently, and there’s no delay as with a conventional auto. Maybe I’m the odd one out?

Kevin Larkin, email

All CVTS are not created equal. Kia’s done a great job with the Seltos’ box. If you’re using yours for town and highway duties it’s a smooth, quiet CVT, unlike so many rivals’ efforts. The Seltos’ CVT brings no driving joy on your favourite back road, but really, it’s not the Kia for such shenanigans.

PREMIUM SAFETY?

Is safety tech on all cars the same? For example, is adaptive cruise control or auto emergency braking actually better (software or hardware) in a premium brand like Mercedes Benz than, say, Kia?

Nick Ryan, email

Historically, ANCAP ratings were based on how well a car performed in a crash, but in recent years they have assessed collision avoidance tech. ANCAP now tests these aids on an outdoor test track. ANCAP’S top safety assist scorers? The Volvo XC60, Tesla Model X, Tesla Model 3, Volvo S90 and Kia Sorento. Toyotas, Hyundais and an MG score better than the highest BMW, showing that a premium badge doesn’t always mean excellence. You can download a technical report on any tested car, for free, at ancap.com.au

SAFETY WEAR

My Volvo XC40 has travelled 28,000km and to my surprise the Volvo service manager told me my front brake pads were 25 per cent worn but the rears were far worse and needed replacing. I asked how this severe and unbalanced brake pad wear could occur, particularly as I usually drive on country roads. I was told such wear was normal for this vehicle. I’ve been driving for 50 years and

usually get 50,000km from front pads and 70,000km from the rears. David Aitken, email

I’ve spoken with a European car mechanic expert and he suggests your Volvo’s smart safety systems are likely to blame for the rapid rear brake pad wear. “There are so many overlays with what rear brakes do on some modern cars,” he says. “Stability control is finely tuned to gently apply the rear brakes without you even realising it, rather than it happening at the front and pulling on the steering wheel. If the Volvo has lane keep assist it can also use the brakes to pull you back into the lane.” Other factors I’d suggest is your XC40 may be heavier than your previous cars — it’s 1600-1700kg depending on grade — meaning more work for the brakes. Finally, an XC40 has ventilated front discs brakes — helping heat escape and extending pad life — but rears are cheaper solid rear discs which don’t help heat escape.

CHRISTMAS COME EARLY?

Our 2014 Kia Sorento was two years out of warranty and had suffered sun damage to the spoiler and rear panel. The Kia dealer and Kia Australia honoured the repairs without question. Worth sharing such positive news. Steven Dowd, email

Our 2013 Nissan Pulsar with 115,000km developed a shudder on acceleration, then the rev counter would fluctuate and the car would surge under load. We discovered a black greasy substance coming from the radiator. The Nissan dealer replaced the CVT gearbox, radiator, transmission oil cooler and all the hoses. It cost us zero dollars: despite being eight years old we had a goodwill fix. This our fourth but not last Nissan thanks to this service.

Rod Graham, email

What’s going on? These are genuine heartwarming, money-saving stories. Maybe dealers are doing so well with new-car sales — despite supply issues — and booming used car prices that they’re going all Robin Hood with goodwill fixes. It makes good business sense. This is exactly how to keep customers loyal.

A WELCOME SHIFT

Re your response on Ford Kuga transmission failures, I was wondering/hoping Ford had fixed the problem? I own a 2020 Escape St-line which is a powerhouse with excellent features. Dennis Watson, email

Ford’s troublesome Powershift dual-clutch transmission has featured in numerous Australiansold Fords, including the Fiesta, Focus and

Ecosport. Powershifts mated to diesel Fords such as the Mondeo and Kuga used a wet clutch and seemingly weren’t as problematic, but I’ve heard of many failures. Good news for you, your Escape uses a conventional eight-speed torque converter automatic transmission instead.

Chinese carmakers have traditionally struggled to gain a foothold in the Australian market, but MG appears to have cracked the code. Last month, it outsold established brands such as Subaru, Volkswagen and Honda, largely on the strength of its small MG3 hatch and ZS SUV.

Sales of the larger and more expensive HS have also improved and that should continue with the arrival of Australia’s cheapest plug-in hybrid SUV.

The HS plug-in hybrid costs $46,990 driveaway, an $8000 premium over the similarly equipped petrol model. That undercuts the cheapest version of its main rival, the

Mitsubishi Outlander PHEV, by about $5000, although the Mitsubishi is all-wheel-drive.

The petrol-electric model is the second of the brand’s “new energy vehicles”, following the launch of the smaller fully-electric ZS EV SUV last year. The new arrivals are part of the company’s broader strategy to make electrified vehicles more mainstream in Australia.

The HS plug-in combines a 1.5-litre turbocharged petrol engine with a 90kw electric motor for a combined output of 189kw and 370Nm.

MG claims the SUV can be driven on pure electric power for up to 52km on a single charge, more than enough for the average daily commute.

The 16.6kwh battery can be recharged via a regular home power point in roughly seven hours. Installing a more powerful wallbox at home will cut that to about five hours.

Claimed fuel use of 1.7L/100km is mainly theoretical as once the battery is depleted the car will reverent to sipping about 7L/100km. Short trips get the best result.

The plug-in may be expensive compared to its petrol counterparts but it’s well equipped. Passengers are welcomed by firm and supportive leather and faux-suede seats that are both electronically adjustable and heated.

The cabin is adorned in soft plastics and leather, with all the touch points suitably padded for your comfort.

A 10-inch touchscreen incorporates satnav and Apple Carplay/android Auto connectivity, but can be tricky to navigate.

Rear passengers will enjoy plenty of head, knee and shoulder room, as well as two aircon vents and a pair of USB charging points.

Boot space is ample at 451L or 1275L when the rear seats are folded down.

In the past Chinese cars have been criticised for their poor build quality and shonky craftsmanship, but the HS PHEV appears well screwed together.

There were no noticeable rattles or creaks during the drive and the fit-out and materials used were of comparable quality to mainstream brands. Long-term reliability remains an unknown quantity.

Driver assistance tech includes auto emergency braking, lane keep assist, blind-spot detection, rear cross-traffic alert and radar cruise control.

On the road the HS PHEV is quiet and refined. The electric motor does a good job of cruising in city traffic, with only the futuristic whirl of the zero-emission motor to disturb you. There is an occasional hesitation off the mark, though.

The petrol-electric combo has more than enough grunt on the open road, while good sound insulation makes for peaceful freeway driving.

Soft suspension soaks up most bumps without fuss but the car leans noticeably through corners.

The two-wheel drive set-up can struggle to put the electric motor’s ample instant torque down when accelerating off the mark, resulting in some tyre squealing.

MG only covers its electrified vehicles for five-years/unlimited km, while the rest of the range scores a seven-year guarantee.

The battery is covered for eightyears/160,000km. There is currently no capped priced servicing program.

Hyundai is trying to put the sexy back in sedan with its new i30 N-line four-door. Sharply creased panels, snug-fitting bucket seats and a turbocharged engine are all designed to get buyers’ pulses racing, although the brand admits it will be hard to break the spell of the SUV.

A decade ago sedans accounted for almost one in four new cars sold. Now it’s roughly one in 10 and that number is skewed by the large number of Toyota Camry hybrids bought by fleet customers and taxi drivers.

Hyundai says the i30 N-line formula is already proving popular, accounting for roughly half the i30 sedan sales since its launch late last year.

Priced at a $5500 premium over the standard i30, the N-line appeals to buyers who like driving. The standard 2.0-litre engine is replaced by a more powerful 1.6-litre turbo, the six-speed auto gives way to a quicker-shifting seven-speed dual-clutch gearbox, the brake discs are larger for better stopping ability and the independent rear suspension improves cornering ability.

If you’re really serious about hands-on driving, a six-speed manual is available for $2000 less than the auto.

The N-line also ups the ante on driver assistance tech. Blind-spot assist will pull you back into your lane if you stray, while rear crosstraffic collision avoidance will hit the brakes if you’re reversing out of a driveway into passing traffic. Other goodies not on the base model include LED headlights and tail lights, dualzone climate control, rain-sensing wipers and keyless entry and start. You can also turn the car on remotely using the keyfob to preheat or cool the cabin.

Another $5000 will put you in the N-line Premium, which has more tech and creature comforts, including a sunroof, bigger centre screen, a digital dash, Bose audio system and heated and ventilated front seats.

All i30 sedans have wireless smartphone charging, while the N-line has wireless Apple Carplay and Android Auto.

On the road, the N-line is a reminder of what Australian buyers are sacrificing for their obsession with high-riding SUVS.

It’s no hot hatch, but the turbo engine has more than enough oomph for spirited driving on a twisting road. Dial up sport and the throttle becomes more responsive, the steering is sharper and the auto shifts more decisively.

Hit the brakes on the way into a corner and the car with drop down a couple of gears to give you maximum thrust on the way out. There are paddles if you prefer to shift yourself, but the auto does an impressive job of picking the right gear for the occasion.

The locally-tuned independent rear suspension keeps the car planted through corners on rougher country roads, soaking up mid-corner bumps and ironing out corrugations without becoming flustered.

The set-up provides a good balance between comfort and cornering precision, although the bigger 18-inch wheels don’t soak up smaller road imperfections as well as the base model’s rubber.

The cabin is quiet and spacious, with a big boot that holds more luggage than its hatch sibling. An added bonus: the boot opens as you approach it with the key in your pocket – a much better solution than some rivals, which require a hit-and-miss swipe of your foot under the car.

The exterior styling is polarising – some will like the daring lines and abundant creases while others will baulk at them. For the extroverts there is a new colour called Lava Orange.

The interior design is well executed. Heavily bolstered leather seats with N-line logos are complemented by a perforated leather steering wheel and gear shifter with red stitching, as well as alloy pedals.

For the price of a bland SUV, the i30 N-line sedan gives driving enthusiasts a lot of bang for their buck. Whether that’s enough to wean Australians off their softroader addiction remains to be seen.

VERDICT

A refreshing alternative to the SUV — well equipped, fun to drive and reasonably priced.