Pros
- Coil sprung suspension provides great driving dynamics
- Proving to be reliable
- Well-appointed cabin
- Strong twin turbo engine
Cons
- Handling can be compromised when fully laden
- Coil sprung rear end has loading limitations
- Steering on early models can be vague
- Tech can be underwhelming depending on spec and year model
Verdict
We wouldn't...
We'd be cautious
We would...
Buying a Navara depends what you want to do with it.
If you plan on towing very heavy loads on a regular basis or plan to throw hundreds of kilograms of weight in the tray daily or even weekly, or if you’re after an uncompromising off-roading beast, then no, you...
While the 2015 arrival of its third generation brought sweeping and wholesale change to everything Navara, the D23 was, is and will remain defined its choice of rear suspension. While big-name rivals in ute-dom stuck fast to tried and true left-type rear ends, this new replacement for both the larger D40 Nissan and archaic 17-year-old D22, ahem, ‘sprung’ a coil-type five-link rear on a segment bred on load-lugging and off-roading toughness. And boy did it ruffle feathers.
It’s a big deal, particularly cross-shopping used utes of recent vintage. While respectable in payload capacity – between 880kg and 1112kg in original guise – the popular dual-cab variants struggled with washy body control when bearing load limitations as a symptom. The upshot, though, was an inherently plush ride ideal for comfort and family hauling, a clear benefit for those not lugging around a tonne of payload, which is most owners most of the time.
Between 2015 and the beginning of 2021, the NP300 Navara, as it was known locally, got three series updates, two of which – Series 2 and 3 – almost wholly focused on retuning the suspension (and steering) to better balance load-lugging confidence while retaining class-leading ride.
Still, there’s a lot on the rest of the Navara menu. Size wise, D23 split the size difference between its D22 and D40 forebears, all new if carrying over its ladder frame chassis and crash structure. It launched in 14 different dual-cab guises and by the end of 2015 added single and
While the 2015 arrival of its third generation brought sweeping and wholesale change to everything Navara, the D23 was, is and will remain defined its choice of rear suspension. While big-name rivals in ute-dom stuck fast to tried and true left-type rear ends, this new replacement for both the larger D40 Nissan and archaic 17-year-old D22, ahem, ‘sprung’ a coil-type five-link rear on a segment bred on load-lugging and off-roading toughness. And boy did it ruffle feathers.
It’s a big deal, particularly cross-shopping used utes of recent vintage. While respectable in payload capacity – between 880kg and 1112kg in original guise – the popular dual-cab variants struggled with washy body control when bearing load limitations as a symptom. The upshot, though, was an inherently plush ride ideal for comfort and family hauling, a clear benefit for those not lugging around a tonne of payload, which is most owners most of the time.
Between 2015 and the beginning of 2021, the NP300 Navara, as it was known locally, got three series updates, two of which – Series 2 and 3 – almost wholly focused on retuning the suspension (and steering) to better balance load-lugging confidence while retaining class-leading ride.
Still, there’s a lot on the rest of the Navara menu. Size wise, D23 split the size difference between its D22 and D40 forebears, all new if carrying over its ladder frame chassis and crash structure. It launched in 14 different dual-cab guises and by the end of 2015 added single and extended ‘king’ body styles as well as cab-chassis options, making for 27 different variations.
The diesels were two Renault-sourced 2.3-litre oilers, a single-turbo version with 120kW/403Nm for lower-grade (DX and RX) versions and a lustier 140kW twin-turbo with 450Nm (auto) or 420Nm (manual) further up the range (ST and ST-X). A new 122kW/238Nm petrol was also offered, if rarely bought by diesel-loving Aussies.
Six-speed manual or seven-speed automatic transmission choices, as well as 4×4 and dedicated 4×2 drive, was offered widely throughout the range (surely a flagship ST-X dual-cab in manual rear-drive form will be a second-hand unicorn…). Whichever diesel four you chose, braked towing remained a segment-competitive 3500 kilograms.
While Navara lacks the full 500Nm found in key rivals, it was claimed to be one of the most frugal oilers of the ute set, as little as 6.3L/100km in trimmest form.
In flagship ST-X guise, the got nice stuff such as partial leather trim, a 7.0-inch touchscreen with sat-nav, dual-zone climate control, 18-inch alloys, LED exterior lighting, a locking-rear diff and the sort of full-fruit fit-out typical of the tree-topping competitive set. Shopping further down range, the line-up got auto headlights, cruise control, powered windows and six-speaker audio.
Where NP300 didn’t quite measure was in active safety, lacking anything like the sort of active safety assistance offered in Ford Ranger. It does, however, sit seven air-bags and fundamentals such as ABS and stability control. The latest major 2020 facelift rose Navara’s safety game range-wide – it’s the current new line-up that carries the latest five-star ANCAP rating.
The entirety of the gen-three Navara was a broad range for most budgets, with 2019’s Series 4 update bringing new 8.0-inch touchscreen infotainment with Apple CarPlay and Android Auto, the revised range topping out with bells-and-whistles ST-X N-Trek Warrior for a cool $66k.
Do we recommend buying one? Read on.
While the 2015 arrival of its third generation brought sweeping and wholesale change to everything Navara, the D23 was, is and will remain defined its choice of rear suspension. While big-name rivals in ute-dom stuck fast to tried and true left-type rear ends, this new replacement for both the larger D40 Nissan and archaic 17-year-old D22, ahem, ‘sprung’ a coil-type five-link rear on a segment bred on load-lugging and off-roading toughness. And boy did it ruffle feathers.
It’s a big deal, particularly cross-shopping used utes of recent vintage. While respectable in payload capacity – between 880kg and 1112kg in original guise – the popular dual-cab variants struggled with washy body control when bearing load limitations as a symptom. The upshot, though, was an inherently plush ride ideal for comfort and family hauling, a clear benefit for those not lugging around a tonne of payload, which is most owners most of the time.
Between 2015 and the beginning of 2021, the NP300 Navara, as it was known locally, got three series updates, two of which – Series 2 and 3 – almost wholly focused on retuning the suspension (and steering) to better balance load-lugging confidence while retaining class-leading ride.
Still, there’s a lot on the rest of the Navara menu. Size wise, D23 split the size difference between its D22 and D40 forebears, all new if carrying over its ladder frame chassis and crash structure. It launched in 14 different dual-cab guises and by the end of 2015 added single and extended ‘king’ body styles as well as cab-chassis options, making for 27 different variations.
The diesels were two Renault-sourced 2.3-litre oilers, a single-turbo version with 120kW/403Nm for lower-grade (DX and RX) versions and a lustier 140kW twin-turbo with 450Nm (auto) or 420Nm (manual) further up the range (ST and ST-X). A new 122kW/238Nm petrol was also offered, if rarely bought by diesel-loving Aussies.
Six-speed manual or seven-speed automatic transmission choices, as well as 4×4 and dedicated 4×2 drive, was offered widely throughout the range (surely a flagship ST-X dual-cab in manual rear-drive form will be a second-hand unicorn…). Whichever diesel four you chose, braked towing remained a segment-competitive 3500 kilograms.
While Navara lacks the full 500Nm found in key rivals, it was claimed to be one of the most frugal oilers of the ute set, as little as 6.3L/100km in trimmest form.
In flagship ST-X guise, the got nice stuff such as partial leather trim, a 7.0-inch touchscreen with sat-nav, dual-zone climate control, 18-inch alloys, LED exterior lighting, a locking-rear diff and the sort of full-fruit fit-out typical of the tree-topping competitive set. Shopping further down range, the line-up got auto headlights, cruise control, powered windows and six-speaker audio.
Where NP300 didn’t quite measure was in active safety, lacking anything like the sort of active safety assistance offered in Ford Ranger. It does, however, sit seven air-bags and fundamentals such as ABS and stability control. The latest major 2020 facelift rose Navara’s safety game range-wide – it’s the current new line-up that carries the latest five-star ANCAP rating.
The entirety of the gen-three Navara was a broad range for most budgets, with 2019’s Series 4 update bringing new 8.0-inch touchscreen infotainment with Apple CarPlay and Android Auto, the revised range topping out with bells-and-whistles ST-X N-Trek Warrior for a cool $66k.
Do we recommend buying one? Read on.
- There are reports that the paint can be on the thin side and can be easily susceptible to scratching.
- This can potentially lead to corrosion and rust.
- The rear brake light on the cab side can crack and that tends to leak into the cabin.
- There are reports that the armrests can become loose and the electric windows can fail or get stuck. However, we wouldn’t regard this as a “common” issue as such.
- Oil leaks are know to occur from the gearbox output shaft, timing case seals, the hot pipe/turbo pipes, transmission oil leaks, the rear main oil seal (this can be very common).
- Rear axle seals are known to fail on occasion.
- Twin turbo models bottom radiator hose can rub through on the drive belt pulley. This can result in a coolant leak and therefore, potential engine failure. This is an active recall from Nissan.
- However, most scenarios of engine or transmission failure are due to a lack of maintenance or abuse.
- While Nissan suggest servicing every 20,000kms, we’d suggest every 10,000kms should extend the overall life of the Navara and we’d highly recommend fitting a catch can.
- There are reports that the paint can be on the thin side and can be easily susceptible to scratching.
- This can potentially lead to corrosion and rust.
- The rear brake light on the cab side can crack and that tends to leak into the cabin.
- There are reports that the armrests can become loose and the electric windows can fail or get stuck. However, we wouldn’t regard this as a “common” issue as such.
- Oil leaks are know to occur from the gearbox output shaft, timing case seals, the hot pipe/turbo pipes, transmission oil leaks, the rear main oil seal (this can be very common).
- Rear axle seals are known to fail on occasion.
- Twin turbo models bottom radiator hose can rub through on the drive belt pulley. This can result in a coolant leak and therefore, potential engine failure. This is an active recall from Nissan.
- However, most scenarios of engine or transmission failure are due to a lack of maintenance or abuse.
- While Nissan suggest servicing every 20,000kms, we’d suggest every 10,000kms should extend the overall life of the Navara and we’d highly recommend fitting a catch can.
- There are reports that the paint can be on the thin side and can be easily susceptible to scratching.
- This can potentially lead to corrosion and rust.
- The rear brake light on the cab side can crack and that tends to leak into the cabin.
- There are reports that the armrests can become loose and the electric windows can fail or get stuck. However, we wouldn’t regard this as a “common” issue as such.
- Oil leaks are know to occur from the gearbox output shaft, timing case seals, the hot pipe/turbo pipes, transmission oil leaks, the rear main oil seal (this can be very common).
- Rear axle seals are known to fail on occasion.
- Twin turbo models bottom radiator hose can rub through on the drive belt pulley. This can result in a coolant leak and therefore, potential engine failure. This is an active recall from Nissan.
- However, most scenarios of engine or transmission failure are due to a lack of maintenance or abuse.
- While Nissan suggest servicing every 20,000kms, we’d suggest every 10,000kms should extend the overall life of the Navara and we’d highly recommend fitting a catch can.
Engine:
- 2.3-litre turbocharged 4-cylinder diesel – RX
- 2.3-litre twin-turbo 4-cylinder diesel – SL, Silverline, ST, ST Black Edition, ST N-Sport, N-TEC, ST-X, ST-X Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
- 2.5-litre 4-cylinder petrol – DX
Power:
- 120kW (2.3-litre turbocharged 4-cylinder diesel)
- 140kW (2.3-litre twin-turbo 4-cylinder diesel)
- 122kW (2.5-litre 4-cylinder petrol)
Torque:
- 403Nm (2.3-litre turbocharged 4-cylinder diesel)
- 450Nm (2.3-litre twin-turbo 4-cylinder diesel)
- 238Nm (2.5-litre 4-cylinder petrol)
Transmission:
- 6-speed manual, 4×2 – DX, RX, ST, ST-X
- 7-speed automatic, 4×2 – DX, RX, ST, ST-X
- 6-speed manual, 4×4 – RX, SL, Silverline, ST, ST Black Edition, ST N-Sport, N-TEC, ST-X, ST-X Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
- 7-speed automatic, 4×4 – RX (dual cab only), SL, Silverline, ST, ST Black Edition, ST N-Sport, N-TEC, ST-X, ST-X Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
Fuel consumption:
- 6.4 – 7.1L/100km – 2.3-litre turbocharged 4-cylinder diesel
- 6.3 – 8.1L/100km – 2.3-litre twin-turbo 4-cylinder diesel
- 9.7 – 9.9L/100km – 2.5-litre 4-cylinder petrol
Body style:
- 2-door single cab chassis – DX, RX, SL
- 4-door space cab chassis (marketed as “King Cab”) – RX, SL
- 4-door space cab ute (marketed as “King Cab”) – RX, SL, ST, ST-X
- 4-door cab chassis – RX, SL
- 4-door dual cab ute – DX, RX, SL, Silverline ST, ST Black Edition, ST N-SPORT, N-Tec, ST-X, ST-X N-SPORT Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
Height:
- 1735 – 1775mm – 2-door single
Engine:
- 2.3-litre turbocharged 4-cylinder diesel – RX
- 2.3-litre twin-turbo 4-cylinder diesel – SL, Silverline, ST, ST Black Edition, ST N-Sport, N-TEC, ST-X, ST-X Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
- 2.5-litre 4-cylinder petrol – DX
Power:
- 120kW (2.3-litre turbocharged 4-cylinder diesel)
- 140kW (2.3-litre twin-turbo 4-cylinder diesel)
- 122kW (2.5-litre 4-cylinder petrol)
Torque:
- 403Nm (2.3-litre turbocharged 4-cylinder diesel)
- 450Nm (2.3-litre twin-turbo 4-cylinder diesel)
- 238Nm (2.5-litre 4-cylinder petrol)
Transmission:
- 6-speed manual, 4×2 – DX, RX, ST, ST-X
- 7-speed automatic, 4×2 – DX, RX, ST, ST-X
- 6-speed manual, 4×4 – RX, SL, Silverline, ST, ST Black Edition, ST N-Sport, N-TEC, ST-X, ST-X Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
- 7-speed automatic, 4×4 – RX (dual cab only), SL, Silverline, ST, ST Black Edition, ST N-Sport, N-TEC, ST-X, ST-X Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
Fuel consumption:
- 6.4 – 7.1L/100km – 2.3-litre turbocharged 4-cylinder diesel
- 6.3 – 8.1L/100km – 2.3-litre twin-turbo 4-cylinder diesel
- 9.7 – 9.9L/100km – 2.5-litre 4-cylinder petrol
Body style:
- 2-door single cab chassis – DX, RX, SL
- 4-door space cab chassis (marketed as “King Cab”) – RX, SL
- 4-door space cab ute (marketed as “King Cab”) – RX, SL, ST, ST-X
- 4-door cab chassis – RX, SL
- 4-door dual cab ute – DX, RX, SL, Silverline ST, ST Black Edition, ST N-SPORT, N-Tec, ST-X, ST-X N-SPORT Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
Height:
- 1735 – 1775mm – 2-door single cab chassis
- 1750 – 1810mm – 4-door space cab chassis
- 1785 – 1815mm – 4-door space cab ute
- 4-door cab chassis
- 1760 – 1895mm – 4-door dual cab ute
Length:
- 5120mm – 2-door single cab chassis
- 5120 – 5260mm – 4-door space cab chassis
- 5255 – 5311mm – 4-door space cab ute
- 5255 – 5260mm – 4-door cab chassis
- 5255 – 5350mm – 4-door dual cab ute
Width:
- 1790 – 1850mm – 2-door single cab chassis, 4-door space cab chassis, 4-door space cab ute, 4-door cab chassis
- 1790 – 1895mm – 4-door dual cab ute
Kerb weight:
- 1604 – 1735kg – 2-door single cab chassis
- 1649 – 1814kg – 4-door space cab chassis
- 1830 – 2039kg – 4-door space cab ute
- 1759 – 1900kg – 4-door cab chassis
- 1649 – 2298kg – 4-door dual cab ute
Engine:
- 2.3-litre turbocharged 4-cylinder diesel – RX
- 2.3-litre twin-turbo 4-cylinder diesel – SL, Silverline, ST, ST Black Edition, ST N-Sport, N-TEC, ST-X, ST-X Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
- 2.5-litre 4-cylinder petrol – DX
Power:
- 120kW (2.3-litre turbocharged 4-cylinder diesel)
- 140kW (2.3-litre twin-turbo 4-cylinder diesel)
- 122kW (2.5-litre 4-cylinder petrol)
Torque:
- 403Nm (2.3-litre turbocharged 4-cylinder diesel)
- 450Nm (2.3-litre twin-turbo 4-cylinder diesel)
- 238Nm (2.5-litre 4-cylinder petrol)
Transmission:
- 6-speed manual, 4×2 – DX, RX, ST, ST-X
- 7-speed automatic, 4×2 – DX, RX, ST, ST-X
- 6-speed manual, 4×4 – RX, SL, Silverline, ST, ST Black Edition, ST N-Sport, N-TEC, ST-X, ST-X Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
- 7-speed automatic, 4×4 – RX (dual cab only), SL, Silverline, ST, ST Black Edition, ST N-Sport, N-TEC, ST-X, ST-X Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
Fuel consumption:
- 6.4 – 7.1L/100km – 2.3-litre turbocharged 4-cylinder diesel
- 6.3 – 8.1L/100km – 2.3-litre twin-turbo 4-cylinder diesel
- 9.7 – 9.9L/100km – 2.5-litre 4-cylinder petrol
Body style:
- 2-door single cab chassis – DX, RX, SL
- 4-door space cab chassis (marketed as “King Cab”) – RX, SL
- 4-door space cab ute (marketed as “King Cab”) – RX, SL, ST, ST-X
- 4-door cab chassis – RX, SL
- 4-door dual cab ute – DX, RX, SL, Silverline ST, ST Black Edition, ST N-SPORT, N-Tec, ST-X, ST-X N-SPORT Black Edition, N-TREK, N-TREK Warrior, PRO-4X, PRO-4X Warrior
Height:
- 1735 – 1775mm – 2-door single cab chassis
- 1750 – 1810mm – 4-door space cab chassis
- 1785 – 1815mm – 4-door space cab ute
- 4-door cab chassis
- 1760 – 1895mm – 4-door dual cab ute
Length:
- 5120mm – 2-door single cab chassis
- 5120 – 5260mm – 4-door space cab chassis
- 5255 – 5311mm – 4-door space cab ute
- 5255 – 5260mm – 4-door cab chassis
- 5255 – 5350mm – 4-door dual cab ute
Width:
- 1790 – 1850mm – 2-door single cab chassis, 4-door space cab chassis, 4-door space cab ute, 4-door cab chassis
- 1790 – 1895mm – 4-door dual cab ute
Kerb weight:
- 1604 – 1735kg – 2-door single cab chassis
- 1649 – 1814kg – 4-door space cab chassis
- 1830 – 2039kg – 4-door space cab ute
- 1759 – 1900kg – 4-door cab chassis
- 1649 – 2298kg – 4-door dual cab ute
Warranty:
3 years/100,000km
5 years/unlimited (from 1st April 2019)
Servicing:
12 months/20,000km
Model range, pricing & features
Buying a Navara depends what you want to do with it.
If you plan on towing very heavy loads on a regular basis or plan to throw hundreds of kilograms of weight in the tray daily or even weekly, or if you’re after an uncompromising off-roading beast, then no, you should not buy a Navara.
There are other 4×4 dual cab Utes that do those things more convincingly than the Navara.
However, if you are after a vehicle more along the lines of a lifestyle ute or pickup that will tackle the vast majority of terrain that most normal humans would attempt to explore, and this vehicle still needs to drive on road with composure and manners, and it needs to at least be able to tow and load a respectable amount of weight, and it has to be reliable and comfortable, then yes, you should buy a Navara and our pick is an STX
Overall, the Navara after a few years and thousands of kilometres, while it isn’t brilliant at any one thing, it’s just very good, at pretty much everything.
Buying a Navara depends what you want to do with it.
If you plan on towing very heavy loads on a regular basis or plan to throw hundreds of kilograms of weight in the tray daily or even weekly, or if you’re after an uncompromising off-roading beast, then no, you should not buy a Navara.
There are other 4×4 dual cab Utes that do those things more convincingly than the Navara.
However, if you are after a vehicle more along the lines of a lifestyle ute or pickup that will tackle the vast majority of terrain that most normal humans would attempt to explore, and this vehicle still needs to drive on road with composure and manners, and it needs to at least be able to tow and load a respectable amount of weight, and it has to be reliable and comfortable, then yes, you should buy a Navara and our pick is an STX
Overall, the Navara after a few years and thousands of kilometres, while it isn’t brilliant at any one thing, it’s just very good, at pretty much everything.
Buying a Navara depends what you want to do with it.
If you plan on towing very heavy loads on a regular basis or plan to throw hundreds of kilograms of weight in the tray daily or even weekly, or if you’re after an uncompromising off-roading beast, then no, you should not buy a Navara.
There are other 4×4 dual cab Utes that do those things more convincingly than the Navara.
However, if you are after a vehicle more along the lines of a lifestyle ute or pickup that will tackle the vast majority of terrain that most normal humans would attempt to explore, and this vehicle still needs to drive on road with composure and manners, and it needs to at least be able to tow and load a respectable amount of weight, and it has to be reliable and comfortable, then yes, you should buy a Navara and our pick is an STX
Overall, the Navara after a few years and thousands of kilometres, while it isn’t brilliant at any one thing, it’s just very good, at pretty much everything.
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Disclaimer
Please note that pricing information is subject to fluctuations in the automotive market.
Information correct as of November 12, 2021.
The advice provided on this website is general advice only. It has been prepared without taking into account your objectives, financial situation or needs. Before acting on this advice, you should consider the appropriateness of the advice, having regard to your own objectives, financial situation and needs.
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We'd be cautious
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