Nissan Navara 2021 review: SL GVM test

Our test vehicle is the 4x4 dual-cab ute in base-grade SL specification. Standard issue is the torquey 2.3-litre twin-turbocharged four-cylinder diesel and six-speed manual transmission for a tempting $47,990 driveaway, or $49,490 with the seven-speed torque converter automatic as fitted to our example (less for ABN holders).

It's also fitted with a selection of items from Nissan’s genuine accessories range including hooped steel bull-bar, ST sports bar, front/rear ladder racks, towing kit, tub-liner, soft tonneau cover and all-weather floor mats, which combined add more than RRP$8000 to the price.

Our test vehicle was fitted with front and rear ladder racks.

Larger 17-inch diameter steel wheels (up from the previous 15-inch) with big 255/65 R17 tyres and a full-size spare portray the SL’s work focus, but there’s also plenty of useful standard kit for a hard-working truck like automatic headlights with halogen daytime running lights, tailgate assist, rear bumper step, reversing camera and rear diff lock.

The Navara SL wears 17-inch steel wheels.

The vinyl-floored cabin offers four USB ports, two 12-volt accessory outlets, 7.0-inch instrument cluster display with digital speedo and an infotainment system featuring an 8.0-inch touchscreen with multiple connectivity including Apple CarPlay/Android Auto and more.

Inside is an 8.0-inch touchscreen.

The 2.3-litre YS23DDTT four-cylinder turbo-diesel is a gem, with two-stage inline turbochargers that provide excellent lag-free response either when accessing its ample 450Nm of peak torque between 1500-2500rpm, or 140kW of maximum power at 3750rpm.

The intelligent torque converter automatic offers near-seamless shifting between its seven close ratios and quickly downshifts under deceleration to ensure you’re always in the right gear when you accelerate again. The overdriven sixth and seventh cogs provide good economy for highway driving and a manual sequential-shift function allows more direct engine control, which is particularly useful on steep declines (which we tested) or when hauling heavy loads in hilly terrain (ditto).

The 2.3-litre turbo-diesel produces 140kW/450Nm.

Its 4x4 transmission is dual-range part-time controlled by a rotary dial on the dash, with shift-on-the fly electronic 4x4 engagement up to 100km/h and 2.7:1 low-range reduction. The electronic rear diff lock is controlled by a dashboard switch.

The twin-turbo Navara engine has consistently delivered sub-10L/100km economy in our tests, albeit never as low as Nissan’s official figure of 7.9L/100km. So, we weren’t surprised to see a combined average of 9.2 on the dash display when we stopped to refuel after 314km, which included about a third of that distance hauling a maximum payload.

Our own figure measured at the pump came in at 9.8, which is still sub-10L and impressive given its robust performance.

Based on our figure you could expect a driving range of around 800km from its 80-litre tank.

The Navara SL has gained 105kg since we last reviewed this model in 2018. Although it now has a heftier 2033kg kerb weight, its 3150kg GVM also allows for a higher one-tonne-plus payload rating of 1117kg. 

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer. However, to do that while staying on the legal side of its 5910kg GCM (or how much you can carry and tow at the same time) would require a massive 740kg reduction in payload. And that would leave only 377kg of legal payload capacity, which could easily be used up by a crew of four without luggage.

A more practical compromise for potential owners would be to base the towing limit on the Navara’s 3150kg GVM instead, which would reduce the maximum tow rating from 3500kg to 2760kg (which is still a sizeable trailer) but maintain the Navara’s big one-tonne-plus payload rating. 

The load tub floor’s 1509mm length is slightly shorter than its 1560mm width and its total load volume has grown thanks to a 45mm depth increase. However, with 1134mm between the rear wheel housings, it won’t fit a standard Aussie or Euro pallet (like most dual cab utes).

Cabin storage includes a large-bottle holder and storage bin in each front door plus a single glove-box and overhead glasses holder. The centre console offers an open storage cubby at the front, two small-bottle/cup holders in the centre and a small lidded box at the back.

There's a large-bottle holder and storage bin in each front door.

Rear seat passengers also get a large-bottle holder and smaller storage bin in each door plus a fold-down centre armrest with two small-bottle/cup holders. The rear seat’s base cushion can also swing upwards through 90 degrees and be stored vertically for more internal cargo space. 

Back seat passengers get bottle holders in the doors.

The accessories fitted to our test vehicle weighed a total of 162kg, which increased the kerb weight to 2195kg and lowered the payload rating by the same amount to 955kg. So, we loaded 830kg into the load tub, which with driver equalled a 930kg payload that was only 25kg under the legal limit.

On previous Navara tests with full payloads, the coil-spring rear suspension has used up all of its travel just sitting still, relying heavily on the rubber bump-stops to support the load when driving. However, the latest version is noticeably improved and competent at hauling one-tonne payloads. 

Although the rear suspension compressed more than 80mm, it maintained about 35mm of static bump-stop clearance which was more than enough to ensure this load was fully supported by the coil springs. It didn’t bottom-out at the usual places on our test route and only once did we feel a thud when crossing a particularly sharp speedhump.

We loaded 830kg into the Navara's tub.

The engine’s ample 450Nm of torque cleaned-up our 13 per cent gradient, 2.0km long set climb at 60km/h. It hauled this load uphill so effortlessly, in fourth gear at 2000rpm, that acceleration was easily delivered when requested. Fact is, it hardly noticed the sizeable weight it was hauling.

Engine-braking on the way down was equally robust. In a manually-selected second gear, it stayed below the 60km/h speed limit without us having to apply the brakes and did not reach its 4500rpm soft redline on overrun, which was mighty impressive for a four-cylinder engine with only 2.3 litres displacement. 

The Navara is covered by Nissan's five years/unlimited km warranty plus five years 24-hour roadside assist. Scheduled servicing every 20,000km/12 months whichever occurs first. Total capped-price of $2971 covers the first five scheduled services up to five years/100,000km whichever occurs first.