Nissan Navara 2,3D LE 4X2 AT

Better than the sales charts suggest

The overall South African car market is a hard nut to crack as it’s been dominated for years on end by two brands – Volkswagen and Toyota – and when it comes to LCVs (bakkies) specifically, it’s much the same story except that it’s Ford that vies with Toyota to get the most customers on board. No Nissan, I hear you say?

Once upon a time, when the “Hardbody” was seen in a more positive light, things were different for Nissan, but I suspect the Japanese company took its foot off the throttle just a tad while Ford and Toyota in particular got into cruise control with model ranges that resonated with a market that is driven by perception.

Underscoring that “perception” conundrum is the question of image. South African bakkie buyers in particular, thrive on projecting a macho image and they clearly believe this is an area where the Ranger and the Hilux outmuscle the opposition, and Nissan in particular. It’s debatable whether bulging wheel arch extensions and snarling, chrome-laden grilles actually translate into anything concrete, but buyers think it does, so they are happy.

I raise all these issues in the wake of spending a week with Nissan’s Navara that, frankly, hides its virtues under a set of rather ordinary clothes that won’t antagonise anyone but also won’t set any pulses racing. Let’s just say it’s too “middle-of-the-road” appearance-wise for its own good. In my case, as a dyed-in-the-wool non-believer in the necessity to own a bakkie as a year-round vehicle, I can’t see what it is that makes a Navara so much less desirable than the big two as the Nissan, within the constraints faced by all ladder-frame designs, gives little or nothing away in terms of usability.

In terms of this test unit, the headline news concerns the drivetrain. In the third quarter of 2018, Nissan introduced 4X2 versions of the Navara in SE and LE trim with the option of manual or auto gearboxes. The test unit was dressed in LE trim and sported a 7-speed auto gearbox. This move seems entirely sensible to me as I’m sure most bakkies spend most of their time doing what most other passenger cars do – enduring the urban grind and making the odd foray down a nicely-surfaced highway.

What is not so obvious is that the removal of the transfer case and locking diff reduces the unladen mass by a significant 118kg. I had not initially taken this slim-down into account, but it didn’t take long to realise that the 140kW450Nm forced induction 2.3 litre diesel showed an unexpectedly lively disposition thanks to the deletion of the aforementioned hardware.

It is relevant to note that on the launch of the 4X4 Navara, I had singled out this motor for its responsiveness and in this iteration, it does better still in terms of sprightliness. Sure, it can sound a little frenzied when really pressed but for the most part, and especially on the cruise, it is decently refined and keeps its presence in the background thanks to high gearing which keeps the revs down. For the record, fuel was consumed at a rate of 9.0l/100km over a week’s varied use.

The gearbox is an old school torque converter device which should telegraph that snappy shifts are not on offer. Instead, alacrity is traded for smooth and rather lazy shifting characteristics and a measure of slippage under load, but overall, the drivetrain earns good marks and gives nothing away to the big two.

The power steering exhibits similar characteristics in that it feels rather vague and indirect around the straight-ahead position, but the effort level needed to twirl the wheel is nicely-judged and vehicle bulk aside, the Navara is easy to drive in the typical daily grind. The brakes too are effective and well-weighted in terms of pedal feel.

As for driving dynamics, I’ve left the most contentious matter to last and that’s the issue of ride. Nissan got extremely voluble about the virtues of the coil-sprung, 5-link rear axle when it was introduced and if I may be so bold, I suspect their PR-speak was tuned to create the impression that the multi-link rear end offered independent operation of the rear wheels.

Indeed, I recall a couple of my pen-pushing colleagues fell for the PR-speak but let me clarify that the rear suspension is indeed effected via a SOLID rear axle, each end of which features a 5-link arrangement and coil springs in place of leaf springs.

The problem with leaf springs is that their unwinding movement after compression generates significant vertical movement which the dampers then have to control. More compact coil springs aren’t so aggressive (the trade-off comes in the form of reduced articulation), so Nissan’s claims of improved ride are well-founded when dips and crests are concerned, but rutted dirt and potholes still generate uncomfortable movement, especially when unladen.

Therefore, take it that at speed on the average tar road, the ride is improved but there’s a softness at play which creates the feel of a water-filled mattress – almost as though the body is shuffling around the ladder frame. It’s not bad but it’s not as controlled nor as comfortable as the leaf-sprung VW Amarok, for example. It is though, better than what you’ll experience in a Hilux.

As for cabin execution, the LE version is well-equipped and neatly-finished, albeit that loads of hard, grained plastics are on display. The heated and supportive front seats are generously proportioned and swathed in perforated black leather as is the rear seat which offers entirely reasonable space for two adults for whom the backrest is endowed with a measure of shaping.

Durable black carpeting covers the floor and there’s no shortage of oddments space, even if soft linings are notably absent. Flashes of chrome and silvered trim ensures that the blackness is not too pervasive while attention to detail is evident in the high positioning of (one of two) a dash-mounted power socket and the provision of small rectangular pockets on the sides of the centre console which make a perfect home for cell phones.

Getting in and out is facilitated by keyless entry and start, a central display acts as home for Bluetooth, satnav and music, the air con is easy to operate thanks to simple and clearly-marked controls and all four windows do service at the touch of a button. Steering wheel controls are present for cruise control and infotainment and very clear analogue instruments, complete with sexy lighting, keep the driver informed of what’s going on.

In summary, the interior execution blends ambience and practicality rather neatly and lacks for nothing in terms of equipment. This test unit was quite a well-used example but was pleasingly free of squeaks and rattles. Externally, the positive story continued as the paintwork looked smooth and glossy, the panel gaps were uniform, and all the doors featured double seals to keep dust and wind noises at bay.

Smart alloy wheels shod with substantial 265/60R18 rubber added a flash of pizazz along with copious quantities of chrome detailing and silvered roof rails while practical aspects included an opening rear cabin window, rubber inlays in the rear bumper, projector headlamps and rear parking sensors. This test unit also featured a superbly-fitted tonneau cover which hid a generous if slightly shallow load area that I suspect gets used to the full just once a year in most cases!

I came into this test with a jaundiced mind just because of my long-standing ambivalence towards bakkies as a whole, but I have to admit that I came away feeling more positive because the Navara 4X2 proved to be an honest and decent-to-drive companion by the standards of the class. Sure, the ride isn’t quite the elixir Nissan would have you believe, but for a ladder frame execution, it’s quite acceptable. And thanks in part to the shedding of driveline mass, that turbo engine offers plenty of shove and effortless cruising.

Sadly, and despite the fact that it’s endowed with at least as many positive real-world attributes as its two biggest rivals, the Navara hasn’t set the cash tills buzzing. I can only conclude that this state of affairs is triggered by a package which visually at least, is simply too middle-of-the-road. Sometimes, being inoffensive can have negative consequences and here, I’d say that the Navara isn’t masculine enough for the average bakkie buyer who demands bulging wheel arches and additional styling tweaks which suggest a trans-Sahara adventure would be a walk in the park. If you’re one of those who isn’t so worried about image, I know you’ll be more than happy with a Navara.

Pricing: R587 900

Warranty: 6-year/150 000km and 3-year/90 000km service plan.

Article & Photos: Richard Wiley