Nissan Navara ST-X 2010 Review

Nissan Navara ST-X

What we liked
>> 'Non-commercial' ride quality and NVH
>> Secure driving dynamics for a pick-up
>> Attractive style and improved interior design

Not so much
>> Turbo whine
>> High clutch take-up?
>> Diesel/auto ST-X is $4000 short of the Luxury Car Tax

About our ratings

OVERVIEW
-- The 'less is more' school of revision
A mild facelift and small but significant changes for Nissan's D40 Navara mark the 'Series 4' facelift for 2010. The limited scope of revision for the upgrade Navara -- other than the improved diesel powerplant -- suggests Nissan is quietly satisfied with the way the light commercial vehicle has been accepted by the market. The importer claims that the D40 model's 2009 sales performance has not only met its forecast, it has also sneaked ahead of its archrival, the Toyota HiLux, in one important niche of the segment.

According to Nissan, diesel dual-cab 4x4 pick-ups account for as much as 46 per cent of the combined 4x2 and 4x4 pick-up market here, based on VFACTS figures. This is a huge share of the market when no other type of pick-up can boast more than 10 per cent. Among that 46 per cent market share, the Navara diesel dual-cab 4x4 sold 27 per cent in 2009, about three per cent ahead of Toyota's HiLux.

In advance of the official launch for the upgraded Navara, Nissan recently imported two examples (manual and automatic) of the ST-X diesel dual-cab 4x4 for evaluation by the local press. The plan is that the Series 4 facelift will trickle down to all Navara and Pathfinder SUV variants, but the flagship of the pick-up range -- the ST-X diesel dual-cab 4x4 -- is the one with all the fruit; hence that variant being brought into the country especially.

Visually, the 'Series 4' Navara is hard to pick from the Series 3 predecessor. Headlights, bonnet, the v-shaped grille shell and a rounder bumper which adds 80mm to the overall length of the vehicle all contribute, but most will identify the facelift model by the six-spoke-design 17-inch alloy wheels, which replace the five-spoke 16-inch alloys of the superseded Navara ST-X.

PRICE AND EQUIPMENT
-- Plenty of kit, but top-whack price to go with it
Nissan advises that the Navara retains a $2700 price advantage over its "closest rival", which helps justify the importer's decision to raise the price of the petrol ST-X by $2070 (manual) and $3130 (diesel). That adjusts the prices to $47,990 (manual ST-X petrol), $50,240 (auto ST-X petrol), $50,990 (manual ST-X diesel) and $53,240 (auto ST-X diesel).

For the upgraded 'Series 4' model ST-X, the six-stack CD audio system now features speed-sensing volume, MP3 compatibility and Bluetooth connectivity. In addition, the ST-X gains dual-zone climate control, remote audio/Bluetooth/trip computer controls on the steering wheel, trip computer, external temperature gauge, speed-sensitive variable windscreen wipers and 'follow me home' lighting. Electric mirrors (standard already for the previous model) now provide a fold-in function for parking in narrow confines or negotiating drive-through car washes.

MECHANICAL
-- Power upgrade for powering up grades
Probably the major change in the Navara ST-X is the upgraded turbodiesel engine, which now provides "class-leading" performance, according to Nissan, but is cleaner and more frugal with it. Peak power for this upgraded unit is 140kW, an 11 per cent improvement, and the torque figure for the new engine is 450Nm, a 12 per cent gain. Fuel economy has improved 13 per cent -- now 8.5L/100km in combined-cycle testing for the six-speed manual variant and 9.0L/100km when the five-speed automatic box is specified. With reduced fuel consumption comes reduced CO2 emissions; down 15 per cent (224g/km manual, 238g/km auto).

Codenamed 'YD Kai 3' the revised turbodiesel powerplant features a new cylinder head design, an upgraded direct-injection system that shooting fuel into the engine at 2000bar (formerly 1800bar), an electronically-controlled variable-nozzle turbocharger and an EGR (Exhaust Gas Recirculation) by-pass valve cooling system for faster warm-up from cold. Flexible tubing at the turbocharger outlet serves to reduce engine-related NVH.

The upgraded diesel drives through the standard six-speed manual transmission to the part-time four-wheel drive system. As an option, there's a five-speed automatic carried over, but it has been updated with a sequential-shift manual-mode facility. If diesel isn't your bag, the ST-X will also offer the unchanged 198kW petrol V6 as a cheaper alternative.

The new 17-inch alloy wheels have raised the ST-X Navara's approach/departure angles slightly. Previously 29 degrees (approach) and 22 degrees (departure), the figures are now 30 degrees and 24 degrees, respectively. 

PACKAGING
-- Utility needn't be spartan
Nissan's re-work of the interior has significantly bettered what seemed like a fairly good package already. An earlier 'Series 3' example of the Navara ST-X was on hand for comparative purposes and there's little doubt that the upgrade has taken a turn for the better in the cabin.

Materials for the dash are solid, but more pleasing to touch and a premium grade of seat trim replaces the workmanlike durable-but-plain trim used previously. Throughout the cabin, there's additional bright/gloss-finish decorative trim and the new model's controls -- such as the dial for the drive transfer -- are more in keeping with ergonomic practice throughout the Nissan range. The company's designers have restyled the centre console, the centre fascia, the instrument binnacle and door trims.

Instruments and controls are easy to operate and read. There's four-way manual tilt adjustment for the driver's seat and it's simple to find a comfortable and commanding position with a clear view ahead and behind.

Steering is adjustable for rake, but not reach. However, that isn't a shortcoming when the driving position seems like it could be readily adjusted to suit a broad range of different physiques anyway.

It's common for dual-cab pick-ups to treat rear-seat passengers like second-class citizens. Accommodation in the rear of the Navara is somewhat better than that of the BT-50's and the 60/40 split-fold seating is a sensible feature that allows the driver to ferry three passengers and an esky or some other bulky item you don't want sliding around in the rear. There's the flexibility of folding up all three seating positions in the rear to stow tools that you wouldn't want left unsecured in the rear. It must be said too, there's a large amount of secure storage once the rear seats are folded up against the rear of the cabin.

The cleats in the tub of the Navara looked properly heavy duty indeed; wouldn't like to be clocked over the head with one of them in fact. They can be unfastened and slid up and down the length of the tub, either on the sides or the floor. Nissan reckons the loading system, which is named '5 channel Utili-Track load restraint system', provides greater flexibility without the complexity of conventional anchor points and tie-down straps in a rat's maze of webbing.

SAFETY

Based on our short drive on the unsealed roads of O'Brien's Crossing, the stability control system (VDC, to use Nissan's term for it) worked seamlessly without pre-empting the driver. The system would allow a degree of wheelspin or oversteer on dirt before cinching things up again.

COMPETITORS
-- Volkswagen poses a threat?
Nissan has made no secret that it's hunting HiLux with the upgraded Navara -- particularly the ST-X variants. As we've mentioned already though, there are a number of alternatives that could be cross-shopped against the Navara.

Some, such as the Mitsubishi Triton GLX-R, the Mazda BT-50 and the Isuzu D-MAX LS-U, we've driven. The Isuzu provides a substantially lower-cost option, but chances are many shoppers driving the Isuzu and the Navara back to back would find the extra dosh to fork out for the more comfortable, more refined Nissan.

It's a similar story with the Mitsubishi and the Mazda. The Navara makes a more convincing case, in our view. Other vehicles that could be considered competitors to the Navara include the Ford Ranger (a badge-engineered BT-50) and the Holden Colorado (mechanically identical to the Isuzu). If purchase price is all that matters, there's the Great Wall V240...

It's not here yet, but is due later in the year and we'll be interested to see how it shapes up against the Navara. It is, of course, the Volkswagen Amarok.

ON THE ROAD
-- Ticks all the boxes
It was the Navara's ride that immediately impressed this writer -- fairly cushy for a one-tonne 4x4 pick-up. In fact, the Navara ST-X provided a better quality of ride than the Peugeot 4007 driven to the drive program start in the Victorian township of Bacchus Marsh.

The Nissan's steering, handling and roadholding were also most adept and significantly better than this reviewer recalls of the Isuzu D-Max and the Mitsubishi Triton. And while one wouldn't like to lay money on it, dynamically the Navara possibly surpassed the Mazda BT-50 also.

Despite the Navara's de rigeur live rear axle and leaf springs, it was composed and consistent in its handling. With all four wheels driven, it provided no nail-biting moments on dirt and, even in rear-wheel drive only, it was settled and steadfast.

The VDC (stability control) was generally seamless in operation, but could be felt through the throttle when accelerating uphill through a corner, for example. The system reduced torque if the live rear axle was beginning to step out of line. There was a sudden sensation of throttling back without lifting the foot. In the main though, the VDC was impressively capable without being intrusive.

Nissan makes no claim for the Navara's offroad ability being in the same league as the Patrol's, but the importer allowed us the opportunity to test the pick-up on the rally roads and some easier 4WD tracks in and around O'Brien's Crossing, north of Bacchus Marsh. While most of the offroading would not have severely challenged the mettle of an X-TRAIL or Grand Vitara, one of the Nissan drivers found a boghole that definitely proved to be a big ask for the Navara.

The pick-up could get about halfway through the boghole in low-range 4WD before traction was lost, but the driver managed to back it out under its own steam. That was almost certainly possible by virtue of the Navara's electronically controlled reduction-gear transfer with clutches -- a system that ensured there was no slip from front to rear during that reversing manoeuvre.

On other bush tracks, the Navara was completely unfazed, not grounding once, nor raising a wheel over a mogul. So as far as we can tell, the Navara seems competent enough offroad, but we'll need a seven-day test to determine precisely how competent.

Engine-related NVH was more refined in the Nissan than the Mazda we had driven previously. The Navara was also more refined than the Peugeot SUV mentioned above. Where the 4007 sounded distinctly 'diesel' -- but in fairness was also a bit sportier in the way it produced its power and torque -- the Navara sounded less like a diesel. The one nit-pick concerning the NVH was the dominating turbo whine from the engine.

But effortless torque was available almost everywhere in the rev range, with little in the way of turbo lag -- and the Nissan's class-leading output proved handy indeed. On one steep bitumen grade leaving the Victorian township of Blackwood, the reviewer slotted the transmission into sixth at 80km/h. The Navara just maintained pace without labouring or otherwise carrying on. If anything, it actually picked up speed in top gear. Over a mix of open road and some offroad work, the Navara manual used 9.7L/100km of fuel, according to the trip computer.

The five-speed automatic transmission features a sequential-shift manual facility, which works quite well. Response and shift smoothness were both up to par and the transmission proved to be ready to adapt to driving style, although left in Drive it would change up on a descent, even in low-range 4WD. Here's where you learn that the Navara is NOT an SUV after all. Still, a minor grumble...

Subjectively, the clutch take-up in the manual variant felt a little higher than ideal. The shift quality was generally precise and light to use. It presented as better than the truck-like shifters of the many of the Navara's rivals in this category, but we did also experience some difficulty selecting second gear on one occasion. It was as if the gate for that gear was a little too close to fourth, but we also make allowance for our lack of familiarity with the shifter.

Overall, the Navara really impressed for the smooth and capable way it handled its job description. Nissan doesn't believe that it will conquest sales from the Pathfinder SUV -- simply because the vehicles appeal to different buyer types -- but we wouldn't be surprised if a few prospective Pathfinder owners chose the Navara instead. 

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