2026 Nissan Navara Review

Did Nissan seriously just stick their badge on a Mitsubishi Triton, charge a couple of grand more, and call it a day? Stepping inside the cabin - and even looking at it from the side - it’s the elephant in the room. Yes, the all-new D27 Nissan Navara is heavily based on the Triton platform. It uses the same engine, the same transmission, and shares plenty of fundamental architecture. But beneath the skin, the real story of the new Navara is one of intensive local engineering. With Australian firm Premcar stepping in to develop three distinct, bespoke suspension tunes for the range, Nissan is hoping that driving dynamics will be the ultimate justification for the price premium. I put all three suspension setups to the test, both on and off the road, to see if the new Navara is actually worth your hard-earned cash.

How much does the Nissan Navara cost?

The 2026 Nissan Navara launches in Australia with a four-grade dual-cab 4x4 pickup lineup. While it certainly commands a premium over its Triton cousin, Nissan has packed in a reasonable amount of standard equipment, including advanced 4WD systems and that bespoke local suspension tuning. However, the value proposition drops slightly when you realise certain basic interior perks - like the dashboard cupholder - are bizarrely restricted to the top-tier PRO-4X model.

It is impossible to discuss the new Navara's pricing without comparing it to its platform-mate. The Navara lineup has been streamlined to just four variants - SL, ST, ST-X, and PRO-4X - directly aligning with the Triton's GLX, GLX+, GLS, and GSR grades. Across the board, the Navara asks for a premium of roughly $1900 to $3800 over the equivalent Mitsubishi, but it justifies this with additional standard equipment right out of the box.

For example, the entry-level Navara SL costs $53,348, which is $1908 more than the Triton GLX. For that extra cash, the Nissan gains a rear differential lock, LED headlights and tail-lights, DAB+ digital radio, and a dampened tailgate. Stepping up to the ST over the Triton GLX+ adds desirable features like 17-inch alloy wheels, rear privacy glass, heated and power-folding side mirrors, and an auto-dimming rear-view mirror.

Further up the range, the ST-X justifies its premium over the Triton GLS by including a sports bar, heated front seats, a power-adjustable driver's seat, and synthetic leather upholstery as standard - features that cost extra on the Mitsubishi. Finally, the flagship PRO-4X commands a $3828 premium over the Triton GSR, but it uniquely includes a standard tow bar (a roughly $1500 accessory on the Triton) and swaps the highway-terrain tyres for more capable 17-inch all-terrains with tough red accenting.

Beyond its Mitsubishi twin, the Navara presents a strong value case against Australia's two best-selling utes: the Ford Ranger and Toyota HiLux. Looking exclusively at equivalent 4x4 dual-cab pick-up variants, the entry-level Navara SL ($53,348) undercuts the HiLux WorkMate Double-Cab ($53,990) and the bi-turbo Ranger XL ($54,630). Moving up the range, the highly equipped Navara ST-X ($63,177) sits comfortably below the popular Ranger XLT bi-turbo ($63,890) and the HiLux SR5 48V ($65,990). Finally, the flagship PRO-4X ($68,418) significantly undercuts top-tier lifestyle rivals like the Ranger Wildtrak bi-turbo ($69,890) and the HiLux Rogue ($71,990).

2026 Nissan Navara Pricing

• SL - $53,348
• ST - $56,765
• ST-X - $63,177
• PRO-4X - $68,418

Note: Prices exclude on-road costs.

Tougher, Wider, and Heavy on the Red

While it shares its underlying architecture and silhouette with the Mitsubishi Triton, Nissan has successfully distanced the Navara from its twin's highly polarising, squared-off "beast mode" styling. Instead, the Navara adopts a more muscular, heritage-inspired approach, highlighted by a prominent V-strut shield and a three-slot grille that serves as an excellent nod to the original D21 Navara. The new D27 platform also brings a generous increase in physical footprint. The Navara now measures 5320mm long and rides on a 3130mm wheelbase, with the standard body width sitting at 1865mm. Crucially for off-roaders, it also boasts an improved 228mm of ground clearance, representing an 8mm increase over the outgoing generation.

Visually separating the four grades is relatively straightforward thanks to a stepped approach to exterior equipment. The work-focused SL kicks things off with basic 17-inch steel wheels and unpainted black plastic bumpers and door handles. Stepping up to the ST brings 17-inch silver alloys, boulder grey accents, and standard side steps. The ST-X adds a more premium flavour with 18-inch gunmetal alloy wheels, gloss black mirror caps, and a polished sports bar. However, it is the flagship PRO-4X that commands the most road presence; it swaps the highway rubber for 17-inch Toyo all-terrain tyres wrapped around matte black alloys, and adds aggressive wheel arch flares (pushing the overall width out to 1930mm), a blacked-out sports bar, and liberal use of 'Lava Red' accenting across the grille and badges.

However, despite the tough new look and premium price tags at the upper end of the range, the exterior package is not flawless. The standard LED projector headlights and sleek C-shaped daytime running lights are excellent, but you are still stuck with halogen turn signals both front and rear. Furthermore, peeking through the rear wheels of even the near-$70,000 top-spec models reveals drum brakes - a disappointing and dated inclusion on a modern dual-cab ute.

Overall, though, it is a tough, handsome ute that won’t offend the masses.

Familiar Architecture With Aging Tech

Stepping inside, the Triton DNA is impossible to ignore, but Nissan has applied some unique touches. The steering wheel feels excellent in the hands. Seating appointments and adjustments change as you walk up the model grades: the entry-level SL and ST make do with basic cloth trim and a six-way manual driver's seat. Stepping up to the ST-X introduces leather-accented upholstery and an eight-way power-adjustable driver's seat with two-way power lumbar support, while the flagship PRO-4X features comfortable, highly bolstered leather-accented seats with attractive red stitching and PRO-4X stitched into the seats and centre armrest. Ergonomically, the layout is solid. The physical climate controls are a massive win, functioning beautifully without requiring you to dive into a touchscreen.

Unfortunately, the technology suite is a major letdown. The 9-inch infotainment screen is shockingly laggy; the software experience takes place at single-digit frames per second, making the built-in navigation a chore to use (though wireless Apple CarPlay does perform reliably). The driver's instrument binnacle is equally dated. Instead of a modern fully digital cockpit, you get a small 7-inch TFT display showing basic info, flanked by traditional analogue gauges. Compared to the massive digital screens in a Ford Ranger or Kia Tasman, or even the latest-generation Toyota HiLux, the Navara's display feels like a generations-older product. Material quality is also a mixed bag. The piano black plastic around the centre console is a smudge magnet, and there are far too many scratchy, cheap plastics for a ute at this price point. Finally, in a baffling packaging decision, the immensely useful driver's side dashboard cupholder - a staple of many dual-cab utes, including the Triton - is exclusive to the PRO-4X - SL, ST, and ST-X buyers miss out entirely.

Given the D27's delayed Australian arrival, seeing a two-year-old cabin design isn't shocking, but buyers will likely feel underwhelmed by what is otherwise a perfectly adequate interior.

Spacious and Surprisingly Comfortable

The second row represents a legitimate, generational leap forward. Rear legroom has increased by a substantial 42mm, transforming this from a cramped workspace into a genuinely comfortable area for adult passengers. Headroom is excellent, and the seat angle is far more natural than in previous generations.

A standout feature inherited from the alliance platform is the roof-mounted air conditioning vents. Rather than blasting your kneecaps from the back of the centre console, the air flows down over your torso, which is a vastly superior solution for rear-seat climate control. Storage is well catered for with map pockets, door bins, and bag hooks, though the material quality remains scratchy on the door cards.

Long-time Navara fans will mourn the deletion of the opening rear windscreen that used to slide open from the back seats in the last-generation model. People used to love letting their dogs stick their heads out, but it has now been replaced with a one-piece rear windscreen and a standard demister. There is some storage available behind the seats if you fold them forward, but it's not much. Ultimately, it isn't the best, nor the worst, but just decent for dual cab ute back seats.

Towing, Payload and Tub Space

The Navara’s cargo bed has seen meaningful improvements. The tray length has increased by 46mm to 1555mm, but more importantly, the width between the wheel arches is now 1135mm, meaning it can finally accommodate a standard Euro pallet. The tailgate is now dampened, making it incredibly easy to open and close with a single hand, and higher trims feature a durable spray-in bedliner with tie-down points.

When it comes to hauling and towing, the Navara brings its specs up to par with the segment, offering 3.5-tonne maximum braked towing across the range and payloads that exceed one tonne on the SL (1064kg), ST (1047kg), and ST-X (1019kg). While these are solid numbers, it is worth remembering that the Navara is essentially just matching the benchmarks set by the Mitsubishi Triton, a platform that is already two years old. Hitting these payload and towing figures is simply the price of entry in Australia's fiercely competitive ute market.

To its credit, Premcar's local engineering does offer distinct setups to handle these loads. The SL and ST models serve as the heavy-duty workhorses; equipped with a stiffer four-leaf rear suspension, they were baseline-tuned with 450kg in the tub to avoid riding on the bump stops under load. The ST-X and PRO-4X transition to a three-leaf rear spring setup for better unladen comfort and off-road articulation. The PRO-4X sits just under the one-tonne mark at 964kg - an intentional move that makes it an attractive option for novated lease buyers - and its suspension has been tuned specifically with recreational towing in mind. It handles a trailer well, but again, this is expected performance for a modern dual-cab rather than a groundbreaking achievement.

Refined Muscle

Under the bonnet sits the alliance 2.4-litre bi-turbo four-cylinder diesel engine. It produces a healthy 150kW of power at 3500rpm and 470Nm of torque from just 1500rpm, all mated to a 6-speed automatic transmission. The bi-turbo setup means you get a small turbo spooling quickly for strong low-end grunt, while a larger turbo takes over at higher revs.

In practice, this powertrain is highly tractable and easy to manage, making light work of getting a loaded ute off the line. It is Euro 6B compliant (requiring AdBlue) and returns a claimed combined fuel economy of 7.7L/100km. During our testing - which involved a heavy bias toward off-roading and traffic - we saw an impressive 8.6L/100km, indicating that the claimed figures are well within reach during regular highway driving.

Beyond just saving buyers money at the bowser, the efficiency of this powertrain is absolutely crucial to Nissan Australia's broader strategy. The brand is currently facing the second-largest New Vehicle Efficiency Standard (NVES) deficit in the country. To avoid massive penalties, Nissan is heavily relying on this improved, more efficient Euro 6B diesel engine, alongside its expanding lineup of hybrid e-POWER passenger SUVs, to help dig themselves out of that regulatory hole.

The Premcar Difference

This is where the Navara justifies its existence. Premcar has developed three separate suspension tunes for the Australian market, and the results are exceptional. Another major upgrade is the switch to Electronic Power Steering (EPS), which completely removes the "dead on-centre" feeling of older hydraulic setups. The steering response is remarkably linear, providing a connected, confident feel that is incredibly rare in a one-tonne workhorse.

The SL and ST feature a heavy-duty tune with a 4-leaf rear spring. Naturally, it rides a bit stiffer when empty, but it is engineered to settle beautifully when hauling gear, and when we tested it with 300kg in the back it performed quite well. It is composed, though NVH (noise, vibration, and harshness) levels are a bit higher here. When you floor the throttle, the 2.4L bi-turbo diesel is noticeably more vocal, with more diesel clatter making its way into the cabin compared to the upper grades.

The ST-X is the absolute star on the tarmac. Tuned for everyday use, it runs a 3-leaf rear spring and 18-inch wheels with highway terrain tyres. Crucially, the ST-X (and PRO-4X) feature internal rebound springs in the front dampers, which translates to remarkably flat and linear body control through corners. Thanks to extra sound deadening in these premium trims, the powertrain feels and sounds much more refined here.

The PRO-4X utilises a 3-leaf spring but swaps to 17-inch wheels with all-terrain rubber. It sacrifices a tiny bit of the ST-X’s on-road sharpness for better impact absorption and off-road articulation, but it remains incredibly composed and completely unintimidating to drive. You do get a fraction more tyre roar at highway speeds due to the chunky tread pattern, but it's a very fair trade-off for the added capability.

Overall, the way the Navara drives is a massive step up from the Triton platform on which it's based, particularly in ST-X and PRO-4X guise. It feels like a step up in its ride compliance, handling and dynamics. In fact, the steering tuning is so good that it rivals the Kia Tasman - another ute heavily tuned for local conditions - when it comes to steering linearity and handling feel.

In terms of everyday driving assists, the D27 Navara comes with enough active safety gear. On the road, the adaptive cruise control and speed sign recognition work smoothly and reliably. The Driver Monitoring System can occasionally chime if it struggles to read your eyes through certain sunglasses, but it's not overly intrusive and is a common quirk in many modern cars, rather than a Navara-specific dealbreaker.

Point and Shoot Capability

The Navara’s off-road geometry has been improved, offering 228mm of ground clearance, a 30.4-degree approach angle, and a 22.8-degree departure angle. The SL and ST utilise an Easy 4WD system (part-time dual-range), but stepping up to the ST-X and PRO-4X nets you the Super 4WD system. You have to wonder how long the Nissan marketing team sat in a boardroom trying to figure out what to rename Mitsubishi's legendary 'Super Select 4WD' system before just shrugging and landing on 'Super 4WD'.

This system is brilliant. It features a Torsen centre differential, allowing for full-time 4WD (4H) on sealed or mixed surfaces - perfect for wet roads or towing. When the terrain gets rough, you have 4HLc (locked centre) and 4LLc (low range locked), plus an electronic rear locking diff standard across the entire range. The ST-X and PRO-4X models also gain Hill Descent Control to help manage steep declines, while the flagship PRO-4X further benefits from 17-inch all-terrain tyres for added grip. Combine this with the bi-turbo’s low-end torque and seven terrain driving modes (ranging from Mud to Rock), and the Navara effortlessly crawls over obstacles without breaking a sweat. However, it is worth keeping in mind that apart from a slightly different suspension tune - with the PRO-4X geared a little more specifically for the rough stuff - it really isn't all that different from a Triton when it comes to off-roading. It is highly capable, but the hardware doing the heavy lifting is shared.

Comprehensive Standard Safety

The D27 Navara boasts a 5-Star ANCAP safety rating (based on 2024 testing of the Mitsubishi Triton) and offers a comprehensive suite of active and passive safety features.

Nissan has commendably made nearly all safety equipment standard across the entire range, meaning buyers don't have to step up to higher grades to protect their families or work crews.

Standard Safety Features (All Grades - SL, ST, ST-X, PRO-4X):

• 8 Airbags (including front row centre and driver knee airbags)
• Intelligent Emergency Braking & Forward Collision Warning
• Intelligent Cruise Control & Speed Limiter
• Intelligent Around View Monitor (360-degree camera) with Moving Object Detection
• Blind Spot Warning & Intelligent Blind Spot Intervention
• Front and Rear Cross Traffic Alert
• Lane Departure Warning & Intelligent Lane Intervention
• Traffic Sign Recognition
• Intelligent Driver Alert
• Tyre Pressure Monitoring System (TPMS)
• Emergency Assist for Pedal Misapplication (forward & reverse)
• Secondary Collision Mitigation Braking & Automatic Post-Collision Braking
• Front and rear parking sensors & reverse camera
• Trailer Sway Control & Hill Start Assist

Grade-Specific Safety Features:

• ST-X & PRO-4X: Adds Hill Descent Control (integrated with the Super 4WD system for controlled steep declines).

Strong Support if You Stick With Nissan

Nissan’s "MORE" ownership program offers excellent peace of mind, provided you play by their rules. If you service the vehicle exclusively at an authorised Nissan dealer, the warranty extends to a massive 10 years or 300,000 kilometres - notably outdoing Mitsubishi's 200,000-kilometre limit for the Triton. You also get up to 10 years of roadside assistance. If you choose to service elsewhere, this drops back to a standard 5-year/unlimited-kilometre warranty.

Servicing is highly competitive, capped at a flat rate of $499 per service for the first five visits. With 15,000km or 12-month intervals, this makes it slightly cheaper to maintain over five years ($2495) than its Triton twin.

What do you get with the Nissan Navara?

Navara SL:

• Easy 4WD with dual-range transfer
• Electronic rear locking differential
• 9-inch infotainment screen with wireless Apple CarPlay / wired Android Auto
• 7-inch TFT instrument display
• LED Headlights and DRLs
• Vinyl flooring and durable cloth seats
• Tailgate assist

Navara ST adds:

• Carpeted flooring
• Leather-accented steering wheel
• LED fog lights
• Auto-dimming rear-view mirror
• Polished sports bar with black side panels
• Rear privacy glass
• Rear console USB-A and USB-C ports

Navara ST-X adds:

• Super 4WD with Torsen centre differential and 7 drive modes
• 18-inch gunmetal alloy wheels
• Two-tone leather-accented seats
• 8-way power adjustable driver's seat and heated front seats
• Dual-zone climate control
• Push-button start and keyless entry
• Wireless smartphone charger
• Hill Descent Control

Navara PRO-4X adds:

• 17-inch black alloy wheels with all-terrain tyres
• Black PRO-4X sports bar and wheel arch flares
• Black leather-accented seats with PRO-4X embroidery and red stitching
• Dashboard cupholders
• Standard factory-fitted towbar

Final thoughts on the Nissan Navara

Does the 2026 Nissan Navara justify its existence and its price premium over the Mitsubishi Triton? Generally, yes. While it shares much of its fundamental architecture with the Triton, the Navara sets itself apart on the road thanks to Premcar's local engineering. The standout strong points are its steering and handling tune, as well as the flexibility for customers to choose from three distinct suspension setups tailored to specific needs. Additionally, it is a highly capable off-roader - especially when equipped with the Super 4WD system - and it matches the segment benchmarks for towing and payload.

It doesn't win any awards for its copy-and-paste, technologically deficient interior. Buyers dropping nearly $70,000 and expecting a completely brand-new, cutting-edge cabin will likely be slightly bored or even annoyed by the laggy infotainment screen, dated analogue dials, and scratchy plastics. However, some buyers will strongly prefer the Navara's exterior styling and its superior 10-year/300,000km conditional warranty over the Triton. There is no doubt that it is a clear improvement over the previous-generation Navara. When you factor in the standard specification and the local engineering that has gone into making it drive well on Australian roads, the price premium is ultimately justified.