Nissan Navara VS Great Wall Steed

The driving position is comfortable for most shapes and sizes, even though the steering wheel does not have reach adjustment and the seat lacks adjustable base cushion rake or lumbar support.

The ride is firm when unladen but its four-coil suspension is absorbent enough to soak up the worst of the bumps. The steering feel is responsive and nicely weighted, combined with competent handling and braking that contribute to a positive driving experience.

It’s also impressively quiet at highway speeds, with low tyre and wind noise and an engine that requires less than 2000rpm to maintain 110km/h with minimal effort.

To test its payload rating we forklifted 830kg into the load tub, which combined with our crew of two was a one-tonne-plus payload of 1010kg. That was about 100kg less than its payload limit.

The supple coil-spring rear suspension compressed 80mm under this loading, yet its high ride height ensured there was still about 40mm of bump-stop clearance remaining, which proved ample in avoiding any bottoming-out on our test route. However, that’s not to say it wouldn’t with an extra 100kg on board.

It also excelled on our 13 per cent gradient, 2.0km-long set climb at 60km/h, with the seven-speed auto self-shifting down to fourth gear and just under 2000rpm (right in the middle of its peak torque band) to easily haul this load to the top.

Engine-braking on the way down, in a manually-selected second gear, was also impressive for a 2.3-litre engine restraining more than one tonne of payload. Overall, the Navara proved to be a competent heavy-load hauler.

You don’t really notice the 4x2’s lighter kerb weight, which is probably due to the petrol engine’s smaller power and torque figures compared to the diesel. Ride quality around town and on secondary bitumen and gravel roads when empty or lightly loaded is adequate, if a tad harsh in the rear, which admittedly is a common trait in leaf-spring dual cabs with one-tonne ratings. Like the 4x4 version, the steering weight is too light and linear in feel regardless of road speed and the gearing is too low, requiring excessive steering wheel rotations. 

The shallow foot wells, that result in higher knee and upper thigh angles as previously mentioned, concentrate more upper body weight on the base of the spine. This driving position also puts your knees closer to the steering wheel which can hamper turning at times, particularly for tall drivers. The edges of the console (left) and door trim (right), which the driver’s splayed legs naturally rest against, could do with more rounded edges or padding for greater comfort.

For our GVM test we forklifted 830kg into the cargo bed, which, with the optional tow bar and 100kg driver, was a payload of 960kg - or 50kg less than its 1010kg rating.

The rear springs compressed only 38mm, which was less than the 4x4 version (51mm) under a similar load and was probably due to the 4x2’s lower kerb weight. The front rose 16mm, which was splitting hairs with the 4x4 (17mm). The ride quality improved noticeably but the engine felt a bit sluggish around town, requiring plenty of revs and clutch slip when getting underway from standing starts.

At highway speeds, the limitations of the five-speed gearbox and shorter diff ratio became apparent with the tacho showing 2800rpm at 100km/h and 3000rpm at 110km/h. Although maximum power is at 5250rpm, the engine felt like it was revving too hard for comfortable cruising and almost begging for another gear to drop at least 500rpm at these road speeds.

The excellent tyre-monitoring system provided real peace of mind with such a heavy payload on board, as each tyre’s pressure and temperature could be closely watched. We reckon every hard working ute should have this.

The engine’s lack of low-down torque was noticeable on our set climb, as diesel-powered utes under similar payloads usually pull third gear at 60km/h all the way to the top of the 2.0km, 13 per cent-gradient climb. However, with its peaky petrol engine, the Steed just couldn’t pull third, so a quick shift back to second found its harder-revving (and noisier) sweet spot at 3800rpm, which allowed it to competently 'power' its way to the top. With an emphasis on 'power' as opposed to low-down torque, which is in short supply.