Buying a used Nissan Navara D40 (2005-10)

Nissan’s original Navara joined the dual-cab fray during 1986 and spread its tentacles throughout the off-road and light-duty ute market segments.

By 2005 when the roomy and sophisticated D40 model was launched, Navaras were selling at 12,000 units a year and looking for an extra 500 units per month to challenge Toyota’s dominance of the category.

Normally, a car-maker will withdraw the previous model when introducing a successor. However, Nissan chose to offer a two-tiered Navara range, with the new D40 supplementing the olde-worlde D22 which had debuted way back in 1993.

The D40 was physically bigger, taller and offered more interior space than the D22 it was intended to supplement. The 3.2-metre wheelbase and overall length exceeding 5.2 metres provided plenty of in-cabin space plus a decent-sized tray. Most significant, and a consequence of the Navara’s genuine ‘wide-body’ design, was the amount of cargo space between the wheel-arches. However the dual-cab’s tray was too short to accommodate a jet-ski and a squeeze for two dirt bikes.

The basic RX Navara included air-conditioning, power steering, a single CD sound system and not much else. Dual air-bags and ABS brakes came in an option pack that added $1250 to the $39,990 charged for an RX 4WD manual.

For those who wanted a tough-looking ute for work and family transport and weren’t concerned about off-road use, a rear-wheel drive ST-X petrol was available for under $38,000.

Petrol-fed D40s came from a 4.0-litre V6 that generated 198kW. Six speed manual transmission was standard, with the five-speed automatic adding $2000.

In any configuration, ST-X spec Navaras were the way to go. They included ABS and air-bags, with power windows front and rear, cruise control, alloy wheels and a six-stacker CD system. Detail touches like the leather-bound wheel, a roll-bar and map lights were useful but most attractive was the ‘securi-track’ system of rails and sliding cleats for securing loads.

With power to spare and lots of ground clearance, the Navara begged to be taken to interesting places and very few were sold without 4WD.

Most common power-unit for off-roading Navaras was the 2.5-litre turbo-diesel with twin overhead camshafts, 128kW of power and 403Nm of torque – a 28 per cent improvement on the D22 Navara.

Midway through 2008 the five-passenger Dual-Cab was supplemented by a ‘King-Cab’ with a pair of very occasional folding seats in what amounted to a large luggage-locker. Power was diesel only, with 4WD mandatory and the RX priced from $38,000. That base price at last included air-bags and ABS but the ST-X at $41-43,000 still offered better value.

For six months during 2009-10, Nissan offered a Titanium turbo-diesel with colour-keyed paint, special wheels and pricing that took a Navara automatic beyond $50,000.

Nissan’s beefy Navara may be its own worst enemy. The D40 with its wide stance and muscular appearance looks tough but owners pushing their Nissans even within published load and tow-weight limits can experience durability issues.

Manual models have a reputation for premature clutch wear; particularly apparent when the clutch needs to be slipped in off-road conditions or if the car consistently tows in excess of 2000kg.

Four-wheel drive is selectable via a switch that electronically directs power to the front wheels. High range can be used for extra grip on dirt or wet bitumen but using 4WD on hard, dry surfaces can damage the transmission as they don’t permit sufficient slip to protect components from ‘binding’.

The view from behind the wheel is panoramic, making this an easy vehicle to place in traffic or off-road. The same can’t be said for its rearward vision and mirrors need clinical adjustment to eliminate blind spots. Underground carparks can be especially daunting and fitting an after-market reversing camera is recommended.

Tall tyres and lots of clearance might suggest a vehicle that’s a bit awkward when being driven quickly on sealed roads but the coil-front Navara displays excellent balance and decent levels of cornering grip. Aggressive off-road tread patterns significantly affect wet-road grip so having different wheel and tyre sets for sealed and off-road use is sensible.

The D40’s height means shorter occupants need the side-steps to comfortably access the cabin. However, those steps can act like suction pads when negotiating muddy tracks.

On the positive side are well-shaped and positioned seats for the driver and passenger and a clean, logical dash layout. The back seat and in fact the entire rear passenger area, is pretty dismal. The backrest is too upright (as with most dual-cab utes), child seats can’t be fitted without modifications and slithering through the half-sized doors takes some agility.

Rear passenger accommodation in the King-Cab is strictly for quick trips and you would rate as seriously irresponsible for entrapping anyone, especially youngsters, for more than a few kilometres in those dodgy seats.

Fuel consumption occupies the minds of many Navara owners, as a trip to some internet 4WD forums will confirm. Claims of 14L/100km from V6 versions and below 11L/100 from the diesel have been derided by some and bettered by others so the answer does seem to lie in how and where the vehicle is driven.

The V6 with its snappy acceleration and purposeful roar would certainly encourage drivers to bury the Blundstone away from the lights and even the turbo-diesel will deliver some zip when asked to perform.

Towing or just carrying something approaching the King-Cab’s 1090kg capacity over twisting roads can send consumption above 20L/`100km. Some owners complain about ‘lag’ in turbo-engined versions but a little anticipation and pre-emptive down-shift avoids the problem.

Check points on a Nissan Navara D40

>> Service and warranty history is critical when looking at a used Navara. Dissatisfied owners will often cut their losses and sell rather than persevere with a trouble-plagued vehicle. Ask what has been recently repaired or replaced, but also look for signs (like clean bolts on an otherwise grimy underside) that suggest a major component has been removed for repair.
>> D40s aren’t old enough to be showing signs of significant rust but scrapes that leave metal exposed or surface corrosion from salt exposure should be priced well below one with a clean and undamaged underside.
>> Manual versions aren’t really suited to heavy towing, despite claims made by the manufacturer. Owners report premature clutch failures in petrol and diesel models, including multiple failures in the same vehicle. Rear differential noise due to bearing failure also occurs and is best cured by a rebuild using stronger components
>> Engine electronic faults aren’t endemic but even occasional occurrences merit concern. Reports include diesels dropping into ‘limp home’ mode for no apparent reason and fuel injection components needing replacement at well below 100,000 kilometres. If the engine (petrol or diesel) stutters under light load, a diesel blows noticeable amounts of black smoke or won’t rev, be very cautious.
>> The rear springs can sag due to heavy loads, producing a rough ride when unladen and potentially dangerous bottoming with weight aboard. Look for at least 100mm of clearance between tyres and the wheel-arches and from behind to ensure the vehicle is sitting squarely on its springs.
>> Methodically check all of the in-cabin electrics to ensure everything works and components or warning lights haven’t been disabled. Failures and even fires within the electrical system have been reported.

ALSO CONSIDER: Toyota HiLux, Isuzu D-Max, Mazda BT-50

This article was first published February 1, 2013.