How Mercedes made the Navara better

Mercedes-Benz may have used the Nissan building blocks for its new X-Class dual-cab range, but there are considerable differences where it counts. Or so says Mercedes-Benz Vans boss Volker Mornhinweg, who contends a chassis upgrade is a key ingredient in setting the X-Class apart.

Nissan has copped flak for the soggy rear-end in its multi-link coil-sprung Navara. In these pages and via others, reports of the Navara finding the bump stops are commonplace, a point we’re sure is reflected by its less than impressive local sales.

While we’ll have to wait for conclusive local evidence of the X-Class’ improved ride, handling and load-lugging abilities, a short passenger ride-along at the model’s official unveiling in South Africa this week proved convincing.

Mercedes-Benz engineers spent considerable time developing and testing the D23 Navara, eventually reinforcing the ladder frame chassis with additional cross bracing. Initially, the latitudinal braces were designed to strengthen the rails for the upcoming V6 engine, but the changes paid dividends across the range.

From here the test team turned its focus to ride and handling. Mercedes-Benz’s prized on-road comfort was front of mind, but instructions from on high, and intensive customer consultation, said ‘sporty’ handling and uncompromising load lugging were of equal importance.

“To be honest there was no challenge [to improving the Navara chassis] because we had a clear development target of what we’d like to achieve with the pickup when it comes to driveability, comfort, suspension, and turn-in,” explained Mornhinweg.

“We call it a ‘development target’ because we at Mercedes-Benz have a different kind of philosophy on how we do that – we detailed it, then we did it.

“It was the task of the engineering team to fulfil those targets.”

The enigmatic former AMG chief wouldn’t be drawn on percentages and figures, but said heavier coil springs all-round, re-valved dampers and thicker anti-roll bars had helped the X-Class shine.

The wider track (1632mm front and 1625mm rear), necessary to accommodate the bespoke four-wheel disc set-up, also paying dividends on the dual-cab’s handling and carrying fronts.

“The [extra] width of the track defines the driveability and rolling stability, and when you would like to achieve a certain level, that’s done as a development target,” he clarified.

“As a result of that, we achieved a certain driveability, stiffness, rolling capability, and geometry.

“It’s a result of what we would like to achieve for the customer… It also comes to functional issues, like getting a pallet between the wheel arches – you have to have a certain bed height and length. It’s not rocket science to get a pallet in,” he quipped.

Mornhinweg said air suspension wasn’t considered for the X-Class and that the Nissan set-up simply required finessing. He believes the changes in configuration and componentry have improved the chassis substantially. He opines the proportional increase in stance (width) is as important as the stiffened springs.

“When it comes to the level of comfort we were trying to achieve, we took some competencies and knowledge out of a passenger car, the five-link and damper set-up, this is what we have done,” he continued.

“Saying that, the overall proportions were also very important. We didn’t want a slim kind of product. Our philosophy was to have a product with a broader stance, and this is something we put into our target, and the overall set-up bought us to this result,” Mornhinweg stated.

The Mercedes-Benz X-Class will be revealed to the public at the Frankfurt motor show in September, ahead of its global media launch in October. It will arrive in Australian showrooms from April 2018.