Nissan Navara 2015 Review

Fourth-generation NP300 Navara one-tonner ticks almost all the boxes

Nissan Navara ST-X 4x4 Dual Cab
Australian Launch Review
Adelaide, South Australia

Nissan's fourth-generation Navara has landed Down Under, with 14 dual-cab versions of the new NP300 now on sale with a starting price $26,490. While the $52K ST-X 4x4 tested here is the flagship, the range will total 27 variants by September, when details of the single-cab, king-cab and dual-cab/chassis versions will be announced. Replacing both the decade-old D40 and the 17-year-old D22, the latest Navara will again comprise four models grades (DX, RX, ST and ST-X), three body styles (single-, king- and dual-cab), two tray options (cab/chassis and pick-up) and two transmissions – this time a six-speed manual and a seven-speed automatic. There will also be a fresh 2.5-litre petrol engine at base level offering a competitive 122kW/238Nm, and two versions of a Renault-sourced 2.3-litre turbo-diesel – both now matching the class leaders with a 3500kg towing capacity and the high-output 140kW/450Nm version offering class-leading fuel consumption as low as 6.3L/100km.

In case you haven't noticed, it's a good time to buy an imported ute. Thanks to a procession of fresh models and red-hot deals on run-out versions of those soon-to-be-replaced models before the end of the financial year, the one-tonner ute market has never been more competitive.

Mitsubishi kicked off the action last month with its all-new Triton and while the new Navara follows suit in June, upgraded versions of the Ford Ranger and Mazda BT-50 are due here within months and the next generation of Toyota's top-selling HiLux lobs in October.

Like the new HiLux, the NP300 is the first all-new Navara in almost a decade, although its platform is not all-new and instead comprises a carryover ladder frame with a new frontal crash structure.

Hanging from it in all dual-cab models, however, is an all-new coil-sprung multi-link rear suspension to replace the traditional leaf-spring arrangement seen under the rear of every other mainstream ute. Although there's still a solid, 'live' axle at the rear, the previous Navara's rigid load-bearing leafs are replaced by more compliant coil springs located by five trailing arms.

The result is ride quality that's far more car-like, with improved rear wheel control making for a far more comfortable ride. On corrugated unsealed roads typical of the Aussie Outback, the ST-X we drove displayed outstanding road holding, ploughing through rutted, broken corners like it was on rails.

It also got its power down faithfully out of bumpy bends without any of the skipping or kicking so common in leaf-sprung utes in those conditions, and remained supple even over the sharpest rocks and tree roots we encountered on remote cross-country trails in the Gawler Ranges National Park at the northern end of South Australia's Eyre Peninsula.

As with all ladder-chassis utes, there is still some wheel deflection over bumps at the front – especially on the ST-X's lower-profile 18-inch rubber -- where an independent double-wishbone set-up takes care of suspension duties, but overall ride compliance is a highlight of the new Navara. It will take a back-to-back drive with class-leaders like the VW Amarok and Ranger to tell for sure, but we'd be surprised if it doesn't set a new benchmark for ride comfort.

Despite the plush ride, payload capacity remains respectable at 880kg for the entry-level DX 4x2, 930kg for the flagship ST-X 4x4, 986kg for the mid-range ST 4x4 and more than 1000kg for all other models, with the RX 4x2 manual topping the range at 1112kg.

Although there's a degree of bodyroll when pushed in corners and the steering ratio is too slow (we counted 3.75 turns lock-to lock in the ST-X and no less than 4.25 in the RX with narrower 16-inch tyres), the Navara's steering is reasonably accurate and communicative and refreshingly free of unwanted interference.

Complementing the well-sorted chassis on road and off is a dramatically improved cabin that's now up there with Amarok and Ranger when it comes to design and quietness, although engine noise remains the loudest sound inside.

Par for the course are hard plastic surfaces everywhere but on the door and centre armrests, but the lack of steering wheel reach adjustment (as seen in the Triton and Amarok) combines with a high driver's seat -- especially in the partial leather-trimmed ST-X -- to make the driving position a little old-school.

Unlike the Amarok, which you sit IN thanks to a driver's seat and steering wheel that can be adjusted for any body shape, you still sit ON the Navara's driver's seat and reach out to a tiller that's too far away and too low even in its highest position.

Making up for this somewhat is plenty of head, leg and shoulder room both front and rear, good visibility in all directions, rear ventilation outlets, a plethora of storage compartments and no fewer than 10 cup-holders.

All Navaras also score auto headlights, cruise control, front step lamps, Bluetooth hands-free telephony, trip computer, flip-up rear seats, a multifunction steering wheel, four power windows, thee 12-volt outlets, anti-dazzle interior mirror and a six-speaker CD/AM/FM audio system with USB/AUX input.

In addition, ST-X buyers score keyless entry and starting, heated front seats, eight-way power driver's seat adjustment, dual-zone climate-control, a 7.0-inch touch-screen with sat-nav, sunroof, 18-inch alloys, LED headlights, LED daytime running lights, heated exterior mirrors with LED indicators, fog lights, side steps, alloy sports bar and a rear differential lock.

All Navaras come with a good level of standard safety gear too, including seven airbags, stability control (VDC) with brake limited-slip differential (ABLS), traction control (TCS), anti-lock brakes (ABS), electronic brake-force distribution (EBD), brake assist (BA) and five three-point seat belts including front seat belt load limiters and pre-tensioners.

However, only ST and ST-X models come standard with a reversing camera, which will be standard across the new HiLux range, no models are fitted with a centre rear head restraint and only the ST-X receives hill start assist (HSA) and hill descent control (HDC).

Nor is there any sign of the facelifted Ranger's advanced safety technologies, including Lane Keeping Alert and Lane Keeping Aid, Adaptive Cruise Control, Forward Alert, Tyre Pressure Monitoring, Driver Impairment Monitoring and Emergency Assistance. Toyota Australia is yet to reveal safety specifications of its new HiLux, which could also feature automatic emergency braking.

The new Navara is yet to be assessed by the Australasian New Car Assessment Program (ANCAP), but it's likely to improve on the four-star result of its predecessor and join the growing number of five-star utes.

In cargo carrying terms, the dual-cab pick-up tray is competitive in width, length and depth, and is made even more versatile by flat 'wing' section atop the tailgate and, in the ST-X, Nissan's handy sliding tie-down rails at both sides, a tub-liner, 12-volt power outlet and power-sliding glass window at the rear of the cab. But there's no rollbar-mounted tray illumination, as in the Amarok.

Towing capacity is now also a highlight for Navara owners, who will be able to haul the same 3500kg as dual-cab 4x4 diesel Ranger, HiLux, Colorado and BT-50 drivers, thanks mostly to a beefy new Renault-sourced 140kW/450Nm 2.3-litre twin-turbo four-cylinder diesel engine for ST and ST-X grades.

They're similar output to the old Navara's larger 2.5, but the downsized diesel is not only relatively smooth but delivers its torque peak over a wider, lazier 1500-2500rpm, improving flexibility and driveability.

Nevertheless, maximum twist is 100Nm less than the old Navara 550's 3.0-litre V6 diesel, 50Nm less than the Colorado's 500Nm 2.8-litre diesel and 20Nm less than the 470Nm 3.2-litre five-cylinder oiler in both the Ranger and Mazda BT-50.

On the flipside, the Navara matches the torque output of the new HiLux's downsized 130kW/450Nm 2.8-litre diesel auto (manuals will only offer 420Nm) and delivers more torque than the new Triton’s 133kW/430Nm 2.4.

Icing on the top-spec Navara engine is its fuel consumption, which at just 7.0L/100km for 4WD auto models and as little as 6.3L/100km in 2WD manual models makes the new Navara class-leading in terms of efficiency. We recorded about 9.0L/100km in the ST-X on the launch drive, which is a litre less per 100km than the 10.0L/100km averages we're accustomed to seeing in the Ranger/BT-50 and Amarok.

The lower-output 120kW/403Nm single-turbo 2.3-litre diesel engine in RX models feels just as perky down low and out-muscles the new HiLux 4x2's new 2.4-litre diesel (110kW/400Nm auto; 110kW/343Nm manual) and the facelifted entry-level Ranger's 118kW/385Nm 2.2-litre. And for an extra $2500 it also comes with the same smooth Jatco seven-speed automatic with manual shift mode as seen in the Y62 Patrol.

We never sampled it, but at base level there's an updated 2.5-litre four-cylinder petrol engine that consumes 9.7L/100km in the DX 2WD dual-cab auto (9.9L/100km manual) and offers 122kW/238Nm, matching the power output of the Ranger's 2.5-litre petrol four and new HiLux's upgraded 2.7-litre job.

Like its rivals, the Navara lacks a road-suitable 4x4 system such as the Triton's SuperSelect and must be driven in rear-drive mode on the road, but its push-button 4x4 selector is quick and affective and there's a suitably low 2.717 gear reduction in the two-speed transfer case.

Off-road ability on 4x4 models is also enhanced thanks to more ground clearance (218mm), sharper approach (31 degrees) and departure (25.6 degrees) angles and a 450mm wading depth.

In dual-cab form, the D23 Navara is 44mm shorter (at 5255mm) and has a 50mm shorter wheelbase (3150mm), for a sharper turning circle. And while the D40 was one of the heaviest utes, the new one is 70kg lighter at 1596kg (DX dual-cab manual) and 1921kg (ST-X dual-cab auto).

So with a $51,990 (manual) starting price, the new Navara ST-X flagship appears to tick almost all the boxes -- a competitive price, tough design, quiet and classy cabin, strong performance, class-leading efficiency, benchmark tow capacity and solid payload.

Whether its lack of advanced safety aids will prevent the Navara from overhauling the Ranger to regain its predecessor's status as Australia's second most popular ute behind the HiLux remains to be seen.

2015 Nissan Navara ST-X Dual Cab pricing and specifications:
Price: From $51,990 (plus on-road costs)
Engine: 2.3-litre twin-turbo diesel four-cylinder
Output: 140kW/450Nm
Transmission: Six-speed manual, seven-speed automatic
Fuel: 6.5L/100km, 7.0L/100km (ADR Combined)
CO2: 172g/km, 86g/km (ADR Combined)
Safety rating: Not tested