Nothing says Christmas in Australia more than a red ute! So enjoy a Merry ST-Xmas with a look at Nissan’s mid-range but high-spec pick-up.
- Facelift and smart alloys has kept the Navara looking good
- We know it’s good off road, even if we aren’t
- Good standard equipment and reasonable technology inclusions, but…
- The D23 is feeling a bit dated – particularly when it comes to more advanced safety and assistance equipment
- Could use better recovery points, particularly at the front
- Servicing costs are high
Introduction
Review. Refine. Release. Repeat.
The Nissan D23 Navara has been subject to near-constant evolutionary updates since it first arrived in 2015. This approach, while not offering any major step changes to the ute’s platform and driveline, has been one of incremental improvement.
Beyond the obvious, and solidly handsome facelift, the 2021 Nissan Navara ST-X has scored new technology and component modernisation on the inside, then a bit of sound deadening and other refinements to complement the suspension tweaks received in the last update.
What results is a car which is getting better with age, although it does at times, show its age; but more on that shortly.
Our Christmas-themed Burning Red duco adds $650 to the Navara’s list price of $58,270 plus on-road costs, but we’ve also gone with the $1500 seat upgrade which adds leather-accented trim, heating in the front row, and power adjustment for the driver. It’s worth the spend.
The black and silver 18-inch alloy wheels are standard on the ST-X, as are the alloy sports bar, tub liner and tow hitch. You also score keyless entry and start, dual-zone climate control and an 8.0-inch touchscreen with support for Apple CarPlay and DAB digital radio.
It’s a nicely specced model and is the highest-selling single variant in the Navara range. In fact, ST-X 4×4 makes up around 35 per cent of all Navara sales.
It’s a good all-rounder, but if you note from the photos, is probably best suited to harder packed adventures.
More on that shortly too…
| Key details | 2021 Nissan Navara ST-X |
| Price (MSRP) | $58,270 plus on-road costs |
| Colour of test car | Burning Red |
| Options | Premium paint – $650 Leather seat pack – $1500 |
| Price as tested | $60,420 plus on-road costs |
| Rivals | Isuzu D-Max | Mazda BT-50 | Ford Ranger | Toyota HiLux |
Inside
The Series 5 update to Navara saw some attention directed to the interior, with a new steering wheel and digital gauge cluster among the highlight improvements.
It still feels honest and ute-like but is generally nice enough to work well as the work-play crossover machine that buyers love. The premium seats help a lot in this regard and push the Navara ever closer to that ‘SUV with an outside boot’ position.
The new wheel is nice to hold and well featured with controls for audio, the trip computer and cruise control function. Some of the other switchgear isn’t as easy to access, however, with some of the off-road functions positioned in front of the gear shifter in a way that makes them a little tricky to reach when the car is in Park.
It can be hard to reach or even see, the trip computer functions behind the wheel, and we found that if the headlamp stalk was dipped forward to activate the high-beam, it was almost too far away from your hand to trigger the indicators.
That said, the heating and cooling controls are clear and easy to access, and there is a stack of storage, including a handy phone holder on either side of the centre stack, as well as a pair of generous cup holders between the seats.
Rear passengers have their own vents, a single USB port, and map pockets as part of the seat upgrade.
There’s that little shelf in the centre console which is too small and shallow to actually hold anything larger than a pen, but a good armrest with cup holders which makes things pretty comfortable.
Space is good, and at 190cm I can fit quite well. The powered sliding rear window helps keep things pleasant for occupants, but it is worth nothing the rear windows don’t go all the way down.
A tub liner, and Nissan’s clever adjustable load mounting rails, are standard, and the ST-X offers just over a one-tonne payload with a GVM of 3150kg.
| 2021 Nissan Navara ST-X | |
| Seats | Five |
| Payload | 1024kg |
| Length | 5311mm |
| Width | 1850mm |
| Height | 1830mm |
| Wheelbase | 3150mm |
Infotainment and Connectivity
The 8.0-inch touch screen fills the centre stack nicely, and for the most part, works well.
Device projection through wired Apple CarPlay and Android Auto is fast and reliable, but there’s native navigation and support for DAB digital radio right out of the box. Plus, Nissan was one of the first mainstream brands to offer a surround-view camera, and the one in the Navara automatically engages when the car is in low range and close to obstacles off-road.
Sound comes from six speakers, although it’s a pretty basic system. I’d like to see a Bose upgrade in the next Navara instalment.
There is a USB-A, line-in and 12-volt outlet along with a storage tray below the centre stack, along with a USB-A port in the back for rear passengers. In the centre console is a third USB-A port as well as a USB-C plug.
It’s all pretty by the book, and while not a standout in usability, a bit more intuitive than the systems you’ll find in a HiLux, BT-50 or D-Max.
Safety & Technology
As much as the Navara has been updated and modernised, some of the safety technology we’ve seen on the new Mazda BT-50 and Isuzu D-Max is not present here.
Yes, you have forward autonomous emergency braking (AEB), blind-spot warning and intervention, and a lane departure warning and assistance system, but there is no adaptive cruise control or centre airbag.
To be fair, the ST-X does get the full house treatment of Nissan’s available technology, but as a constant challenge for manufacturers, the fast-moving tech world can make it hard for older platforms to keep up.
Worth a callout though, are the LED headlamps on the ST-X, which are excellent at night.
The new 7.0-inch digital display in the instrument cluster is a very welcome addition. The information is comprehensive and clear, and you can choose from a number of master menus then sub screens within.
From here you the car will issue attention warnings, and also provide a clear digital speedometer and cruise-control feedback reading, which is great when touring.
| 2021 Nissan Navara ST-X | |
| ANCAP rating | Five stars (tested 2015) |
| Safety report | ANCAP report |
Value for Money
The Navara has always sat somewhere in the middle when it comes to purchase value.
It’s less expensive than an equivalent Ford Ranger XLT ($59,690), Toyota HiLux SR5 ($60,680), Mazda BT-50 GT ($59,990) or Isuzu D-Max LS-U ($59,400), but a fair way ahead of even the highest specification Mitsubishi Triton GSR ($53,240), let alone a GLS ($49,540) – all prices before on-road costs.
In-market offers can shift even more favour toward the Nissan though, so do keep an eye on what dealers are doing at any point in time.
Servicing will cost $1744 for three and $2847 for five years, which is almost twice the cost of running a Ranger ($897/$1495), with intervals at 12-months or 20,000km.
| At a glance | 2021 Nissan Navara ST-X |
| Warranty | Five years / unlimited km |
| Service intervals | 12 months or 20,000km |
| Servicing costs | $1744 (3 years), $2847 (5 years) |
| Fuel cons. (claimed) | 7.9L/100km |
| Fuel cons. (on test) | 9.2L/100km |
| Fuel type | Diesel |
| Fuel tank size | 80L |
Driving
On the hop, the Navara is a very comfortable touring platform.
The four-wheel coil-sprung suspension setup offers a much more predictable and compliant ride at highway speeds, despite the car still feeling taut and ute-like when unladen.
Steering weight is heavier than some more modern competitors due to the hydraulic rather than electric system employed. It’s not a challenge to drive by any stretch and simply needs a little more work when manoeuvring at low speed.
The 2.3-litre twin-turbo four-cylinder works well with the seven-speed automatic transmission. Peak torque of 450Nm is available nice and low in the rev range, from 1500rpm but it is a short band (to 2500rpm) so your urgency is somewhat short lived.
Power too is not a spec leader, with 140kW one of the lower output levels in the segment, but it is a very refined engine offering an easy transition from city to country, and a well-tuned gearing configuration.
Nissan claims7.9L/100km on a combined cycle, with highway, stretches running at 6.7L/100m. Our week saw an overall figure a little higher, at 9.2L/100km (which is below the urban-only claim of 9.9L/100km) but we did see as low as 5.9L/100km on some touring stretches. Our use was predominantly in town, and our short off-road sojourn did necessitate some more higher-revving use.
Speaking of which, this is probably not the best car for wild off-road adventures straight off the showroom floor.
Unlike the more rugged Navara Pro-4X Warrior, there is only one recovery hook on the front of the ST-X and it is low down on the left side.
So if, for example, you find yourself pointing down a steep and near-frictionless muddy hill, at an approach angle far above the 32.7-degrees quoted on the brochure… that recovery point is a little hard to reach. And, if you do reach it, using it will cause tremendous damage to the body of the car as the recovery strap will pull along the body rather than away from the car.
We’ve had Navaras off-road in plenty of challenging dry terrain, and the combination of low-range gearing and a rear differential lock has always seen us come out the other side with confidence. Wet clay, however, is the Achilles heel of any form of mechanical traction and should always be approached with caution.
The tyres (Toyo Open Country A25) may have been designed specifically for the Navara, and do a good job of minimising noise and maximising comfort on tour, are pretty useless in sticky mud and clay.
But, to be fair, even proper tractor tyres ended up being pretty useless in the sticky clay and everything that created both these scenarios was entirely our doing, not the car’s… but that’s a story for another day.
| Key details | 2021 Nissan Navara ST-X |
| Engine | 2.3-litre four-cylinder twin-turbo diesel |
| Power | 140kW @ 3750rpm |
| Torque | 450Nm @ 1500-2500rpm |
| Drive type | Four-wheel drive with low range |
| Transmission | Seven-speed torque convertor automatic |
| Power to weight ratio | 65.4kW/t |
| Weight (kerb) | 2142kg |
| Tow rating | 3500kg braked, 750kg unbraked |
| Turning circle | 12.5m |
Conclusion
We are all big fans of the Navara here at Drive.
The mixture of a tough look, sensible load area, and easy to live with cabin does make it a really solid all-round performer.
The 2021 Nissan Navara ST-X is perhaps best suited to this jack of all trades role too, blending some of the comforts of an SUV with some of the capability of a working ute, and adding an impressive amount of off-road hardware into the mix for good measure – provided you don’t clog the tyres up with clay.
It’s a good-looking, well-mannered tourer, and we really like the red.
The price of entry feels reasonable at the moment, although servicing costs are higher than some competitors. So check for any dealer incentives or bundled offers that helps push the Navara’s value more to your favour.
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