Nissan Navara VS LDV G10
Nissan Navara
Likes
- Payload/tow ratings
- Service intervals
- Fuel economy
Dislikes
- No ANCAP
- Tight rear seating for three
- Limited wheel/driver’s seat adjustment
LDV G10
Likes
Dislikes
Summary
Nissan Navara
Judging by the latest VFacts new vehicle registration data, most Aussie 4x4 ute buyers continue to overlook the D23 Nissan Navara.
With only a 4.5 per cent share of this booming market segment, its sales numbers are perhaps a symptom of its age (launched locally in 2015), lapsed ANCAP rating and some early design glitches, which although sorted long ago may still taint buying decisions.
We recently tested the D23 in base-model SL grade, to assess its workhorse appeal for tradies and farmers alike.
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| Safety rating | |
|---|---|
| Engine Type | 2.3L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 7.9L/100km |
| Seating | 5 seats |
LDV G10
The LDV G10 arrived on the scene in the van segment a few years ago, with the aim of upsetting the equilibrium.
It was a budget-priced, Chinese-made mid-size van with its target set squarely on appealing to customers who might have wanted a HiAce, but couldn’t afford one.
After almost four-and-a-half years on the market in Australia, the LDV G10 is better than ever. It has seen new additions in the cabin, more comfortable seats, and still offers big value for money.
But with the van market moving forward at pace, does the LDV G10 offer appeal beyond the sticker price? We tested the diesel auto model to find out.
| Safety rating | |
|---|---|
| Engine Type | 1.9L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8.3L/100km |
| Seating | 2 seats |
Verdict
Nissan Navara8/10
Although the D23 Navara is approaching a decade in local showrooms and due for replacement in 2025, the base-model SL still represents a fuel-efficient and competent workhorse with ample back-to-basics practicality.
LDV G106/10
The LDV G10 is a solid option for those buyers who just want a van that gets the job done. It was decent with weight on board, but is probably better suited to parcel carriers rather than pallet shifters.
Safety levels are the biggest concern, as it is falling behind in the class when it comes to active safety tech, and its weak crash test score could be enough to rule it out for some customers.Â
Design
Nissan Navara
The cabin’s fabric-covered seats, wipe-clean vinyl floor and urethane-rimmed steering wheel/shifter are consistent with the SL’s work focus.
Reminders of its 2015 origins are numerous mechanical switches and dials on the dash (which we prefer to touchscreen versions), a steering wheel with only height adjustment, a mechanical rather than electronic handbrake, rear drum brakes instead of discs and analogue speedo/tacho.
Even so, its interior design still looks a cut above a base-grade ute, with a visually-pleasing and practical blend of chrome, satin chrome and piano black combined with two-tone upholstery.
The well-bolstered front seats are comfortable and supportive, but a larger and more defined left footrest would enhance driver comfort.
Rear passenger knee room is adequate for the two outer seating positions, thanks largely to the concave shape of the front seat backrests.
However, shoulder room is tight for three adults and headroom is marginal, particularly for tall people in the higher centre position who also must contend with a headrest that has insufficient height adjustment.
Like most dual cab utes, short of full-size US pick-ups, the Navara works best as a four-seater with the fifth seat limited to short trips.Â
Off-road credentials include a 12.5-metre turning circle, 220mm of ground clearance, a 600mm wading depth and 32 degrees approach, 22.9 degrees ramp break-over and 26 degrees departure angles.
LDV G10
The more you see LDV G10 vans, the more regular they look. Familiarity breeds ignorance, I guess, but I still think the G10 looks smart.Â
It isn’t quite as boxy as some, with its sleeker front-end styling and almost sedan-like tail-lights helping it stand out from the ‘box-on-wheels’ stigma. It gets 16-inch alloy wheels as standard, and has halogen headlights and misses out on daytime running lights.
But it still is a box on wheels, measuring 5168mm long (on a 3198mm wheelbase), 1980mm wide and 1928mm tall. That makes it a darn sight smaller than the new HiAce, which stepped up significantly in size, and about on par with a Renault Trafic SWB or Ford Transit Custom 300S SWB.Â
The perceived build quality is mostly okay, though our test car had a few loose plastics on the outside and a seemingly mis-fit windshield rubber.
Practicality
Nissan Navara
With its relatively light 2033kg kerb weight and 3150kg GVM, our test vehicle has a one-tonne-plus payload rating of 1117kg.
It’s also rated to tow up to 3500kg of braked trailer. However, to tow that weight would require a substantial 740kg reduction in vehicle payload to avoid exceeding its 5910kg GCM (or how much it can legally carry and tow at the same time). Even so, few (if any) Navara owners would need to tow 3500kg.
The load tub is almost square with its 1509mm floor length and 1560mm width. And with 1134mm between the rear wheel housings, it won’t fit a standard Aussie pallet but will take a Euro, held in place by a choice of four load-anchorage points.
In terms of cabin storage, the centre console offers open storage up front, two small-bottle/cupholders in the centre and a small lidded box at the back. There’s also a large-bottle holder and storage bin in each front door, plus a glove box and overhead glasses holder.
Rear passengers get a large-bottle holder and smaller storage bin in each door plus a fold-down centre armrest with two small-bottle/cupholders. The rear bench seat’s base cushion can also swing up and be stored vertically for more internal cargo space, or to access two small underfloor storage compartments.
LDV G10
Those dimensions translate to a cargo space of 5.2 cubic metres, with a load space spanning 2500mm long, 1590mm wide (1270mm between the arches) and 1270mm tall. That mightn’t be big enough for you, and that’s too bad - there is no high roof version, nor a long-wheelbase model; but you could get an LDV V80 if you really need to step up in size… but we wouldn’t suggest you do that.
The payload for this model is 1010kg, which is decent but not benchmark-setting. It has a gross vehicle mass of 3000kg, meaning a kerb weight of 1990kg. The gross combination mass depends on the model: the GCM for diesel models is 5000kg for a braked trailer, while petrol models have a GCM of 4750kg for a braked trailer (auto) and 4500kg (manual). All models have a GCM of 3750kg for unbraked trailers.
The petrol versions have 1093kg of payload, if you prefer that fuel type. Interestingly, the manual versions have leaf spring rear suspension, while the auto models have coil springs as part of a five-link suspension architecture.
The load area has a six floor-mounted and four wall-mounted tie-down hooks, and the floor is lined with a vinyl covering while up to half-height the inner walls are lined, too. There are four lights mounted on the walls, which is handy for after-hours work.
And every LDV G10 comes with dual sliding side doors (some brands charge thousands more for this convenience), while the back door is a tailgate as standard, with the option of barn doors for diesel models.
For those who need to fork loads in, the barn doors are a no brainer, because the side door apertures (at 820mm wide) aren’t broad enough to load in using a lift. The tailgate also makes it very difficult to load weight in, as we found on test, as our mates at Crown Lifts had to use long tines to fork in our 750kg ballast.
When it comes to creature comforts up front, there is a pair of low-mounted pop-out cupholders, and an open storage area between the seats. There isn’t much covered storage, so if you often carry valuables, you may need to keep that in mind.Â
The seats are comfortable and offer good adjustment, and they’ve been changed since the diesel auto model launched. They’re no longer a cheap-feeling fabric, but rather a faux-leather accented, mesh-lined set of seats, and both have armrests. Nice.
The presentation is okay, but the ergonomics could be better. The touchscreen is mounted down lower than most, and means you may need to take your eyes away from the road because the controls are down even lower. And the USB? Near the floor.
That screen is still a 7.0-inch display, but now has the same software system as the newer models in the LDV range. That means a nice crisp colourful display with the added advantage of Apple CarPlay… if you can get it to work. We had a few issues when reconnecting a phone without re-starting the car.Â
Price and features
Nissan Navara
Our 'Solid White' SL dual cab 4x4 test vehicle comes standard with the same 2.3-litre twin-turbo four-cylinder diesel shared by all Navaras but ours has the optional seven-speed automatic, with a list price of $50,350.
This pricing and healthy 140kW/450Nm outputs make it more than competitive with base-grade 4x4 dual cab ute rivals including the Ford Ranger XL 2.0L auto ($50,880), Toyota HiLux Workmate 2.4L auto ($50,420) and Isuzu D-Max SX 1.9L auto ($50,700).
Our example is also fitted with a couple of items from Nissan’s genuine accessory range, including a load tub-liner and flush-fitting tonneau cover available at extra cost.
Being the base-model workhorse of the Navara’s 4x4 range, the SL’s no-frills standard equipment list is designed with hard work in mind, as evidenced by its 17-inch steel wheels and 255/65 tyres with a matching spare.
There are also halogen auto-headlights and DRLs, tailgate assist (makes lowering and raising easier), a reversing camera and rear diff-lock.
Inside is more useful kit including two 12-volt sockets, three USB ports, centre console cooling/heating vents for rear seat passengers and a driver’s 7.0-inch analogue instrument display enhanced with a digital speedo.
The six-speaker multimedia system has a relatively small (by today’s standards) 8.0-inch colour touchscreen, with multiple connectivity options including Bluetooth, Android Auto and Apple CarPlay.
LDV G10
If you’re buying an LDV G10, it’s because of the price. The cost of the diesel automatic model we’ve got is usually $32,490 drive-away for ABN holders, but there are promotions running listing it at $29,990 drive-away for ABN holders at the time of writing. If you’re not an ABN holder, just get one, because you’ll save heaps (the G10 diesel auto is $34,147 drive-away for non-ABN holders).
You can get other vans for around this money - the Renault Trafic Trader Life manual, with its gutless 66kW turbo-diesel engine, is $30,990 d/a. But you won’t find a diesel Hyundai iLoad, Peugeot Partner or Toyota HiAce within $10,000 of the LDV.
As for standard spec, you get 16-inch alloy wheels, tyre pressure monitoring, climate control air-conditioning, a 7.0-inch touchscreen with USB connectivity, Apple CarPlay, Bluetooth phone and audio streaming, CD player and AM/FM radio, a digital speedometer, two part fake-leather seats with arm-rests (driver’s side with height adjust), carpet flooring up front, and vinyl floor protective liner in the rear, and a reversing camera.Â
Standard body fit out is dual sliding side doors and a lift tailgate, though you can get barn doors fitted on diesel models. Unlike some competitors, there is no option for glazing in the rear doors or side panels.Â
There are also no auto headlights, no auto wipers, push-button start, keyless entry, leather-lined steering wheel, reach adjustment for the steering, and there’s quite a bit missing in the safety section of this review - see below.
Under the bonnet
Nissan Navara
The Navara’s 2.3-litre four-cylinder turbo-diesel produces 140kW at 3750rpm and 450Nm of torque between 1500-2500rpm. Its two-stage inline turbochargers (a small one for low rpm, a large one for high rpm) operate in sequence to provide vigorous response at all engine speeds with excellent economy.
A refined seven-speed torque converter automatic offers near-seamless shifting and the overdriven sixth and seventh gears enhance fuel economy at highway speeds.
Drivers also have the option of sequential manual-shifting to provide more direct engine control when off-roading or carrying/towing heavy loads. Its 4x4 transmission is dual-range, part-time and is equipped with an electronic rear diff lock.
LDV G10
Under the bonnet of the diesel G10 is a 1.9-litre four-cylinder turbo-diesel with 106kW of power and 350Nm of torque. There’s the choice of a six-speed manual or six-speed automatic, and the G10 is rear-wheel drive. It has a diesel particulate filter, but not stop-start or AdBlue.
Prefer petrol? There’s a 2.4-litre five-speed manual model (105kW/200Nm) or a 2.0-litre turbocharged six-speed auto (165kW/330Nm). Those models are cheaper - $25,990 for the manual for ABN holders, while the turbo-petrol auto is $30,990 d/a.Â
Efficiency
Nissan Navara
Nissan claims an official combined average of 7.9L/100km and the dash readout was showing 7.7 when we stopped to refuel after clocking up just under 600km on the first tank, which included a 400km-plus day trip from Melbourne to regional Victoria.
Our own figure, calculated from fuel bowser and tripmeter readings, came in at a slightly higher but still frugal 8.4L/100km which proves the fuel-sipping efficiency of diesels when highway cruising.
We covered another 168km in city and suburban use, with the dash claiming 8.6 compared to our own figure of 9.5, which is still thrifty single-digit economy for a two-tonne ute.
Therefore, based on our own ‘real world’ figures, you could expect a driving range of about 840km around town and up to 950km on a trip from its 80-litre tank.
LDV G10
The combined cycle fuel use claim for the LDV G10 diesel auto is 8.6 litres per 100 kilometres. The manual version uses 8.3L/100km according to the brand.
On test we saw a fuel use return of 9.7L/100km at the pump, across a mix of urban, highway and freeway driving, with and without a load.Â
Petrol models use a claimed 11.5L (manual) and 11.7L (auto) per hundred.
Driving
Nissan Navara
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.
LDV G10
You probably wouldn’t choose an LDV G10 as a daily driver if you didn’t intend to use the cargo zone at least 80 per cent of the time.
But if - for whatever reason - you really want to use a van like this on a day-to-day basis, you won’t hate it.Â
The G10 drives pretty nicely for this type of vehicle. It isn’t as bouncy when unladen as some of the other vans out there, with the suspension proving very quick to settle and mostly very compliant across mixed surfaces.Â
The steering wheel can jostle a bit over sharp edges, but it steers well, with decent (not too heavy) weighting and predictable response at all speeds.Â
Without weight on board the engine feels reasonably urgent in its response, which is a bit of a surprise because it’s not a powerhouse based on its outputs. It revs smoothly and pulls with good strength, with little turbo lag to contend with. While it is a bit of a grumbly engine at times, the response is better than adequate.
Plus the transmission is well sorted, with smooth shifts that are predictable.
The braking response is definitely better without weight on board, with a decent progression to the pedal and decent bite when you press hard on the anchors.
Safety
Nissan Navara
The D23 Navara earned a maximum five-star ANCAP rating when launched in 2015, but that rating has since lapsed with all Navaras built from January 2023 unrated.
Even so, it’s armed with seven airbags plus AEB, forward collision warning, trailer-sway control, a reversing camera, hill-start assist, hill descent control and more.
The rear seat has three top-tether and two ISOFIX child seat anchorage points.
LDV G10
If safety matters to you, this could be your reason not to buy an LDV G10.
The van scored a mediocre three-star ANCAP crash test safety score - which would be more acceptable if that was under the current, strictest criteria, but it was actually tested in 2015. Which means it would be even lower if tested today.
One of the reasons is the safety equipment - there’s not a lot of it. You get dual front airbags, but no side airbags or curtains. There is no advanced tech like auto emergency braking (AEB), no lane keeping assistance or lane departure warning, no blind spot monitoring or rear cross-traffic alert… But you do get a reversing camera and rear parking sensors.
Ownership
Nissan Navara
There’s a five year/unlimited km warranty, plus five years of 24-hour roadside assist. Scheduled servicing is every 12 months/20,000km whichever occurs first.
Total capped-price of $3305 covers the first five scheduled services within five years, or an average of $661 per year.
LDV G10
LDV isn’t close to the leaders in the segment for ownership, with a behind-the-times three-year/100,000km warranty (admittedly with the same cover for roadside assist), and no capped price servicing plan.Â
Service intervals are every 12 months/10,000km, which is short, and you need to get an initial service done at 5000km, too.Â
If you’re worried about long-term longevity, you can check out our LDV G10 problems page.