Buying a used Nissan Navara D40 (2010-2014)

Australia during the 21st Century has hosted a battle that totally changed our mainstream motor vehicle market.

Back when Holdens and Falcons still challenged top spot on the sales charts, hardly anyone saw the dual-cab utility as a sensible alternative. By 2011 though, as an updated Nissan Navara range arrived in the country, sales for the segment (4x2 and 4x4 utes) had reached 152,000 vehicles, with Toyota’s HiLux responsible for around 36,000, Nissan second with 20,000 Navaras and many others fighting for the scraps.

Today that segment dominates the local market, topping 200,000 sales in 2019 before COVID-19 intervened. HiLux remains at the top, with the Ford Ranger second (and the best-selling 4x4 ute) and a sales boost for Navara anticipated with the arrival of its 2021 model, which is the fifth update to the D23 series since it launched in 2015.

Nissan since 2005 had run with a two-pronged strategy to Navara marketing, with a D22 model offering less performance, refinement and equipment for less money than the more appealing D40. That vehicle is the focus of our review.

The D40 update that emerged in 2010 remained available with minor packaging and mechanical tweaks until 2015. The 3.2-metre wheelbase remained constant, as did a useful 1.85-metre overall width that provided more than a metre of load space between the wheel-arches.

Navara D40s were sold locally in basic RX form or as the better-equipped Navara ST and ST-X. Four-cylinder diesel or V6 petrol engines were available initially, with the petrol V6 soon replaced by a diesel. A 4x4 driveline was optional across the range and added almost $7000 to the cost of a Navara RX.

Cheapest of the dual-cab Navaras was a 4x2 RX 2.5-litre diesel that cost $32,850 plus on-road costs, but from there the price spiral almost doubled. At $62,990, the 4x4 ST-X 550 with its 3.0-litre turbo-diesel engine was a luxury vehicle wearing work boots.

And the outlays didn’t stop there. Adding a canopy, steps, bull bar and a few other extras would push the cost close to $70,000.

As of late 2011, all Navaras were diesel and they came standard with air-conditioning, power steering, a single CD sound system, ABS and dual airbags.

In ST trim, the dual-cab Navaras provided power windows front and rear, cruise control, alloy wheels and a six-stacker CD system. Detail touches like a leather-bound steering wheel, a sports bar and map lights helped as well to justify the extra spend. Another useful extra was the ‘Utili-Track’ system of rails and sliding cleats for securing loads.

The most popular Navara engine was a hard-working and slightly raucous 2.5-litre turbo-diesel which produced 140kW and a torque peak of 450Nm. That was up by more than 20 per cent on the torque produced by the earlier 2.4DT.

Nissan’s strategy for maintaining progress in difficult terrain saw the Navara combine coil and wishbone front suspension with a conventional but robust live rear axle and century-old leaf spring technology. But it worked.

The V6-engined Nissan Navara ST-X 550 might not be as effective in tight going as the 2.5-litre but the big engine with 170kW would prove its worth when asked to tow at close to its three tonne (braked) capacity.

Navara’s ability to protect its occupants improved when front airbags became standard and ABS was made available on some versions. However, electronic stability control (ESC) wasn’t available until 2012 and drivers of early versions will notice its absence when trying to manage wheelspin on wet roads or gravel.

All 2012-15 dual-cab models scored four stars from ANCAP for occupant protection.

The Nissan Navara D40 and similar vehicles struggle when trying to balance off-road toughness against decent around-town comfort.

Most noticeable among the deficiencies will be rear-wheel hop and vibration when the tray is empty. However, the Navara is congenitally tough and easily adapts to changing conditions via the 4WD switch that electronically directs power to all the wheels without the need to stop.

Choices are 2WD, 4WD High Range and 4WD Low Range. High Range can be used for extra grip on wet bitumen, however using either 4WD mode on hard, dry surfaces can damage the transmission because the high friction between the road and the tyres doesn’t provide sufficient slip to protect components from binding.

Good clearance for off-roading means you sit high and vision forward or to the sides is excellent. That makes the Navara easy to place in traffic or when negotiating a narrow bush track.

Even after Nissan began fitting a reversing camera as standard on Navara, the gloom of an underground carpark can be scary because the camera may not reveal hazards lurking to the sides of the vehicle.

Running off-road, the dual-cab’s 230mm of underbody clearance is a big help, aided by short ramp and departure angles to help negotiate sand banks and rocky ledges.

Some owners spend lots of money on lift kits and bigger wheels but then negate the improvement by fitting side steps (because the truck is now too high for easy access). These then get snagged on obstacles or act as suction pads in mud or wet sand.

Most Navaras will spend much of their lives in urban traffic or parked at work sites, so judging the way a used one will perform during a brief test drive will be difficult.

Certainly, the handling needs to be biased towards bitumen road behaviour and if someone has replaced the stock 225/70 rubber with something more aggressively off-road, grip levels on a wet sealed surface will be compromised.

Front seats are well-shaped with plenty of lateral support and fore-aft adjustment. The back seat is still too upright and the bench is hard. Kids in child seats sit high enough to see the passing parade, but anyone shorter is going to feel somewhat entombed after a few hours in the ‘Are we there yet?’ section of the Navara cabin.

Reports of 14L/100km diesel consumption might deter some people from considering a V6 but RedBook.com.au shows claimed consumption at 9.3L/100km. This is only slightly less frugal than the 2.5-litre four-cylinder with its figure of 9.0L/100km.

D40s should not be showing any signs of structural rust or even bubbling to panel edges or around the windows. Any that do are best ignored because they will have spent time exposed to salt water. Underbody scrapes are unavoidable if a vehicle has been off-road, however these should be priced below those with clean and undamaged undersides.

Manual versions struggle in stop-start traffic on long hills, especially when dragging something approaching the 2.5-litre’s towing capacity. Avoid a vehicle if the clutch shudders when moving away under light throttle or squeals when disengaged.

The Exhaust Gas Recirculation cooler may crack and allow coolant to vaporise. If the car runs above halfway on the gauge or the temperature rises significantly when switched off then started again, be wary.

Electronic faults become increasingly common as these vehicles age. Diesels may drop into ‘limp home’ mode for no apparent reason and fuel system components begin needing replacement as the engine approaches 100,000km. A diesel that stutters under light load, blows excessive amounts of black smoke and won’t rev should be avoided.

Rear springs sag when subjected to continual heavy loads. This results in a floaty ride when unladen and bottoming with weight aboard. Look for at least 100mm of clearance between the top of the tyres and the wheel-arches. From behind check that the vehicle is sitting squarely on its springs.

Assuming the vehicle passes initial evaluation okay, then methodically check the in-cabin electrics to ensure everything works and warning lights haven’t been disabled. Failures and even fires within the electrical system have been reported.

>> D40s should not be showing any signs of structural rust or even bubbling to panel edges or around the windows. Any that do are best ignored because they will have spent time exposed to salt water. Underbody scrapes are unavoidable if a vehicle has been off-road, however these should be priced below those with clean and undamaged undersides.

>> Manual versions struggle in stop-start traffic on long hills, especially when dragging something approaching the 2.5-litre’s towing capacity. Avoid a vehicle if the clutch shudders when moving away under light throttle or squeals when disengaged. 

>> The Exhaust Gas Recirculation cooler may crack and allow coolant to vaporise. If the car runs above halfway on the gauge or the temperature rises significantly when switched off then started again, be wary.

>> Electronic faults become increasingly common as these vehicles age. Diesels may drop into ‘limp home’ mode for no apparent reason and fuel system components begin needing replacement as the engine approaches 100,000km. A diesel that stutters under light load, blows excessive amounts of black smoke and won’t rev should be avoided. 

>> Rear springs sag when subjected to continual heavy loads. This results in a floaty ride when unladen and bottoming with weight aboard. Look for at least 100mm of clearance between the top of the tyres and the wheel-arches. From behind check that the vehicle is sitting squarely on its springs.

>> Assuming the vehicle passes initial evaluation okay, then methodically check the in-cabin electrics to ensure everything works and warning lights haven’t been disabled. Failures and even fires within the electrical system have been reported. 

Used vehicle grading for Nissan Navara
Design & Function: 14/20
Safety: 14/20
Practicality: 15/20
Value for Money: 12/20
Wow Factor: 10/20
Score: 65/100

Also consider: Ford Ranger, Toyota HiLux, Volkswagen Amarok