2026 Nissan Navara review, quick drive

Few new cars coming this year have quite as much on the line as the all-new Nissan Navara. 

As a flurry of new manufacturers enter the market, desperate to steal a slice of a pie from mainstream legacy brands, Nissan has all the hallmarks of a probable target. It comes off a middling year of sales on either side of the Tasman. And its line-up is in something of an interim period, shedding some of its most famous nameplates and hurriedly preparing several replacements. 

The Navara is Nissan’s big hope for 2026, and in theory it’s a big step forward. There’s an all-new platform that helps drag the Nav into the 21st century. Under the bonnet is a powertrain that’s both more powerful and more fuel efficient than its predecessor. And its interior finally looks somewhat current relative to the competition. 

But, despite the scorecard being firmly in the green, the launch of the Navara has been tinged with ire. Some ute nerds aren’t happy that the Navara now shares its platform, engine, and the bulk of its interior and bodywork with its closest rival; the Mitsubishi Triton. 

Having attended the off-road-based launch of the Navara last November, CarExpert was invited to Canberra earlier this month to drive the new ute on Tarmac for the first time. Is it a better Triton, and an even better Navara? 

How much does a Nissan Navara cost?

The local Navara line-up is one of the most simple and streamlined in the ute segment. There are no single-cabs, no super-cabs, and no 2-wheel drive models. Nissan offers the nameplate exclusively in 4-wheel drive double-cab format in four different trim levels; SL, ST, ST-X, and Pro-4X.

The range starts at $54,690 for the SL. Another three grand puts you into an ST, and $5000 on top of that slots you into the ST-X. The range is topped by the adventurous looking $67,690 PRO-4X … at least, until the Warrior trim arrives on the scene later this year. Nissan New Zealand has a standing $3000 ‘factory bonus’ discount on the ST-X and PRO-4X, which lasts until the end of March. 

The Navara is clearly positioned towards the more affordable end of the ute segment when you’re comparing 4WD apples to 4WD apples. The model’s SL, ST, and ST-X variants all slightly undercut their Toyota Hilux equivalent, and of course are much cheaper than the segment-leading Ford Ranger. 

Conversely though, the SL, ST, and ST-X are also more expensive than their equivalent direct cousins from Mitsubishi. We published a detailed breakdown comparing the pricing of the two nameplates recently, which you can read here. 

For all of our focus on the ‘mainstream’ SL, ST, and ST-X, Nissan actually believes that the PRO-4X is going to be the volume seller in the mix. It’s a curious prediction that seems to place plenty of emphasis on strong demand from private buyers. 

What’s the Nissan Navara like inside?

As much as certain elements of the outgoing Navara still felt fairly competitive, the interior was anything but. Nothing gave away the true age of the D23 Navara quicker than its swoopy dashboard shape and (admittedly endearing) quantity of buttons. The new D27’s cabin feels considerably more current, without going overboard.

A tasteful amount of tactile physical switches thankfully remain, including — praise be — a proper, dedicated climate control panel. Team traditionalist also scores a manual handbrake, which is interesting as the Ranger and Hilux have moved on to fancy electronic ones. Build quality feels robust here, an observation that was backed up after we spent a good chunk of our drive day hoofing it on rocky gravel.

Headroom and legroom in the second row have tangibly grown between generations, although it doesn't quite have the passenger space of a Ranger or a Kia Tasman. There’s plenty of storage throughout, including a useful split glovebox on the passenger side up front (the SL’s top box is just an open aperture). 

As far as kit is concerned, all models come with the same 9.0-inch central touchscreen and 7.0-inch ‘ani-digi’ driver’s display with a much improved reverse camera, satellite navigation, wireless Apple CarPlay, and wired Android Auto.

Whilst its new-found modernity inside is a big win for the Navara, the ‘but’ is that almost everything you see in here carries over directly from the Triton. That includes some of the stuff you’d think might’ve been fairly straightforward to redesign, like the steering wheel. 

Now, I’m not necessarily flagging this as a complaint. For starters, we don’t necessarily know how much say Nissan had in the original design. It’s also a simply nicer looking and feeling space to sit than the outgoing Navara, particularly if you opt for the PRO-4X with its striking orange highlights, leather-accented upholstery, embossed ‘PRO-4X’ detailing, and contrast-colour stitching.

What’s under the bonnet?

We won’t drill too far down into the Navara’s 2.4-litre turbodiesel as it is a direct port from the Triton. It produces the same 150kW of power and 470Nm of torque, has the same 7.7L/100km claimed fuel economy, and comes mated to the same 6-speed automatic. Instead of talking about what’s under the bonnet then, let’s talk about what’s behind each of the Navara’s wheels. 

The biggest difference between the Navara and its Mitsubishi cousin, the element that Nissan believes gives its horse a technical edge over its brother from another mother, is its unique suspension package. 

The ST, ST-X, and PRO-4X make use of suspension tuned and developed in Australia by Premcar. Each variant gets its own calibration, catering specifically to the expected customers of each of the three models. As detailed earlier this month this market-specific suspension calibration is installed by dealers once each unit is in Australia, with the original components disposed of. 

What gets put in, then? Well Nissan uses either a three-leaf (ST-X and PRO-4X) or four-leaf (SL and ST) rear spring set-up depending on the variant, then it adds in a new damper unit that features an internal rebound spring that’s designed to reduce impact force from stiffer bumps. Not only that, but Nissan also claims that the switched-in dampers also make the Navara’s steering more precise and body control more poised. 

All of this damper shenanigans came off the back of more than 18,500km of testing across Australia and New Zealand, with Premcar running through 137 different combinations of damper codes and more than 550 internal damper shims in the process. 

The Navara gets the Triton’s ‘Super Select’ 4WD system in its ST-X and PRO-4X models, meaning the option of full-time high-range 4WD and an open differential. SL and ST grades get the more basic ‘Smart 4WD’. 

How does the Nissan Navara drive?

We won’t drill too far down into the Navara’s 2.4-litre turbodiesel as it is a direct port across from the Triton. It produces the same 150kW of power and 470Nm of torque, has the same 7.7L/100km claimed fuel economy, and comes mated to the same 6-speed automatic. Instead of talking about what’s under the bonnet then, let’s talk about what’s behind each of the Navara’s wheels. 

The biggest difference between the Navara and its Mitsubishi cousin, the element that Nissan believes gives its horse a technical edge over its brother from another mother, is its unique suspension package. 

The ST, ST-X, and PRO-4X make use of suspension tuned and developed in Australia by Premcar. Each variant gets its own calibration, catering specifically to the expected customers of each of the three models. As detailed earlier this month this market-specific suspension calibration is installed by dealers once each unit is in Australia, with the original components disposed of. 

What gets put in, then? Well Nissan uses either a three-leaf (ST-X and PRO-4X) or four-leaf (SL and ST) rear spring set-up depending on the variant, then it adds in a new damper unit that features an internal rebound spring that’s designed to reduce impact force from stiffer bumps. Not only that, but Nissan also claims that the switched-in dampers also make the Navara’s steering more precise and body control more poised. 

All of this damper shenanigans came off the back of more than 18,500km of testing across Australia and New Zealand, with Premcar running through 137 different combinations of damper codes and more than 550 internal damper shims in the process. 

The Navara gets the Triton’s ‘Super Select’ 4WD system in its ST-X and PRO-4X models, meaning the option of full-time high-range 4WD and an open differential. SL and ST grades get the more basic ‘Smart 4WD’. 

How does the Nissan Navara drive?

Last November (in a past life working with a different outlet), I had the chance to do some mild off-roading in the new Navara. The pick-up largely performed admirably, but there were plenty of questions left unanswered. Namely, how well does all that special Australian suspension tuning actually work in the real world. 

Our first proper drive of the Navara, then, took place across a fully packed day of driving in Canberra, covering some additional off-roading, some motorway commuting, and a blast through the Aussie capital's surprisingly good network of rural back roads. For the day, we were able to briefly drive all four Navara specs, with the SL (shod with the Navara's standard suspension package) loaded up with 300kg worth of sandbags in the tray. 

Let's get the obvious out of the way. The Navara's 2.4-litre bi-turbo will feel instantly familiar to anyone that's driven the Mitsubishi Triton. I don't consider this to be a significant knock, as the shared 2.4 has plenty going for it. It's claimed 7.7L/100km fuel economy number is amongst the most frugal in this segment; a point with increasing relevance in the current political climate (and something that could even spur a bit of jealousy from your Ranger V6-owning mates). It's not as muted and smooth as some other power trains, like the Tasman's 2.2-litre or the Ranger's outgoing 2.0, but once you're mobile the Nissan's 2.4 and 6-speed feel reasonably polished and refined. 

Not cracking the 500Nm of torque barrier might be a mark against the Navara to some, particularly those planning to use it whilst towing. But we've used this powertrain for towing reasonable loads in the past and found it to be a more than adequate load lugger. When you don't have a caravan or boat hitched to the back, it's also as quick as you could realistically need a dual cab to be; capable of getting out of its own way with a sound amount of mid-range pull for executing overtakes and the like. The Ranger V6 still offers considerably more straight-line performance for those wanting a bit of bite. 

The handling and suspension stuff is where the Navara starts to get pretty interesting.

From the outset, I will say that the work done locally hasn't necessarily been transformative. The Navara's ride comfort still doesn't hold a candle to plush benchmarks like the Ranger and Tasman. This still largely feels like a conventional, proper body-on-frame pick up. However, you could argue that it does represent a tangible improvement on the Triton it shares its platform with. 

The loaded tray meant the SL wasn't quite the 'control' we hoped it would be on the day. Nevertheless it's on-road ride quality is fair for a trim level primarily aimed at tradies and fleets. As you'd expect, it's four-leaf rear set-up handled the 300kg load effectively, to the point I'd totally forgotten it was there until I snapped a photo at the first driver swap. Like the Triton, its ride compares handily with the likes of the Toyota Hilux and Isuzu D-Max.

Then you have the balance of the line-up, each carrying their own specific Premcar-sourced ride tune. The ST and STX are difficult to tell apart from each other, but both feel a pinch more composed and assured than the base SL. The PRO-4X, meanwhile, has the most discernable suspension tune. It is clearly the most plush and controlled ute of the range on both tarmac and dirt, giving you more confidence when tooling around on a quiet gravel road (speaking from experience here) and guaranteeing a comfier platform for trips to town. The thicker sidewalls of its all-terrain rubber are also likely to have influenced its competent ride. 

I noted that the Navara feels particularly sorted on gravel trails. We drove on numerous 50kph and 80kph dirt roads, some of which were lined with corrugated sections and pot holes. The Navara felt confident and pliant on these surfaces, more than most pick-ups I've driven in similar conditions. It's no wonder of course, roads like this would've featured frequently in Premcar's testing. 

An added bonus of these suspension changes is the Navara's sharpness in corners. Granted, the platform is still behind some rivals (that pesky darn Ranger again) for dynamicism, but to my eye it felt a little more enjoyable and placeable on rural roads than its Triton blood relative. Not a night and day difference, but enough of a difference for me to think twice when comparing the two rivals. 

What do you get 

As mentioned earlier, the base SL comes with the majority of the Navara's tech and safety suite, including the 9.0-inch touchscreen, navigation, climate control, and more. One curious missing piece across the range is wireless Android Auto, with Nissan only offering wired Android connectivity. 

Nissan Navara SL equipment highlights:

• 17-inch steel wheels with 265/65R17 all-terrain tyres
• Full-size matching spare
• Black grained mirror caps, door handles
• Front and rear mud guards
• Tailgate assist, lock
• 4 x cargo bed tie-down hooks
• Automatic LED headlights
• Automatic high-beam
• Rain-sensing wipers
• 7.0-inch instrument cluster screen
• 9.0-inch touchscreen infotainment system
• Wireless Apple CarPlay and wired Android Auto
• Satellite navigation
• DAB+ digital radio
• 4-speaker sound system
• Climate control air-conditioning with second-row air vents
• Tilt and telescopic steering wheel adjustment
• Urethane steering wheel
• Black fabric upholstery
• 6-way manually adjustable driver’s seat with 2-way power lumbar
• 4-way manually adjustable passenger seat
• 1 x USB-C outlet (front)
• 1 x USB-A outlet (front)
• 2 x 12V outlets (1 x front, 1 x rear)
• Sunglasses holder
• 2 x glove boxes (1 x open, 1 x with door)
• Rear centre armrest with two cup holders
• Vinyl floors
• Grey headliner and A-pillar trim
• Urethane shifter with PVC boot

ST adds:

• 17-inch silver alloy wheels with 265/65R17 all-terrain tyres
• LED front fog lights
• Side steps
• Polished sports bar
• Boulder grey mirror caps, door handles
• Leather-accented steering wheel
• Auto-dimming rear-view mirror
• Power-folding, heated exterior mirrors
• Rear privacy glass
• 1 x USB-C outlet (rear)
• 1 x USB-A outlet (rear)
• Carpeted floors

ST-X adds:

• 18-inch gunmetal alloy wheels with 265/60R18 highway-terrain tyres
• Hill descent control
• Selectable Normal, Eco, Gravel, Snow, Mud, Sand and Rock drive modes
• Body-colour lower bumper front bumper
• Silver-accented grille
• Tub liner
• Proximity entry with push-button start
• Dual-zone climate control
• Heated front seats
• Black leather-accented upholstery
• 8-way power driver’s seat with 2-way power lumbar
• 6-speaker sound system
• Carpet floor mats
• Sunvisor vanity mirrors
• 2 x glove boxes with lids
• Leather-accented shifter with PVC boot
• PVC centre console lid

Pro-4X adds:

• 17-inch matte black alloy wheels with 265/65R17 all-terrain tyres
• Tow bar
• Red-accented grille
• Gloss black mirror caps, door handles, roof rails
• Black sports bar
• Black wheel-arch flares with red accents
• Black leather-accented upholstery with red accents
• Leather-accented steering wheel with orange stitching
• Black headliner and A-pillar trim
• PVC centre console lid with orange stitching

CarExpert’s take on the Nissan Navara

For all of the Navara's critics (many of which are admittedly of the social media-based variety), the all-new Nav' ticks plenty of compelling boxes - including a few that it's predecessor never did. 

The ute market is currently in the midst of enormous change, with a new player seemingly entering the space every few weeks, many coming from brands that have never waded into the pick-up segment before. It's going to be an interesting year, and the reputation of both the Navara and its Triton relation could prove key to their ongoing success in 2026.