Nissan Navara ST-X

Shared DNA with Pathfinder makes Nissan's light commercial driver and passenger friendly

 » Get the best price on a new Nissan Navara Dual Cab ST-X 4x4 2.5

Road Test

Model: Nissan Navara 4x4 ST-X Dual Cab
RRP: $45,990
Price as tested: $46,265 (metallic paint $275)
Also consider: Mitsubishi Triton (more here), Ford Ranger (more here), Toyota HiLux (more here)

Overall rating: 3.5/5.0
Engine, drivetrain and chassis: 3.5/5.0
Packaging and practicality: 4.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.5/5.0

The D40 Navara has now been overtaken in several key areas even if it was a big advance upon its late 2005 release. Yes, the pace of change in the light commercial market has been rapid -- that said in the face of new and cheaper rivals, the Navara can still hold its own as a practical all-rounder.

The cabin is a good example. Beaten in space and comfort by the Mitsubishi Triton and shadowed by the more truck-like Toyota HiLux, the Navara may still look the goods in the rear but the rear seat cushion is now too short and backrest too upright to be the long distance benchmark. Yet its rear interior light, rear cupholders, sculptured inner rear doors and luxury-class door hardware are still ahead.

With the 60:40 fold-up rear seat stowed away, thanks to the fold flat front passenger seat, the Dual Cab with match the lock-up luggage capacity of a small hatch. On the 500km test, this unrivalled flexibility transformed the cabin into a storage facility for the overnight luggage of 10 cyclists while leaving the bigger than average load bed free for bikes and spares.

The ST-X's standard Utili-Track system with its four sliding tie-down cleats inside the load bed is an outstanding feature. The cabin's rear interior light cleverly lights up the tray for loading and unloading. The tray's overall amenity remains unrivalled even if you can't option in the tailgate lock offered elsewhere.

The overall dash presentation (based on the Pathfinder SUV) highlights the gap between a passenger vehicle cabin and the tricked-up light truck cabins and equipment found in most rivals. There are grab handles on the A and B-pillars as well as overhead, front reading lights, overhead sun glasses storage, multiple storage areas (including a double-decker glovebox), standard cruise control and driver's seat cushion tilt adjustment. Most of these items are not even options on the other vehicles in this segment.

The same extended Pathfinder origins also signal some big compromises. The turning circle is a massive 13.3m and in conjunction with the 1850mm width, Navara can be a real handful at the shopping centre. And load capacity is cut to just over 800kg when its harder-working rivals can exceed 1000kg.

Thus while its ride is much closer to that of a passenger car, it might be unwise to dismiss its rivals on this score when the Navara's tail can be left drooping much earlier. Operators who require a canopy and other storage fittings or must access its 3000kg towing capacity when loaded, need to watch this aspect.

Although the six-speed manual is a useful advance, the shift feel and action don't belong in a light commercial. Not only is the gate vague, the linkages feel 'fragile.' It is not a good fit with the tough truck image and a big margin behind the latest Ford Ranger/Mazda BT50 twins.

The brake pedal action is also dreadful with a long, soft dead zone. The brakes work well but the lost motion in the pedal is excessive compared to other vehicles and can catch you unawares.

The lower overall profile and ride height of the Navara make it is easier to get in and out of but the standard side steps and long wheelbase limit clearance in the really rough stuff. While the lower roofline is also much easier to load, the centre roof-mounted aerial can get in the way.

The lower body height also makes the sides more vulnerable to parking lot dings but at least Nissan offers substantial side strips as an option. They improve appearance as well as protection. While key mechanical parts are well shielded by chassis frame members, they don't have any bash plate protection as such. This is also an omission worth considering when the wider track will bring the centre of the Navara in contact with a high crown earlier than skinnier rivals.

The front is also plasticky and easily damaged while the grilles covering the upper and lower intakes are coarser than ideal for Aussie roads strewn with gravel. The chrome front bumper seen on overseas models would be welcome in breaking up the acreage of painted plastic.

The Navara's big advantage was its gutsy 2.5-litre turbodiesel that still has all the right credentials on paper but now feels a little tame at lower engine speeds compared to the latest 3.0-litre turbodiesels from Ford and Mazda. It still does a terrific job hauling an empty but hefty 1985kg, yet the lack of cubic inches soon tells in loaded performance and economy.

Our overall fuel figure of 11.1lt/100km over an easy-going mix of highway and urban usage is easily bettered by several newer rivals.
 
The D40 Navara over a longer acquaintance has the feel of a top level 1980s Ford F-Series, not surprising when its priorities and target market are similar. Even if its balance of work and comfort will suit a wider range of owners than most rivals, it might not be the best choice if you are inclined to sneak in extra weight or pound it over a really rough track on a regular basis.