Nissan Navara ST-X 2018 review

One of the most appealing aspects of the Nissan Navara range is the value on offer. There are invariably good deals to be had across the model range, and the high-end ST-X model is one that often sees much better drive-away offers than the list price suggests.

The official asking price for the Navara ST-X automatic is $54,490 before on-road costs, but be sure to be vigilant in your search for a good deal - and make sure you don’t accidentally buy the previous Series II model. A manual version of the ST-X is available, priced at $51,990.

Like for like, the ST-X is an affordable top-spec ute, with many competitor mid-spec models close to the price of the range-topping Navara. 

Standard on this spec are side steps and roof rails, and there’s a sort of integrated rear spoiler built into the tailgate.

Standard equipment on the ST-X model includes niceties such as a surround-view camera system, rear parking sensors, auto wipers, LED headlights with auto on/off function, 18-inch wheels with a full-size spare, a sound system with six speakers, and a 7.0-inch touchscreen media system with Bluetooth phone and audio streaming plus USB connectivity (but no smartphone mirroring - so no Apple CarPlay or Android Auto). 

Other inclusions, such as dual-zone climate control, push-button start and keyless entry, add some passenger-friendly flare to the top-spec Navara. It also has an auto-dimming rearview mirror, carpet mats and three 12-volt outlets, as well as rear-seat air vents. There will be a digital speedometer in all models built from June 2018, but our car didn’t have one. 

The ST-X model’s tray sees the standard fitment of Nissan’s very clever Utili-Track adjustable tie-down system, too - the X-Class also has that, but it’s an optional extra, even on the top-spec model - and that’s in addition to four more tie-downs in the tub.

All Navara dual cab models have the electric sliding rear window above the front of the tub, which - again - is an option on the X-Class. A chrome sports bar pairs with chrome highlights on the outside of the ute, and it has a rear step bumper to make climb-in access to the tub easier. 

Other inclusions, such as dual-zone climate control, push-button start and keyless entry, add some passenger-friendly flare to the top-spec Navara.

Our test vehicle had two optional extras fitted: an electric sunroof (it’s the only ute in the segment available with one), which costs $1000 and also sees the inclusion of rear map lights. And a leather seat option pack, which sees the inclusion of leather trim on the seats, leather on the door trims, electric seat adjustment for the driver’s seat, heated front seats and seat back pockets for extra rear-seat storage - it costs $1500. 

Our car also had an optional towing kit (which you can get fitted as standard on some competitor flagship utes), and ours also had electric trailer brakes because we did a short towing review using quite a large caravan.

I can still remember when I went to the launch of the current-generation version of the Navara in Thailand back in late 2014, and I came away thinking that the Navara’s cabin was one of the most SUV-like spaces in the segment.

That remains an opinion of mine to this day, and in most respects the interior is ageing quite well. There are nice additions to the Series III model, like ISOFIX rear child-seat anchor points (to compliment the top-tether straps of the predecessor), and the storage is all fairly logically laid out - there are cup holders between the front seats, decent bottle holders in all four doors, and some usable loose item stowage where you’d expect it.

Space in the cabin is not bad, especially if you’re a tall back seat passenger.

The media system is showing its age, with a lack of smartphone mirroring tech and a pixelated display working against what is otherwise a pretty usable system. 

But look, I’d feel a bit ripped off if I was buying an ST-X model and it didn’t come with leather trim - I mean, a low-$40k Triton has it, so why should it be an option on a top-spec Navara? And the fact the option pack includes rear map pockets, but the regular range-topper doesn’t have them? That’s just a bit slack.

Space in the cabin is not bad, though - better, in fact, than the X-Class if you’re a tall back seat passenger, because in the Merc you sit up a lot higher and that impacts on your ability to see out the windows comfortably. But in the Nissan, the seat base isn’t as bolstered, and while it’s not the most comfortable second-row in the ute segment, it’s not the least comfortable, either.

The Navara isn’t that big when you consider its rivals. It measures 5255mm long (on a 3150mm wheelbase), 1850mm wide and 1855mm tall. 

As for tray dimensions, the internal tub measurements of the Navara dual cab pick-up are as follows: 1503mm long, 1560mm wide (but only 1130mm between the wheel arches, so it’s not broad enough to cope with an Aussie pallet), and 474mm deep. 

The internal tub measurements of the Navara dual cab pick-up are as follows: 1503mm long, 1560mm wide and 474mm deep.

There is no better way to say this; the updated Series III Navara is simply a much better vehicle to drive than its immediate predecessor.

The changes to the steering ratio mean you won't find yourself battling the steering wheel through corners thanks to a quicker action, and it now needs fewer turns lock to lock (down from 4.1 to 3.4) which allows for less arm-twirling during parking moves.

It still has a big 12.4m turning circle (not as big as some, though) and the steering isn’t as fingertip-light at low speeds as, say, the Ford Ranger, but the changes have transformed the drive experience for the better.

The five-link coil-spring rear suspension has been reworked to include dual-rate rear springs, which are said to improve composure when laden. And the revised rear suspension setup also has what Nissan calls a “dynamic rebound damper”, which is essentially a bump stop that helps reduce body movement when loaded up. 

Because of the stuff done under the tray, the back end sits higher as a result, and you will notice it when you’re loading things into the tray if you’re short (or even if you’re not) because it has quite a posture to it.

So, is it more work-ready? Having driven the new Navara with 500 kilograms of weight in the tray, I can attest to the fact that it is considerably better than the model that preceded it. I previously drove a Series II Navara ST with 650kg in the tray and it was a very uncomfortable experience. 

This time around, the suspension is firmer, more compliant with weight in the back, and exhibits less sag at the rear - and therefore less lift at the nose - than it did before.

There is a downside to the rejigged suspension; it is more rigid and jittery at the rear end than it once was, and that might be a little annoying if you don’t intend to load much weight into the back of the ute. But it isn’t as fiercely sharp as some competitor utes when unladen. For mine, it’s completely liveable day to day.

The drivetrain remains one of the better four-cylinder units in the ute space, dealing well with its weight and not struggling when you’ve got more weight on board, either. For comparison’s sake, I had this Navara just a few days after I tested the Mercedes X-Class Power, Toyota HiLux Rugged X and Ford Ranger Wildtrak against each other, and it offered better in-gear acceleration with weight than any of those other utes. It wasn’t as good from a standstill, though, with the transmission a little too eager to hold on to gears rather than shift quickly to remain in the torque band. 

This time around, the suspension is firmer, more compliant with weight in the back, and exhibits less sag at the rear.

The transmission was a little flummoxed at times when towing the mega 2880kg off-road caravan we had on hand (sorry, we didn’t get any photos), overruling the driver on up/down shift control, but it did a decent job in other situations.

Towing that much weight wasn’t the best experience in the Navara - it was unhappy at speeds over 80km/h, with some notable yaw/sway at that point, and we’d recommend that if you want a more steady towing vehicle for a caravan that big, take a look at a Ford Ranger. If you’re towing 2000kg, it could be just fine.

It wasn’t part of the testing regime this time around to do an off-road review, but the off-road specs of the Navara ST-X are pretty promising. Its approach angle is aggressive at 33.2 degrees, while the departure angle (without towbar) is 28.2deg, and the rampover angle is good, too, at 24.7deg. Unladen ground clearance (mm) is rated at 228 - not bad, either. 

(Author’s note: For what it’s worth, having driven the high-spec X-Class within days of the high-spec Series III Navara, I would go for the Navara… and not only because it costs about $20,000 less...)

Nissan backs its vehicles with a three-year/100,000km warranty, which is about what you’ll get from most ute sellers. But there are better warranty plans out there from the likes of Isuzu and Mitsubishi (both five-year/unlimited km).

Servicing is due every 12 months or 20,000km - those are very trade-friendly intervals, meaning only one trip the service department per year, unless you do a lot of long-distance driving. The maintenance plan covers the Navara to six years/120,000km, whichever occurs first.

The costs of the the services, though, are comparatively high. For a diesel automatic Navara, the service costs are: service one - $547; service two - $571; service three - $714; service four - $571; service five - $547; service six - $738.

All Navara models have a three-year roadside assistance program that is included at purchase - a nice touch the goes a little of the way to sweetening the sour taste of a short warranty and expensive servicing.