Nissan Navara

Overview

FOR a fast changing ute market being inundated with new players, the Nissan Navara is something of a stalwart - and one that leans on tradition ahead of innovation.

But the fifth generation of a nameplate that debuted in 1986 is very different to the models before it.

That’s because the all-new D27 model (replacing the D23) may be new to Nissan, but it’s essentially a rebadged version of the current Mitsubishi Triton that first went on sale in 2024.

The two share doors, most exterior panels, roof and windows. The 2.4-litre twin-turbo diesel engine is identical too and the main change with the cabin is a new badge on the steering wheel.

Such model sharing is common in the ute market; the Mazda BT-50 and Isuzu D-Max have a similar relationship, as do the Ford Ranger and Volkswagen Amarok.

Whereas Nissan previously trumpeted the virtues of coil spring suspension all-around - claiming it gave the Navara a more car-like on-road composure - with the new model it’s rewound the clock and reverted to a traditional coil spring front-end and leaf-spring rear.

But Nissan embarked on an extensive local development program to tune the suspension more to Australian roads and tastes in an effort to up the Nissan-ness.

New locally-engineered dampers are fitted to the cars in Australia before being delivered to customers.

That work, carried out with local engineering partner Premcar, focuses on improving everyday comfort and control.

The new dampers include internal rebound spring technology on the front shock absorbers, something claimed to provide a plusher ride while still providing decent control.

Those suspension upgrades, along with the reputation of the brand, are something the Japanese manufacturer believes will sway buyers towards the Navara, despite it now being more Mitsubishi than Nissan.

For now, the Navara is available in four model grades, all sporting the dual-cab ute body with a 4x4 system.

Prices have increased over the previous Navara - by between $932 and $6135 - and they carry a small premium over a similarly-equipped Triton.

The entry-level SL ($53,348 plus on-road costs) and ST ($56,765 plus on-road costs) are aimed at the workhorse market. What they lack in niceties - there’s only single zone ventilation, the SL gets steel wheels, you’re sliding a key into an ignition barrel and what is a glovebox on upper models is a shelf here - they make up for with a down-and-dirty work ethic; each gets a heavier duty suspension setup with four leafs in the rear versus three in more expensive variants.

Like all models they get a locking rear differential and tyre pressure monitoring system, as well as a surround view camera, eight airbags (dual front, front side, side curtain, driver’s knee airbag and a centre front airbag), front and rear cross traffic alert, speed sign recognition, auto braking, driver monitoring, lane departure warning and blind spot warning.

There’s also a 9-inch central infotainment screen incorporating Android Auto and wireless Apple CarPlay.

The ST-X adds 18-inch alloys, heated front seats, power-operated driver’s seat, partial leather trim (it’s a mix of real and artificial leather), contrast stitching and a leather-wrapped steering wheel for $63,177 plus on-road costs. There’s also a tub liner for the load area, providing additional protection.

And at the top of the Navara tree is a Pro-4X for $68,418.

It is targeted more at adventurers and families, dropping down to 17-inch wheels with more aggressive all-terrain tyres. Styling tweaks include tougher exterior highlights and unique detailing, as well as orange stitching and seat bolsters inside.

Plus, the Pro-4X is the only one that comes fitted with a towbar.

By the end of 2026 there will also be a Navara Warrior that’s expected to follow a similar path to the current model, with a higher ride height and improved on- and off-road nous courtesy of things such as a wider track and chunkier tyres.

The new Navara may be covered by Nissan’s 10-year, 300,000km warranty if the car is exclusively serviced by a Nissan dealer, otherwise the warranty reverts to five years.

Servicing is required every 12 months or 15,000km.

Driving impressions

There’s plenty of Mitsubishi in the way the new Nissan Navara behaves on the road, but there’s also a refreshing step up over the Triton courtesy of the local suspension development.

The biggest benefit is the way it deals with bumps.

The Navara does a great job suppressing bumps and maintaining composure over larger hits, adding a welcome layer of maturity to the driving experience.

It’s among the best utes in the way it pounds into a washout or king pothole.

The stiffer tune on the ST is noticeable

Nissan didn’t play with the electric power steering system, instead running the same tune as that in the Triton.

There’s good feedback and meaningful weighting, adding to the reassurance.

Elsewhere it’s pure Triton.

The 2.4-litre four-cylinder gets the job done without offering any excitement or fervour.

It has more grunt than the Navara it replaces (150kW/470Nm versus 140kW/450Nm) but has one less gear ratio to choose from (six rather than seven).

That auto transmission is occasionally too eager to step up through the ratios; on winding roads when you’re on and off the throttle it’d be handy if it held a ratio, something that can be done by the driver through a sequential selector.

The stop-start system that can kick in when the car is stationary - helping the Navara achieve a decent 7.7 litres per 100km claimed fuel use average - can also be lazy on start-up and brings an associated shudder.

When the Triton first arrived a couple of years ago its driver monitoring system was too eager to beep and flash warnings, something that prompted a software update.

Those updates have carried over to the Navara but our experience suggests there’s more finessing to be done to save the temptation of turning it off through the digital display housed in the instrument cluster.

Off-road, the Navara is an accomplished and impressively capable machine, leveraging its generous 228mm clearance and low-range four-wheel drive system.

SL and ST models get a basic part-time four-wheel drive system but the ST-X and Pro-4X get the system Mitsubishi refers to as Super Select II (Nissan has branded it Super 4WD).

It adds a Torsen limited slip centre differential that allows the car to be driven by all four wheels on bitumen; it’s handy when transitioning between gravel and tarmac, while also providing additional traction in the wet.

ST-X and Pro-4X models also have various drive modes that allow owners to toggle between Normal, Eco, Gravel, Snow, Mud, Sand and Rock, each tweaking the traction control to the surface.

Inside, there’s some old school stuff that reinforces the Navara’s nod towards tradition.

Analogue gauges grace the instrument cluster and there’s a mechanical handbrake lever that some will no doubt be happy to use over the buttons that are common these days.

And there’s no hiding the Mitsubishi throughout the cabin.

It’s a big step up from the previous Navara with a more modern layout, albeit with occasionally hard-finished plastics, including the sunvisors.

A central touchscreen sits high on the dash and is flanked by physical shortcut buttons and rotary dials, making it easy to use on the move.

Lower on the centre console ventilation controls rely on simple toggles and buttons, prioritising usability over flashiness.

Storage is well considered, with an additional upper glovebox (or shelf in lower grades) providing a handy spot for smaller items, complementing the larger lower compartment.

The rear seat features two more supportive outer positions with a raised centre section, while roof-mounted fan with vents help circulate air to those in the back.

Legroom is OK, although a carload of adults starts getting squeezy in the rear.

The tray out back carries plenty of luggage, helping make use of the generous payload that ranges from 964 to 1064kg, depending on the model.

As with most rivals, the Navara is rated to tow up to 3500kg and a 6250kg gross combination mass (GCM) means you’ll have at least half a tonne of payload to play with when lugging that maximum.

In the tray there are four tie-down points, with the front pair mounted higher and the rear pair near the floor for flexibility. However, the absence of power outlets or lighting again reinforces the notion that it’s a ute that ticks the ute boxes without pushing any boundaries.

Whereas some utes now lock their tailgate as part of the central locking, with the Navara it must be locked separately from the central locking system - an inconvenience for those carrying valuables. As a positive, though, the tailgate has gas struts for a more controlled opening.

So, all up the 2026 Navara is a solid and capable machine.

It’ll lift heavy things while also hauling the family in a semblance of comfort.

But in a ute market brimming with new players keen to shake things up the Navara is a heavy dose of tradition done well rather than brilliantly.

The standout is its local suspension tune that adds driving maturity to an otherwise familiar behind-the-wheel experience.

It’s the main thing that separates the Navara from one of its biggest challengers, the very similar Mitsubishi Triton.