2021 Nissan Navara ST-X off-road review

Things we like

• Well-appointed cabin
• Quality accessories
• Greater than one-tonne payload

Not so much

• Seating position
• No reach adjustment on steering column
• Transmission shift in low range

Things we like

• Well-appointed cabin
• Quality accessories
• Greater than one-tonne payload

Not so much

• Seating position
• No reach adjustment on steering column
• Transmission shift in low range

The Nissan Navara D23 copped a major facelift as part of a mid-life update in 2021, with a chunky new grille and higher bonnet and bodylines among the changes designed to give the little pick-up a bolder look. Add in a revised interior and improved safety equipment and the revitalised Navara has found a new lease on life.

While we’ve had the chance to review a few of the grades since launch, this was our first chance to get behind the wheel of the most luxe spec ST-X grade, which is $59,770 with the automatic transmission.

Powertrain & performance

All D23 Navaras in Australia are powered by the 2.3-litre diesel engine. The variance comes with the choice of single or dual turbocharger induction systems, while most of the four-wheel drive Navaras get the dual-turbo set-up, certainly in this upper-spec ST-X grade.

With the bi-turbo arrangement the four-cylinder engine makes 140kW of power and 450Nm of torque. While not enough to match the 500Nm of some of its competitors, the Nissan engine is capable of getting the Navara along at a good pace when unladen and sufficiently with a load on board.

Its torque comes in at low revs, which matches well with the seven-speed automatic transmission. The Navara ST-X is also available with a six-speed manual transmission.

Under light throttle applications the engine is relatively refined, but the harshness of a four-cylinder diesel is unavoidable under load and becomes evident when you put your foot down in the Navara.

We got pretty good fuel use from the ST-X during our week in it, recording 8.3L/100km over a mix of driving conditions.

On-road ride & handling

The D23 Navara is one of the few one-tonne utes to come with a choice of leaf or coil springs in the rear suspension’s system, although the upper-spec models like this ST-X all come with the coils as standard.

The coil-spring rear end does deliver better ride quality and chassis control than a leaf-spring design, although the difference in the Navara isn’t as evident as you might expect.

Nissan has tweaked the calibration of the suspension and steering of the D23 numerous times since the model was launched in an effort to get it right, and the latest calibrations make the current model the best riding and handling model to date, short of the Premcar-tuned PRO-4X Warrior variant.

Off-road

The coil-sprung rear suspension does allow a bit more travel at the rear wheels, although not as much as hoped for, so the Navara does suffer from a lack of wheel travel both front and rear, as do all the utes in this class.

The Navvie makes up for it with electronic traction control (ETC) which has been sharpened in its latest calibration but is still not as seamless or fast-acting as the class leaders. The ETC is backed up by a driver-activated rear differential lock, although using the RDL cancels out the ETC across both axles.

The Navara has moderate levels of ground clearance and 600mm wading depth. The ST-X rides on 18-inch alloy wheels with 255/60 highway tyres.

The 17-inch wheels from other grades can be fitted to allow more tyre options with a taller sidewall for better off-road use. Notably, the ST-X is the only variant in the range to get a matching alloy wheel as a spare, while the other grades get a same-size steel rim under the back.

This car was fitted with the factory steel loopless front bumper and Warn winch option, which are handy items to have straight from the dealer and are covered by your new-car warranty.

Unlike another Navara we had tested previously, the weight of these accessories over the front axle wasn’t as detrimental to the ride and handling as it was felt to be on that previous test – there was none of the hitting of the front bumpstops and springiness in the front end in this ST-X model that was evident in the ST previously reviewed with these accessories fitted.

This makes us think that perhaps the ST wasn’t fitted with the heavier duty front springs that are required to accommodate the added weight over the front end.

Cabin & accommodation

The 2021 styling upgrades extend to the interior, with the inclusion of a new eight-inch centre screen that features Apple CarPlay and Android Auto, new seat trims, an off-road monitor and surround-view cameras.

The ST-X gets the best-specified interior, as it is the only Navara available with power adjustable and heated leather seats as part of an option pack. There is also the option of a powered sunroof, which is not available on other grades.

The seating position takes a bit of getting used to when you first enter any Navara – it’s low and flat and I initially hate it. After a few days, though, I adapt and begin to like it, finding the position very comfortable and accommodating. If you feel the same when you test drive a Navara, give the seating position a second chance.

Upgraded safety kit from 2021 models onwards includes the aforementioned around-view monitor, reverse parking sensors and camera, rear cross-traffic alert, lane departure warning and intelligent lane intervention, blind spot warning with intervention, forward collision warning with AEB, and a TPMS.

This puts the ST-X right up there with the class leaders in terms of looking after its occupants.

Practicalities

The powered and heated seat option takes 5kg off the usually 1024kg payload of the ST-X, and the steel bumper and winch will eat in to that even further. However, a top-spec 4×4 ute that has close to 1000kg payload is doing alright; better in fact than most in the class. You can thank the heavier duty rear diff that Nissan fitted to 2021 Navara 4x4s for that excellent payload, while all 4×4 variants also have a 3500kg towing capacity.

The taller cargo tub on 2021 models will help accommodate that load, and the ST-X’s adjustable ‘Utili-Track’ tie-down system will help keep it secure. It’s a shame the Utili-Track is only on the tub sides and not on the floor, as it was in the older D40 Navaras.

As well as the choice of Australian-made front bars and other factory accessories, the Navara has always been well-supported by the aftermarket industry to help you equip it to suit your needs.

It’s no longer the case that we’d say you need to replace the suspension ASAP for regular use, as the standard kit in this latest model is just about right. Past experience has shown you might still want to beef it up for regular heavy towing on the coil-spring rear end.

Verdict

With its premium white paint, steel front bar, winch, LED light bar and other accessories fitted, this Navara ST-X tips the till to the tune of $68,017 plus ORC – so you won’t be getting any change out of $70K by the time you get behind the wheel. The ST-X is not a cheap ute by any measure but it is well-equipped, drives well and gets the job done no matter what you throw at it.

The Navara remains a mid-pack performer in terms of its cabin size and the performance of its engine, but both are adequate for the majority of buyers. The mid-life updates make the Navvie a safer, better equipped and more appealing option in the category, so if the competitiveness of the 4×4 ute market allows you to drive your dealer for a better price than what’s quoted, an ST-X could be a very good deal.

2021 Nissan Navara ST-X specifications

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