NISSAN NAVARA
4x4 ute workhorse gets a makeover, but nothing substantial enough to elevate it from mid-fielder status. Soft pass
WITH A LOCAL legacy that reaches back to 1985 and the D21, Nissan’s Navara deserves recognition for its part in building the enormous popularity of utes. But history and heritage will carry a brand only so far.
An update for 2021 includes a bold new style at both ends, with
LED lighting, a massive grille, a new bonnet, new-design wheels measuring 18 inches (17-inch for lower spec variants) and embossed Navara lettering in the tailgate.
The cabin is quite familiar save for a more car-like steering wheel, along with part-leather upholstered seats (which better suit shorter-bodied occupants). While some unchanged switches reveal the D23’s age, the large 8.0-inch central touchscreen, complemented by a generous 7.0-inch digital display between the driver’s dials, helps lift the interior.
Aside from larger rear brake drums and strengthened rear axle, the underpinnings carry over, including the choice of seven-speed auto or six-speed manual bolted to a 2.3-litre four-cylinder diesel. While the entrylevel single-cab gets a single turbo, more variants are now treated to the beefier twin-turbo unit that packs 140kW and 450Nm, including all 4x4, king-cab and dual-cab models.
Unloaded, the Navara is lively off the line, but the hard-working diesel only comes into its own when loaded up. With a 325kg brick dumped in the tray, it doesn’t break a sweat, with excellent acceleration and manners out on rural roads.
The slightly uprated brakes offer a firm, confident pedal with progressive feel, especially when loaded. With the load increased to include a 1.1-tonne trailer, the Navara is stoic, muscular and impressive. The slightly larger tray now accommodates at least one tonne in the back, which is an improvement on the previous ST-X’s 930kg max.
While a new towing mode included with the three-setting D-mode driving
presets is particularly good, holding gears for less brake-punishing descents and easier ascents, we question the relevance of a Sport mode for a vehicle of this type.
There’s still an unpretentious amount of agricultural noise and rigidity through the chassis, alluding to its tough construction, but a revision of sound insulation has added a touch more refinement to the cabin.
Unfortunately, the rear axle upgrade has not fixed the unloaded coil-spring ride comfort. While the unusual rear suspension layout offers a degree more unloaded smoothness than some other more utilitarian utes, it’s still not the best.
Loaded, however, the tail is well behaved and stable, matching the Navara’s obedient and confident frontend, which is surprisingly pointy and responsive. If you’re not confident hauling trailers or intend to drag close to the braked-trailer limit of 3500kg, the update brings trailer sway control.
Front seat comfort is reasonable (with heated seats), but the cabin is on the smaller side against its rivals, and you can feel it in the second row. Headroom is good, but the seatback is upright and legroom limited.
The Navara has proven to be a competent and confident all-terrain performer thanks to a rear locking differential that doesn’t disengage front traction control when activated, but off-road ability is limited by relatively short suspension travel and ground clearance.
Kicking off from $47,990 driveaway for the SL dual-cab or $57,290 for the generously equipped ST-X equivalent, Nissan’s storied ute offers a compelling package and looks set to feature prominently in the Australian landscape for years to come.