Nissan Navara: Launch review

If you don't succeed try again … and again … That's the story of the Series 3 D23 Nissan Navara. Launched in Australia back in 2015, dual-cab versions of the D23 Nissan Navara have been criticised for the sloppy set-up of their segment-first coil-spring five-link rear suspension ever since.

Nissan had a go at fixing the system with new rear dampers in the Series 2 in 2016 but that didn't do the job properly.

Now it has tried again by adopting dual-rate rear springs for 2018, which it claims improves both ride and handling with a load on board or towing.

Suspending belief
While there have been no changes to the Navara's fully boxed frame, the double wishbone front-end, or the single and king-cab leaf-sprung rear suspension, the Series 3 Nissan Navara brings a revised coil-sprung rear-end to the dual-cab range, and a faster gear ratio for the rack and pinion steering.

Nissan says it improves refinement and driver confidence and reduces turns lock to lock, but there's no change to the 12.4m turning circle.

Testing has been conducted locally by Nissan and the new tune will be rolled out to other markets such as South America, where the Navara must also cope with punishing conditions and expectations.

You can see the difference because the rear-end of the new Nissan Navara rides 25mm higher than before unladen and 40mm higher laden, giving it a more wedgy look. It's the only way to pick out the Series 3 as it otherwise looks identical to its predecessor.

A quick check of Series 2 versus Series 3 ST-X dual-cab key measurements reveals that most stay the same, including the 3500kg braked towing capacity. But overall height rises 15mm to 1855mm, kerb weight is up a few kegs to 1979kg (still light by class standards), approach and departure angles are both improved but payload drops 10kg to 931kg.

No maximum wading depth is yet claimed for Series 3.

Driving standards
Without a load or towing the D23 Nissan Navara is a reasonably good drive by the standards of the segment. But the five-link rear-end has been unable to cope with big loads and tended to run out of travel into the bump stops.

So how is it now? Well, the good news is that, based on a drive with 650kg loaded into the back of a Navara, it didn’t bottom out. It did, however, still feel somewhat floaty in the rear-end and took some time to settle over big inputs like railway crossings.

Swap to towing and the Navara again coped okay. Mind you, with or without a load or something attached to the back, this is not a ute that overly impresses performance-wise.

That's because the drivetrain remains unchanged. So higher specs such as the ST-X we're testing here continue with the Renault-sourced 140kW/450Nm twin-turbo 2.3-litre diesel engine mated to either a six-speed manual or seven-speed auto.

Lesser models make do with the 120kW/404Nm single-turbo, mated to the same choice of transmissions.

The comprehensive Navara range is offered in five grades (DX, RX, ST, SL, ST-X), three body styles, as a cab-chassis or pick-up and as a 4×2 or 4×4.

All up, there are 35 Navara variants priced from $25,990 to $54,990, with ST-X able to add a leather seat option for $1500 and sunroof for a further $1000. Tick those boxes and deduct another 17kg off payload capacity, by the way.

We only drove the high-spec engine with the seven-speed auto and without too much payload it got along … okay. But add a load or a trailer and it really feels the weight.

The Navara is crying out for a V6 … just like the one in the upcoming Mercedes-Benz X-Class (which is basically a Navara with technical modifications and a cosmetic overhaul).

Without a load, the ride of the Navara did settle down and there was less float out of the rear. The steering change doesn't transform the vehicle though. It still requires plenty of effort to turn and get a bit too enthusiastic and you'll be unintentionally tyre squealing, understeering and body rolling.

More gear
Other changes to the Navara for Series 3 include an around-view monitor on ST-X models within their colour 7.0-inch infotainment system monitor and a reversing camera on all pick-ups.

Sat-nav is made standard on the king-cab ST grade, aligning with dual-cab. A digital speedo will be standard on the SL, ST and ST-X grades from June production, as will Isofix child restraints.

Also from June, improved tie-down hooks fitted on the RX, SL and ST have been positioned lower, while the ST-Xs with Utilitrack side rails gets four additional hooks mounted lower down.

By the way, the high-end variants get most of the attention because they command most of the sales. The dual-cab is the most popular model in the range by far, accounting for 90 per cent of sales in 2017. ST and ST-X grades claim nearly 70 per cent of sales.

Having said that, most equipment stays as before. So the ST-X collects features such as a dual-zone climate-control, push-button start, 18-inch alloy wheels (including spare), rear parking sensors, a protective tub liner and silver roof rails.

The 4×4 models get hill descent control and hill start assist. Safety features common to all Navaras include seven airbags. Autonomous emergency braking is on the list for future introduction. ANCAP rates Navara as a five-star crash safety performer, but that’s with a 2015 date stamp.

The interior is also unchanged, so you’ll find a neat presentation, adequate storage, three 12-volt outlets (a fourth in the tub), a single USB input – but there’s no Android Auto or Apple CarPlay connection — and only rake-adjustable steering when you settle into the driver's seat.

Row two is adequate without being special. There are rear vents, while a power-sliding rear window is a nice touch, allowing both better ventilation and access into the tub.

So there you have it. From a quick taste test, the Navara seems improved, but only back-to-back testing with rivals like the Ford Ranger and Toyota HiLux will tell us how much. Stay tuned for that.

2018 Nissan Navara ST-X Dual-Cab 4×4 Pick-up pricing and specifications:
Price: $54,490 (plus ORCs)
Engine: 2.3-litre turbo-diesel four-cylinder
Outputs: 140kW/450Nm
Transmission: Seven-speed automatic
Fuel: 7.0L/100km (ADR Combined)
CO2: 186g CO2/km (ADR Combined)
Safety rating: Five-star ANCAP (2015)

Also consider:
>> Ford Ranger XLT (from $55,490)
>> Toyota HiLux SR5 (from $54,440)
>> Volkswagen Amarok Sportline (from $55,990)