WARRIOR by PREMCAR

carexpert.com.au | 8 DEC 2021 2022 NISSAN NAVARA PRO-4X WARRIOR REVIEW

THE SECOND-GENERATION NAVARA WARRIOR, THIS TIME BASED ON THE PRO-4X, IS THE MOST CAPABLE FACTORY VERSION OF NISSAN'S D23 DUAL-CAB YET.

MIKE COSTELLO

THE PRO-4X WARRIOR IS

dubbed “the world’s toughest Navara“, which is no small claim. What’s more interesting is that it’s a product spearheaded in Australia, for Australians.

Rather than watching Navara buyers drive up the road to ARB or any number of highly regarded aftermarket 4×4 accessory companies, Nissan wanted to offer a turnkey solution ready to go straight from the dealer. There’s money in modified utes…

Its first crack at something like this was the Navara N-TREK Warrior, the immediate predecessor to the PRO-4X Warrior. In both instances the variant label remained the same as the donor.

Once again the project is a collaboration between Nissan

PROS

Looks properly tough Drives better on- and off-road Supports Australian engineering

CONS

Flat seats remain Engine could use an update $70k for a Navara isn’t cheap

HOW MUCH DOES THE NISSAN NAVARA PRO-4X WARRIOR COST?

The PRO-4X Warrior is $9360 more expensive than the PRO4X donor. It’s also $3700 more expensive than the old N-TREK Warrior derivative was. • 2022 Nissan Navara PRO-4X

Warrior manual: $67,490 • 2022 Nissan Navara PRO-4X

Warrior auto: $69,990 All prices exclude on-road costs.

For some context, the Australianengineered Toyota HiLux Rugged X is $70,750, the Ford Ranger FX4 Max

Australia and Melbourne engineering firm Premcar, known perhaps best for its fast Ford Falcons, and its Holy Grail package.

The Warrior program requires some 35 staff, including veterans from Holden and Ford. One, Mark Doody, has a near 40-year career working for Jaguar, Porsche and GM and was heavily involved in the VE Commodore.

A significant development phase and factory-line fitment of all the add-ons – many from the Nissan Genuine catalogue, but engineered to fit together cohesively – takes place in Melbourne’s northern suburb of Epping, before Warrior stock ships out to dealers.

We’re talking 40mm more clearance thanks to new springs and shocks, all-terrain tyres, underbody protection, a steel bullbar with a spot for a winch, a light bar, and side flares. And it’s covered by Nissan’s five-year warranty.

As well as bench testing, the Warrior was again tested onroad, as well as off the beaten path at Victorian sites such as the Australian Automotive Research Centre (AARC), the Toolangi forests, Narbethong, Walhalla and Big River.

That being the case, our launch drive instead took place near Coffs Harbour, in some beautiful dense forests with muddy, rutted trails everywhere. It was a challenging environment reflective of what should be this vehicle’s natural habitat.

is $66,190, the Mazda BT-50 Thunder is $68,990, and the Volkswagen Amarok W580S is $79,990 – these are all RRPs.

As we said earlier, there’s no lack of competitors in the Aussiemodified ute space, and most involve OEM (or OEM-standard) local engineering to greater or lesser degrees. Such are the demands Australia dual-cab buyers place on their machines.

WHAT DO YOU GET?

Specific additions to the PRO-4X Warrior over the donor vehicle include: • A winch-compatible Nissan

Genuine steel hoop-less bullbar • Warrior-specific towbar • Front horizontal light bar • Front branded red bash plate, 3mm under-body plating • 275/70 R17 Cooper Discoverer

AT3 all-terrain tyres, full spare • Side flares • New springs (40mm lift) and dampers • Headrest embroidery and exterior decals Other headline features are just mirrored from the PRO-4X.

Outside

• LED headlights and tail lights • Auto high-beam • LED daytime running lights • Rear parking sensors • Electric sliding rear window • Black side steps and roof rails • Auto-folding side mirrors with heating • Proximity key access • Rain-sensing wipers • Darkened rear privacy glass

Inside

• Leather-accented seats • Auto-dimming rear-view mirror • Dual-zone climate control with rear vents • Push-button start • 8.0-inch touchscreen • Satellite-navigation • Apple CarPlay and Android

Auto (wired) • Six speaker audio • Digital radio • 360-degree camera system • 3 x USB-A points and 1 x

USB-C point • 7.0-inch driver display with digital speedo

IS THE NISSAN NAVARA PRO-4X WARRIOR SAFE?

The Navara has a five-star safety rating based on ANCAP testing conducted in 2015.

That rating was based on a frontal offset score of 14.01 out of 16, a side impact score of 16 out of 16, and pedestrian and whiplash protection scores of Marginal and Good, respectively. All models come standard with seven airbags.

Standard active safety features added to the 2021 Navara update and carried over to the PRO-4X Warrior include: • Seven airbags • Autonomous emergency braking • Lane-departure warning • Lane-keeping aid (via braking) • Blind-spot monitoring • Rear cross-traffic alert • Surround-view camera • Off-road monitor camera

WHAT IS THE NISSAN NAVARA PRO4X WARRIOR LIKE ON THE INSIDE?

There aren’t a lot of changes in here over the donor beyond some minor labelling/embroidery, and I have to say those OEM seats are ripe for replacement by something larger in the base, with more padding and better bolstering.

The Series 5 Navara’s cabin is largely familiar to anyone who’s sat in earlier iteration D23s, though the updated steering wheel is a far better design than the old car’s, where the horn was too close to the rim. There’s still no telescopic adjustment for the steering column however.

The large digitised trip computer is slick, and has a cool startup animation showing the car’s grille in all its newfound macho glory. It’s also simple to cycle through trip data, active safety functions, detailed direction signals when you’re using the navigation, and audio functions via the steering wheel buttons.

The centre touchscreen has a good sat-nav system that can be controlled from the screen or via the quite effective native voice control system. If you prefer you can use phone mirroring. The

overhead view camera doesn’t have the crispest resolution but it’s still a worthy feature in such a large vehicle that makes tight parking easier.

Still, it looks pretty dated and pretty small now, and once the new Ranger lobs this gulf will widen.

Connectivity-wise you have Bluetooth or the choice of three regular USB points and a single USB-C. I had no complaints around the clarity of my voice on phone calls. There are also 12V outlets in the fascia and in the centre console, but no 230V like a Ford Ranger has.

The dual-zone climate control system is all operated by buttons so it’s quite user-friendly, ditto the simple switch to control your 4×4 modes, rear locking diff, parking sensors, and hill-descent control.

It’s all really solidly built, with no squeaking or rattling trims, and a properly bolted-in centre tunnel. The dash is covered in hard trims which are easy to clean, while touch points like the door armrests and centre console lid are squishy and cushioned.

There’s a shortage of storage up front, with just the one glovebox (HiLux and D-Max have two stacked atop each other), no dashtop storage, a small console, a shallow open cubby below the ventilation controls that’s frustratingly smaller than a phone, modest door bins (1L bottle friendly), and a sunglasses cubby.

Nissan has oddly removed the nifty pull-out cupholders that were mounted under the outboard front vents in older models.

The Navara has never had the most roomy back seats in the caper, though I’m 194cm and 105kg and can fit behind my own ideal seating position if need be.

Headroom and knee room is borderline for me but for most people will do the trick. A couple of kids or teenagers on family road trips should feel right at home.

Amenities back there include solid grab handles on the B-pillar, a folding armrest with cupholders, rear air vents (not all competitors have these), and a single USB point. Rear occupants also have side head-protecting airbags and a combination of ISOFIX anchors and a single top-tether loop.

The back-seat bases flip upwards and tether to the headrest, with two small storage cubbies

below. This whole area is handy for when you wish to stow things in the cabin rather than the tub for greater security.

The manual tailgate assistance means it can be raised with a single finger if need be.

The tub comes with what feels to be a high quality plastic liner that is solidly screwed in and sealed off, plus four D-rings and those aforementioned Utili-Track movable tie-down anchors. The sliding back window completes the deal.

WHAT’S UNDER THE BONNET?

While Premcar says it could have done some engine tuning, the decision was made to leave it alone to keep pricing lower. So, it’s unchanged over the regular Navara.

The powertrain in question is a 2.3-litre diesel four-cylinder with two turbos that operate at different engine speeds. Outputs are 140kW at 3750rpm and 450Nm between 1500 and 2500rpm.

Transmissions to choose from are a six-speed manual or sevenspeed auto.

The driveline is part-time 4×4 with low-range and a locking rear differential. The braked-trailer towing capacity remains 3.5 tonnes.

The Navara uses a claimed 8.1 litres per 100km on the combined cycle test, and has an 80L tank.

HOW DOES THE NISSAN NAVARA PRO-4X WARRIOR DRIVE?

The Warrior upgrade comes with a 40mm lift thanks to the bigger 275mm tyres, and updated springs (260mm total), a 30mm wider track, and 4-degree superior approach angle.

Premcar has reduced the front spring rates, while the two-stage rear coils have lower primary but higher secondary rates. The dampers are larger to disperse heat better and their rebound and compression characteristics have been thoroughly overhauled.

New front suspension jounce bumpers improve wheel movement control at high suspension travel and make energy transfer into chassis more efficient.

The main trade-off is reduced payload over the donor car (1004kg to 952kg for the auto), though this is higher than the N-TREK Warrior offered. The Series 5 Navara’s stronger OEM underbody allowed a GVM upgrade.

Then the mission is to make all these new bits talk to each other, because a bad tune would render the whole exercise pointless.

“While we were immensely proud of the N-TREK Warrior, there are always learnings and improvements to be made, and this new Warrior improves the formula right across the board,” claims Premcar’s head engineer Bernie Quinn.

“… We have done literally tens of thousands of kilometres at the AARC alone,” he added. “There’s a high-speed circuit, a noisecalibration surface, off-road tracks, durability circuits.

“The military uses it to ensure its vehicles are tough enough, and it was the perfect place to put the Warrior 2.0 through its paces.”

While the latest iteration Series 5 Navara is itself an improvement, the Warrior build unlocks more potential. The added clearance and far better frontal protection means you feel much more confident tackling steep terrain and dropping into deep ruts.

The spring and damper changes plus the chunkier tyres (heavier rubber too, but that’s addressed in the build) isolate you better from classic Aussie surfaces like prolonged corrugations or constant potholes, making it a more comfy daily.

Sometimes chunky tyres like this are loud over coarse-chip asphalt, but the base Navara has better NVH suppression than most and I didn’t find my highway stint at all unpleasant in the modified version.

In terms of off-roading, the Navara uses an old-school part-time 4×4 system that defaults to rear-drive on the road, with closed-centre-diff high range and then separate low-range gearing – assisted by a pretty effective automated descent control function.

That being said it happily crawled and snaked its way through our steep launch paths until the tyres were totally caked with clay and about as grippy as a bar of soap. I never needed to engage the rear diff lock, but there weren’t many offset steep drop-ins or things of that nature.

The steering feels weightier than more modern EPAS systems, but Nissan has removed some of that resistance and the positive side is greater feel for the terrain your tyres are tackling.

The add-ons do have a weight impost, with the Warrior’s kerb mass about 150kg greater – that solid steel front bar alone adds plenty of kg. So the lack of engine or brake updates show that the Warrior package had to meet commercial realities.

The twin-turbo diesel’s outputs are middling, and while it does get up and go when asked, it’s not capable of pushing you back into your seat like a V6 Amarok for example. It does the job, but if you were hoping for extra straight-line oomph you’ll be disappointed.

That seven-speed automatic is pretty refined and intuitive, and the upside is both strong refinement and better fuel economy than most – we’ll wait for an extended efficiency road loop to test the accuracy of the claim, though Navaras tend to be good on the dino juice.

Ultimately, plenty of 4×4-ers living the ‘Nav Life’ will want to consult their own aftermarket providers and oversee their build. But for those who don’t want to go through all that, the Warrior really does demonstrate a new, more capable side to the donor vehicle.

HOW MUCH DOES THE NISSAN NAVARA PRO-4X WARRIOR COST TO RUN?

The Navara Pro-4X Warrior has a five-year, unlimited-kilometre warranty like the wider Nissan range.

Maintenance is required every 12 months or 20,000km, whichever comes first.

“… You’re supported, just like any other Navara owner would be,” says Nissan Australia’s senior manager of local product development and enhancement, Matt Baily.

RATINGS

8.0

OVERALL

7.5

COST OF OWNERSHIP

8.9

RIDE COMFORT

8.0

SAFETY

8.8

FIT FOR PURPOSE

8.8

HANDLING DYNAMICS

7.2

INTERIOR PRACTICALITY AND SPACE

8.4

FUEL EFFICIENCY

7.8

VALUE FOR MONEY

6.9

PERFORMANCE

7.2

TECHNOLOGY INFOTAINMENT

CAREXPERT’S TAKE ON THE NISSAN NAVARA PRO-4X WARRIOR

There’s still scope for improvements, all of which Premcar could absolutely achieve if the business case stacked up: better seats and a bit more grunt come to mind. However, that’s not to take-away the fact that this is a cohesively, thoughtfully modified offering, and probably the world’s best OEM-supplied Navara. The PRO-4X model is a better starting point than the N-TREK Warrior was, and this program simply builds on it. And by supporting it, you also help Australian engineering too. N

carsales.com.au | 8 DEC 2021 NISSAN NAVARA WARRIOR 2021 REVIEW

THE NEW NISSAN NAVARA WARRIOR REMAINS A FAMILIAR BEAST, BUT THE LATEST UPGRADES MAKE IT EVEN BETTER.

BRUCE NEWTON

THE NEW 2021 NISSAN Navara PRO-4X Warrior taps into the Aussie love of dual-cab 4x4 utes and the love many buyers also have for accessorising them. As its name suggests, the second-gen Warrior is based on the new PRO-4X Navara and it’s again modified with Nissan’s co-operation and approval by local engineering and design firm Premcar to be a superior off-roader that also looks the part. It replaces the previous N-TREK Warrior limited-edition and becomes a full-time member of the range. While much remains familiar, if a little more refined, there are some important improvements to both safety and carrying capacity that really do make this a decent step forward.

FLAGSHIP SETS SAIL

The 2021 Nissan Navara PRO-4X by Premcar, as it’s now known, is the locally-developed flagship of the Nissan Navara dual-cab 4x4 diesel ute range in Australia.

Replacing the Nissan Navara N-TREK Warrior limited-edition, of which 1500 were built for Australian and New Zealand consumption, the PRO-4X Warrior is a permanent member of the D23 Navara line-up.

Pricing starts at $67,490 plus onroad costs for the six-speed manual and rises to $69,990 plus ORCs for the seven-speed automatic.

That’s around $10K more than the standard PRO-4X, and the pricing is a fair old hike up from $62,990/$65,490 (auto/manual) drive-away prices the N-TREK Warrior launched at in 2019.

But there have been important upgrades which we’ll run through below.

The PRO-4X Warrior pricing still just undercuts the auto-only Toyota HiLux Rugged X, which is its most logical opposition. It is significantly cheaper than the Ford Ranger Raptor X, but that’s another step up in capability.

The PRO-4X Warrior tries to be a one-stop shop for ute buyers who like to go off-road and like to accessorise. So there’s Monroe suspension, a 40mm lift in ground clearance and a group of bolt-on bits that are both cosmetic and practical, like the new winchcompatible hoop-less bull bar.

As per N-TREK Warrior, the new model is a joint effort between Nissan Australia and the automotive

engineering and design consultancy Premcar, which takes the donor Thai-built Navara PRO-4X and turns it into a Warrior on an assembly line at its base in Melbourne’s north.

We’ll get into the nitty gritty of the modifications that add up to a Warrior further on, but first off let’s check out what the equipment list looks like.

The starting point for this project is the Nissan Navara PRO-4X, a new model for 2021 which we’ve covered extensively at carsales and even taken for a lap of Tassie. With some caveats noted, we really like it.

Carried over to Warrior unchanged is the entire drivetrain, starting with the 140kW/450Nm 2.3-litre twinturbo diesel four-cylinder engine, those aforementioned transmission choices, the part-time dual-range 4x4 system and locking rear diff.

Other stuff, including the blackedout grille inspired by the US Nissan Titan pick-up, sport bar with sail plane, side steps, drop-in bedliner and roof rails are familiar too.

Apart from some embroidery on the front head restraints, the equipment level is the same as PRO4X inside the five-seat cabin.

There are leather accents for the seats, steering wheel and gear-shift lever, push-button start, dual-zone climate control, sat-nav, a new 7.0-inch instrument cluster digital display, 8.0-inch colour touch-screen with Apple CarPlay and Android Auto, Bluetooth, three USB-A and one USB-C connectors and six-speaker audio.

As per all Navara models, the steering wheel still only adjusts for rake (no reach) and there’s also been a relatively minor equipment deletion compared to the N-TREK Warrior – the bespoke floor mats are gone…

Importantly, the Warrior is covered by Nissan’s five-year/ unlimited-kilometre warranty and Premcar covers its modifications identically. The service intervals are 12 months/20,000km and a six-year capped-price service plan costs $3666 for the manual and $3622 for the auto.

BIG SAFETY STRIDES

Huge strides have been made by the 2021 Nissan Navara PRO-4X Warrior in terms of driver assist safety systems. This is not unique to Warrior, but reflects an upgrade across the entire Navara range.

So, just like PRO-4X, the Warrior now boasts autonomous emergency braking (AEB), forward collision warning and a driver alert that monitors for tiredness.

There’s also blind spot warning, intelligent lane intervention, rear cross traffic alert, reverse parking sensors, high beam assist, auto rain-sensing wipers and tyre pressure monitoring.

All Navaras miss out on adaptive cruise control (ACC), which is often twinned with AEB. Nissan says that’s because the powertrain is incompatible with ACC technology. They also stick with rear drum brakes, rather than opting for discs as an increasing number of utes are doing.

Other safety features include seven airbags, including a driver’s knee airbag, second-row child seat top tethers and ISOFIX points, and LED headlights, which based on previous experience are a bit underwhelming on low beam.

The ANCAP rating is five stars, but dates back to 2015.

EVOLUTION NOT REVOLUTION

The 2021 Nissan Navara PRO4X Warrior is evolutionary not revolutionary compared to its N-TREK predecessor. That makes sense because all along the stated aim for the Warrior has been to broaden off-road capability while maintaining on-road behaviour.

The need to keep the project affordable for buyers means there’s no fundamental changes to the donor Navara’s ladder-frame chassis, double-wishbone front suspension, beam-axle five-link rearend with its rare use of coil springs (rather than leaf springs) or – as mentioned – the drivetrain.

Going for an engine transplant or power-up would add cost, complexity and make the approval process from global HQ all the harder. Still, it’s not been entirely ruled out for the future.

As Premcar delved into the 2021 Navara it discovered it had some unexpected changes to work with: significantly different front control arms, a fundamentally strengthened rear axle assembly and some chassis strengthening.

A slightly different tailpipe also required a modification to fit around the spare tyre.

WHAT WE LIKE

Increased off-road abilities that also improve on-road behaviour Substantial safety improvements Huge upgrade in payload capability

NOT SO MUCH

The engine is a bit of a boat anchor these days Some items are still missing, like snorkel and tray cover No adaptive cruise control

But those changes didn’t mean the basic Warrior recipe changed. The familiar ingredients include Monroe shocks and coil springs, larger and taller jounce bumpers and carryover Rosta 17-inch alloy wheels and Cooper Discoverer 275/70 all-terrain rubber.

Some stuff you might think obvious, like a snorkel and cover for the tray, didn’t make the equipment list but are under review for the future.

The suspension changes produce a 40mm ground clearance lift to 260mm (8mm less than the old Warrior, put down to the extra strengthening material on the rear diff housing) and a 30mm-wider 1600mm track compared to the standard PRO-4X (but same as the previous Warrior).

The new bull bar is sourced from Frontline in Australia rather than made in China and now integrates the Hella light bar and winch compatibility. There’s also a Warriorspecific tow bar, a red ‘Navara’branded bash plate and 3mm underbody protection plate.

Overall, the Warrior is 90mm longer (5350mm) than the standard PRO-4X.

The 36-degree breakover angle is one degree better than the old Warrior and four degrees better than the PRO-4X. The 19.0-degree departure angle is the same as before and 0.8 degrees worse than the PRO-4X, because the full-size Cooper tyre swallows up more room underneath the body. The breakover is 26.2 degrees, 1.3 degrees reduced from N-TREK Warrior and 3.3 degrees better than PRO-4X.

There are no figures given, but front-end corner clearance is vastly improved compared to PRO-4X because of the bull bar’s shape. At the same time, turning circle has also increased to 13 metres, up from the old Warrior’s significant 12.7m (and the regular PRO-4X ute’s 12.5m).

Retuning of the shocks and springs by Premcar and Nissan’s rear axle strengthening mean the PRO-4X Warrior has a huge payload increase compared to its predecessor, rising from 724kg to 952kg (auto) and 961kg (manual).

2021 NISSAN NAVARA PRO-4X4

PRICE

$67,490/$69,990 manual/auto (plus on-road costs)

AVAILABLE

Now

ENGINE

2.3-litre four-cylinder twin-turbo diesel

OUTPUT

140KW/450NM

TRANSMISSION

Six-speed manual/ seven-speed automatic

FUEL

7.5/8.1L/100km manual/auto (ADR combined)

CO2

197/213g/100km manual/auto (ADR combined)

SAFETY RATING

Five-star (ANCAP 2015)

The GVM also rises 100kg to 3250kg (GCM is 5910kg). Maximum braked towing capacity remains 3500kg.

Other key numbers are: 600mm water fording (unchanged), and 2289kg (manual) and 2298kg (auto) kerb weights. These two numbers are about 150kg more than the standard PRO-4X.

Despite that, the fuel consumption claim remains unchanged at 7.5L/100km (manual) and 8.1L/100km (auto) because the Warrior is allowed to retain the PRO-4X’s ADR rating.

SLIP SLIDING AWAY

Premcar’s goals for the 2021 Nissan Navara PRO-4X Warrior were to make it a more refined drive and quieter to travel in. Some of this was achieved by its own suspension changes, and some of it was the result of Nissan’s updates to the base car.

For instance, in 2020 Nissan introduced a faster steering rack and noise-dampening laminated front and side window glass. For 2021 even more NVH material was added in the engine bay and bulkhead.

Based on our first drive there is a fundamental familiarity from old to new Warrior, both on- and off-road. But it’s fair to say the new one is just that tad more resolved.

Mind you, we really do need to get the Warrior onto familiar ground and give it an extended test and compare it against its obvious logical competitor, the Toyota HiLux Rugged X.

So far we’ve only been able to drive the Warrior at the launch in the hinterlands of Coffs Harbour on a day that started gloomy and simply got wetter, muddier and slipperier – to the point not even the Coopers were coping with the gluey slop.

There was plenty of slithering sideways downhill at 5km/h and scrambling uphill no faster!

With deep ruts being created as a convoy of Warriors chewed through the soft surfaces, the added ground clearance came into its own. A standard Navara (or any other ute) would have been pancaked and we’d have been in for a fair old walk home.

In those conditions and other, happily, drier and firmer ascents and descents, the Warrior chugged along, rolling in 2Hi when the going was easy, 4Hi as the challenges started, 4Lo as they got more pronounced and rear diff locked at their worst.

Essentially, Warrior takes the acceptable off-roader the Navara is and dials it up a notch. That said, we didn’t get a chance to really test out axle articulation on the course set by Nissan. Next time.

On-road, the suspension changes add to the Navara’s capability. It rolls over bumps and corrugations firmly and with good control. So there’s no wobbly overly-soft body rolling in corners, or hopelessly early onset of understeer.

Where the Navara Warrior package needs a bit more help is under the bonnet. The Renault-sourced YS23DDTT intercooled twin-turbo DOHC four-cylinder diesel engine is adequate but not compelling. It’s been left in the dust (mud?) by plenty of rivals now.

That’s exacerbated by the way it’s slow to respond to initial throttle inputs (even when the auto transmission is shifted to Sport mode). Speaking of transmissions, we only sampled the auto during the test drive. The manual select function proved handy retaining first gear 4Lo during those especially slimy bits.

Alternatively, the hill descent control proved capable of walking us downhill, feet off the pedals.

Being so little changed inside, the Warrior is a familiar place to reside. For me, the driver’s seat position is too high at its lowest position and the steering wheel still too low at its highest, so it’s hard to get entirely comfortable.

The front seats are also undersized, so definitely put them on the update list for Warrior 3.0.

Rear seat space is only acceptable, but we do like the rear air-con vents. Functionality is aided by the way the seat flips up to aid storage of big items like swags. Sadly, the seatback does not also fold down.

The driver is aided by the new larger digital readout between the speedo and tacho dials. It’s far easier to understand than the old design.

Outside the cabin you get the same features as any Navara, including a tray that won’t fit an Aussie pallet because it’s too narrow between the wheel-arches. Thumbs up for the Utili-Track channels and tie-down points though.

TALENT AND APPEAL

The 2021 Nissan Navara PRO-4X Warrior does not present a whole new driving experience. It is a very familiar product that is definitely better on- and off-road than the standard Navara.

The old N-TREK Warrior was just a tad rougher and gruffer in the way it went about the same job.

It’s the safety equipment and payload upgrades that are key improvements, although whether they’re enough to justify the rise in pricing is up to you.

There’s still some stuff not included here like a snorkel or cover for the tray, but they could come soon.

Adaptive cruise control? Rear disc brakes? Maybe when the next-gen Navara arrives around 2024.

Despite our reservations, we definitely like the Warrior, appreciate its capabilities and respect what Nissan and Premcar have achieved here.

There’s no doubt it adds appeal and talent to the Navara line-up. N

carsguide.com.au | 8 DEC 2021 NISSAN NAVARA 2022 REVIEW: PRO-4X WARRIOR

BYRON MATHIOUDAKIS

GLOBAL EVENTS MEAN YOU may have missed it, but the Nissan Navara N-Trek Warrior was one of 2020’s biggest automotive success stories.

The brainchild of noted Melbourne-based vehicle engineers, Premcar, the original Warrior sold out almost instantly, impressing buyers and critics alike with its impressive styling and off-road chassis upgrades.

Inevitably, with the heavily facelifted MY21 Navara – the second big makeover since the D23 series debuted way back in 2014 – comes a new Warrior iteration, with even greater 4x4 capability to match its updated styling and better specification.

Should potential buyers of Ford Ranger Raptor and Toyota HiLux Rugged X think twice before signing the dotted line?

IS THERE ANYTHING INTERESTING ABOUT ITS DESIGN? 8/10

Broad and beefy, with its 90mm of extra length, 45mm of extra width and 40mm of extra height compared to the regular PRO-4X, the Warrior sure looks the part, aided by that US-market Titan full-sized truck bonnet and grille treatment that so dramatically butches up the Nissan’s appearance. The wheelbase remains the same at 3150mm, by the way.

The decals seem a little aftermarket and twee, though, and the red bash plate may not be to everybody’s liking, but the Warrior achieves exactly what its target audience expects – to stand out compared to the regular ute grades.

Credit, too, goes to Nissan’s design team for updating the 2014 D23’s timid styling so emphatically. That blockier front end is matched by a taller tub that sits well with the old centre section. The end result means the MY22 Navara still looks contemporary all these years later… until you haul yourself up inside, that is.

HOW PRACTICAL IS THE SPACE INSIDE? 7/10

There is nothing at all intrinsically wrong with the Warrior’s interior, even in 2022.

Though not cavernous, the cabin is certainly accommodating enough, with space up front for most folk, thanks to ample room for heads, shoulders and legs. If you’re shorter in stature, the driver’ cushion has a height lift too, meaning they don’t have to peer over that bulkier bonnet line. Too bad the passenger’s seat doesn’t, though.

Nicely padded seats that provide comfort even hours after being sat on them being chucked around on 4x4 tracks is further testimony to their soundness in design and execution.

The familiar dash is simple and conventional yet thoughtfully laid out too, with most switchgear operated by good old-fashioned buttons rather than buried within infernal touchscreens. Ventilation is easy to locate and access, the instruments clear and attractive and storage is plentiful too. We’re also fans of the sporty three-spoke steering wheel.

Finding the right driving position isn’t difficult for most people, though there is only height (so no reach) adjustment for the steering column, while vision remains pretty good all round – the upshot of the deep side windows and excellent standard surround-view camera. The latter is such a boon whether manoeuvring around boulders in the bush or negotiating the usual Saturday-morning supermarket carpark melee.

However, it isn’t just the lack of adaptive cruise control that exposes the Navara’s wrinkles. The dash design looks ancient compared to some of the Nissan’s newer rivals, even ones at a fraction of the Warrior price, like GWM Ute Cannon’s. It’s also not very truck-like, with nothing but the pillar-mounted grab handles (and being perched high up, of course) separating this fascia design from a normal passenger car’s.

In sharp contrast to the aggressive exterior styling, it all looks a little fey inside – and not helped by the embroidered logo on the headrests. We’re willing to bet that not all off-road junkies are into haberdashery.

Nissan redesigned the rear backrest and cushion back at facelift time, and we couldn’t really fault the second row. Again, it's not massively spacious, but the fit and finish are fine, vision out is good, there are useful amenities like a central armrest with cupholders and rear-facing air vents for occupants, while entry/egress is assisted by those pillar handles.

The MY21 D23 facelift promised – among other changes – improved sound-deadening and a stiffer, stronger chassis for reduced noise/ vibration/harshness transmission. These criticisms seem to be less obvious this time around, meaning that travelling in the Warrior is less tiresome and fatiguing than in any previous Navara. We wouldn’t

WHAT WE LIKE

Butch new looks Rugged off-road capability More civilised on-road driveability

WHAT WE DON’T

Ageing interior Falling behind in driver-assist tech No performance upgrade over regular twin-turbo diesel Navaras

go as far as to say the Nissan is now class-leading, but the jittery and unsettled bugbears of old now seem diminished.

Further back, the Warrior’s cargo bed’s floor is 1509mm long, its top is 1469mm long, width is 1560mm at floor level and 1490mm at top level, while the wheel arch width is rated at 1134mm. The tailgate opening is 1360mmm and overall wall height is 519mm. Useful info to know.

Finally, the rear axle has been strengthened and the tub is now larger and features flat-type tiedown hooks, resulting in a payload increases. GVM (gross vehicle mass) climbs 100kg to 3250kg, for a gross combined mass of 5910kg. Payload is 952kg (auto) and 961kg (manual), kerb mass is 2289kg (man) and 2298kg (auto) and towing capacity is 3500kg (braked) and 750kg (unbraked), with a maximum tow ball download rating of 350kg.

DOES IT REPRESENT GOOD VALUE FOR THE PRICE? WHAT FEATURES DOES IT COME WITH? 8/10

Make no mistake. The previous (2019/2020) N-Trek Warrior was the best version of the current-shape Navara you could buy, giving it an off-road focus that the regular models didn’t possess, while somehow better masking their disappointing on-road dynamics and refinement. The noise and jittery suspension didn’t matter so much when four-wheel driving.

This time around, Premcar has built on the progress that the 2021 Navara facelift brings, including improved chassis rigidity, suspension, noise/vibration/harshness measures, comfort and safety. It was an extensive 12-month engineering program, located in Melbourne.

Nissan has also based the MY22 Warrior on the better-equipped, top-spec PRO-4X (from $58,130 before on-road costs for the manual/$60,639 for the auto) now that the old N-Trek grade is history, which equates to Wildtrak and Rogue when compared to Ranger and HiLux respectively.

As such, prices now jump $4500, and begin from $67,490 before onroad costs for the Warrior manual, and $69,990 before ORC for the Warrior auto that the overwhelming number of buyers will choose.

So, what does the $9360 Warrior premium bring?

For 4x4 fans, plenty. Premcar engineering upgrade knowhow, for starters. Then there’s the winch-compatible ‘Safari-style’ front bull bar with integrated light bar, a Warrior-specific tow bar, a larger and thicker bash plate for greater engine protection, Cooper Discoverer All Terrain AT3 275/70R17 tyres (including on the alloy spare), a 100kg GVM upgrade (now 3250kg), 260mm ground clearance (up 40mm, with springs and tyres making up 15mm and 25mm respectively), 30mm-wider tracks (to 1600mm), revised suspension with new spring rates and dampers that improve both handling and ride), and a larger and taller jounce bumper for less impact harshness at full suspension travel.

Over the old truck, Warrior 2.0’s approach angle improves four degrees (to 36°) but departure angle degrades 0.8° (to 19.8°) due to that full-sized spare. Ramp-over angle is rated at 26.2°, which is better by 3.3°.

As with all PRO-4X models, on the safety front you’ll find Autonomous Emergency Braking (AEB), Forward Collision Warning, Lane Departure Warning, Intelligent Lane Intervention, Blind Spot Warning, a surround view monitor with Moving Object Detection, Off-road monitor, Rear Cross Traffic Alert, high-beam assist and rain-sensing wipers, among other gear.

Note, however, the cruise control lacks adaptive functionality, betraying the Navara’s advancing years.

As do the smallish 8.0-inch central touchscreen, though it does score a 360-degree bird’s-eye-view surround-view camera and Apple CarPlay/Android Auto connectivity, while full LED lighting, keyless entry/ start, a 7.0-inch instrument cluster, Bluetooth telephony with audio streaming, digital radio, satellite navigation, climate control airconditioning, leather and leatherlike upholstery, an electric sliding rear window and rear privacy glass are also included.

So, is the Warrior good value? Well, given its greater off-road capability that Premcar’s palpably upgraded engineering specs usher in compared to the regular Navara PRO-4X, the answer has to be a firm yes. And keep in mind too that a Raptor costs $10K more – though the Ranger does offer more kit at that price point.

WHAT ARE THE KEY STATS FOR THE ENGINE AND TRANSMISSION? 7/10

One area where neither the Warrior nor any MY21 Navara seem to have received any changes is behind that prominent snout. It’s the same YS23DDTT 2298cc 2.3-litre four-cylinder twin-turbo powertrain as before.

Premcar didn’t touch a thing under the Warrior’s bonnet either, meaning it has exactly the same power and torque outputs, peaking at 140kW at 3750rpm and 450Nm from 1500rpm to 2500rpm. The power-to-weight ratio is around 61kW/tonne, depending on gearbox.

Speaking of which, it drives all four wheels via either a six-speed manual or seven-speed torque-converter automatic transmission. As with all latest-model Navara autos with this engine, there’s a driver selector

mode offering Sport/Off-Road/Tow/ Normal settings.

The Warrior’s 4x4 set-up consists of a transfer case with dual-range fourwheel drive (4WD) with electronic 4WD selection made up of 4x2 rear-wheel drive, 4x4 high range and 4x4 low range. Nissan’s Active Brake Limited Slip Differential is also included.

As before, the Navara features a double-wishbone front and fivepoint multi-link coil-sprung rear suspension system. Of the current crop of competitors, only the Ranger Raptor has a similar rear end set-up.

HOW MUCH FUEL DOES IT CONSUME? 7/10

According to the official combined fuel figures, the Warrior averages 7.5L/100km for the manual and 8.1L/100km in auto guise, for a carbon dioxide emissions rating of 197 grams per kilometre and 213g/km respectively.

With a fuel tank that holds 80 litres of diesel, expect to average up to 1067km between refills in the manual, or 988km when feeding the auto version.

WHAT'S IT LIKE TO DRIVE? 8/10

The current-shape Navara has come a long way since 2014.

That said, while regular updates have tried to match the class leaders like Ranger in terms of driving pleasure and ride comfort, none have ever managed to hit the mark.

By concentrating on off-road capability, the new PRO-4X Warrior seems to have come closer than any other.

Better tyres, springs and dampers, combined with the stronger platform, revamped suspension and improved sound insulation all MY21 models enjoy, have created a Navara that suffers from less body shake over bumpy roads, as well as reduced noise transmission into the cabin. Even the 2.3-litre twin-turbo diesel seems more muted than before.

Now with the handy and effective choice of Normal or Sport modes, the Warrior in auto guise (as tested) steps off the line more briskly than its meagre capacity suggests, staying within its narrow torque band to keep things moving pretty quickly. It doesn’t seem coarse or strained, reacts surprisingly eagerly to the throttle at speed and settles down to a distant thrum when cruising along at highway velocities.

We never had the chance to test it in urban areas, but out on rural roads around Coffs Harbour, there’s sufficient performance for most people’s needs.

That said, the Warrior’s aggressive attitude should be matched by more muscle at this price point, and that will only be exacerbated once

EXPERT RATING

7.3

8

DESIGN

7

PRACTICALITY

8

PRICE AND FEATURES

7

ENGINE & TRANS

7

FUEL CONSUMPTION

8

DRIVING

6

SAFETY

7

OWNERSHIP

the V6-powered Rangers come on stream later in 2022. We look forward to more powerful versions sometime in the not-too-distant future.

Still sticking with on-road driving, the Navara’s steering is a pleasantly light if somewhat dull experience, since it faithfully follows the line of cornering and doesn’t feel boaty or unwieldy doing so, but provides very little feedback or involvement. Which is AOK for an off-road focused 4x4 truck. Considering how purposebuilt those go-anywhere tyres are – as well as the 260mm ground clearance and higher centreof-gravity the suspension lift brings – the Warrior’s handling through tighter turns – in pouring rain at that – proved remarkably composed and controlled.

You won’t think you’re driving a Ranger, let alone a passenger car, but by the same token, there’s nothing heavy or burdensome going on here either. The Warrior feels well sorted.

The same applies to the Nissan’s ability to soak up road bumps, with none of the pitching and fidgety motion that afflicted previous utes. Only on a particularly corrugated piece of bitumen did some lateral body shimmer become apparent in our non-laden example. We call this a win.

Off road, the Warrior shone, making easy work of some deeprutted paths, acutely angled slippery gradients, a few fast-flowing streams and occasional heavilychurned mud tracks.

Going from 4x2 to 4x4 High is an easy twist of a knob, reassuringly effective hill-descent activation is only an instant press of a button away and choosing 4x4 Low highlights the Navara’s determined crawling capabilities, with enough punch from the 2.3-litre twin-turbo to power through. It can turn amateur bush bashers into experts and, in our time at least, hardly felt like a sweat was raised. The technology underneath does all the hard work.

Clearly, over the past eight years or so, Nissan’s engineers have honed the D23’s off-road prowess; Premcar’s mods have enhanced them to a pleasingly next-level degree.

Like we said earlier. The Warrior is the best Navara to drive by far… on as well as away from bitumen.

WHAT SAFETY EQUIPMENT IS FITTED? WHAT SAFETY RATING? 6/10

The Navara was awarded a maximum five-star Euro NCAP crash test rating, but that was against 2015 scoring criteria that were less strict than today’s testing regime, so it’s highly likely that the Warrior wouldn’t be up there with the class best if it were tested nowadays. Again, an age-related issue.

Safety systems do include seven airbags (dual front, front-side, curtain and driver’s knee SRS

VERDICT

items), AEB, forward collision warning, Lane Departure Warning, Intelligent Lane Intervention, Blind Spot Warning, surround view monitor with Moving Object Detection, Off-road monitor, Rear Cross Traffic Alert, tyre pressure monitors, high-beam assist and rain-sensing wipers.

These come on top of anti-lock brakes with brake-force distribution and brake assist, along with traction and stability control devices.

To help get to where you need to be, the Warrior also features Hill Start Assist, Trailer Sway Control, Hill Descent Control and an electronic locking rear differential.

Note that while the front brakes are discs, the rear ones use drums, while adaptive cruise control is not available. The bones of this Navara are really getting on now.

A trio of child seat anchorage points are provided behind the rear seatbacks, along with ISOFIX points in both outboard rear cushions.

WHAT DOES IT COST TO OWN? WHAT WARRANTY IS OFFERED? 7/10

Nissan Australia offers capped price servicing for up to six years. Prices vary from $502 to $783 per service, depending on mileage.

Like all Navaras, the Warrior’s service intervals are 12 months or 20,000km, and you get a five-year unlimited kilometre warranty as well, which is par for the course nowadays. N

The original N-Trek Warrior was something out of the box. Confident, capable and cool to look at, it rose above the mediocrity of the old Navara. It’s no wonder Nissan had no trouble at all selling them. Premcar’s follow-up is better at every turn, turning up the wick both on and off road, while leveraging the progress that the substantial facelift has brought. The end result is an even more superior Navara, and one that off-road focussed buyers could rely on to really give the class leaders like the more-expensive Raptor a run for their money. The Aussie ingenuity that’s been added is what makes Warrior 2.0 literally stand out. On the evidence of this, imagine what Premcar could do with a moremodern design and stronger engines! Raptor, Rugged X and others have a formidable foe in their midst.

whichcar.com.au | 8 DEC 2021 2021 NISSAN NAVARA PRO-4X WARRIOR REVIEW

PREMCAR WAVES ITS WAND OVER THE NAVARA PRO-4X AND THE RESULT IS A MASSIVE TRANSFORMATION.

MATT RAUDONIKIS

NISSAN AUSTRALIA HAS FINALLY

been able to officially launch its Navara PRO-4X Warrior to the market.

Despite being on sale since September, COVID restrictions have prevented the company from launching the car and letting us get behind the wheel.

After plans for a launch in Central Australia earlier in the year were scuttled, the launch was moved to the Coffs Coast of New South Wales in November, and with wet weather around, it was the perfect place to put the new ute to the test on the slippery hills.

When Nissan Australia updated its Navara range earlier in 2021, giving it a bold new look, it made its rangetopping variant, the PRO-4X.

Following on from the success of the previous iteration’s Navara N-Trek Warrior collaboration with Melbourne engineering firm Premcar, it was a no-brainer that the marque would create a Warrior edition of the new model.

Enter the PRO-4X Warrior, again another venture with Premcar which follows a similar formula to the original, only varying to improve on elements of the older model based on customer feedback.

“Any new model should be a true evolution, and that’s exactly what we’ve achieved with this Warrior,” said Premcar’s Bernie Quinn.

“It benefits from all of our learnings, our customer feedback, and from the improvements made to the Navara PRO-4X, creating a new ute that is tailor-made for Australian conditions. The result is a Warrior that’s tougher, safer and smarter, but no less practical and capable.”

Premcar has taken the top-spec Navara PRO-4X and updated its suspension to improve both performance and comfort; widened the wheel track by 30 millimetres with bespoke alloy wheels and all-terrain tyres for improved stability and off-road performance; and increased the front-end protection with a steel bumper that incorporates an auxiliary LED light bar with three-millimetre metal-plate underbody protection.

The new Australian-designed and made front bar is also capable

of supporting a winch and Nissan offers a Warn winch as a genuine accessory. Over fender flares are included to cover the bigger tyres and increased track.

The steel bumper is now painted to match the body colour and this is done as part of the Warrior conversion using a new process co-developed by Premcar and paint supplier PPG.

Premcar wanted a finish that matches the body paint, yet has the chip resistance of powder coating, so it worked with PPG to develop the new paint formula.

The bars are powder-coated black when they are made at the Nissan factory in Melbourne and are only available in black for non-Warrior Navaras. Premcar then has them painted using the new PPG paint to match the car.

At the back end, Premcar had to develop a new towbar for the Warrior that allows for space to fit a matching-size spare wheel and tyre in the standard location.

Premcar has actually softened the suspension from that of the standard Navara to make it more supple for improved ride quality and control. And it has done this without sacrificing too much in terms of payload or any of its 3500 kilogram towing capacity.

The front coil springs are seven per cent softer, while the rear coils are progressive with a six per cent reduction in the initial stage but 16 per cent stiffer in the second stage, such as when heavily laden or being subject to big bumps.

Working with the springs are bigger shock absorbers with increased oil capacity, rebound and compression dampening. Longer bump stops, or jounce bumpers, are fitted to better absorb the shock when maximum suspension compression is reached.

The suspension package has been tuned specifically for the PRO-4X and takes in to account the added weight of the new front bumper, with or without a winch fitted, and how well it performs when loaded to GVM. The tyres and suspension combine to give the Warrior a 40mm increase in ground clearance to 260mm.

Speaking of GVM, the Premcar package gives the Warrior an extra 100kg over the regular Navara PRO-4X, so it is not sacrificing too much payload with the heavier steel bumper and other Warrior accessories.

The GVM is now 3250kg. That said, the Warrior is the only variant in the double-cab 4x4 Navara range that doesn’t have a full 1-tonne or more payload.

When fitted with the 7-speed automatic transmission the payload is 952kg or 961kg when equipped with the 6-speed manual, so its still outdoes many other utes in this class.

POWERTRAIN & PERFORMANCE

The powertrain remains standard spec for the PRO-4X; that is the 2.3-litre bi-turbo, 4-cylinder diesel engine that puts out a modest

THINGS WE LIKE

Looks tough Fully integrated factory build that's bush-ready Manual gearbox option

NOT SO MUCH

2.3 engine a bit noisy under load No reach adjustment on steering column Interior smaller than some other utes in class

140kW of power and 450Nm of torque, backed by the choice of 6-speed manual or a 7-speed automatic transmissions and a parttime, dual-range transfer case.

It’s great to see that Nissan is still offering the choice of a manual gearbox, not only across the Navara range but also in halo models like the Warrior.

The bi-turbo engine is middle of the road in terms of outputs when compared to competitors, but the set-up of its turbo chargers allows it to deliver its torque in a linear fashion from low in the rev range. It does get a bit rowdy as it gets higher in the revs and Nissan has helped subdue that with extra sound deadening in the 2021 Navaras, but it’s still noticeable.

Nissan’s 7-speed automatic transmission does its job and only becomes disagreeable when trying to downshift in low range and it doesn’t always let you do it.

ON-ROAD RIDE AND HANDLING

The sealed road part of the launch drive was limited to a relatively short freeway run between the hotel and the mountain tracks, where the Warrior was smooth and comfortable. The suspension felt controlled when hooking in to the off-ramps and there was no discernable road noise from the Cooper AT tyres.

The tyres really came in to their own when the tarmac turned to wet gravel, offering a level of grip that highway-style tyres wouldn’t match. The suspension again did a stellar job of keeping the car controlled and on track as the surface got rougher.

The roads were relatively lowspeed as they wound their way up in to the hinterland but the Warrior kept its composure with whatever it was faced with. There were a few whoops and crossings where I know the OE Navara suspension would have bottomed out and bumped hard, but there was no such dilemma for the Warrior.

OFF-ROAD

The forestry tracks were not what you would normally call

2021 NISSAN NAVARA PRO-4X WARRIOR SPECS

ENGINE: GVM

I4 diesel

CAPACITY

2298CC

MAX POWER

140kW at 3750rpm

MAX TORQUE

450Nm at 1500 to 2500rpm

GEARBOX

7-speed automatic

CRAWL RATIO

3250kg

PAYLOAD

952kg

TOWING CAPACITY

3500kg

GCM

5910kg

SEATING

5

FUEL TANK

44.57:1 80L

4X4 SYSTEM

Part-time 4x4 w/ high and low range

CONSTRUCTION

4-door ute on ladder chassis

ADR FUEL CLAIM

8.1L/100km

DEPARTURE ANGLE

19°

FRONT SUSPENSION

Double-wishbone IFS & coil springs

REAR SUSPENSION

Live axle located by 5-link & coil springs

TYRE/WHEEL

275/70R17 / alloy wheels

KERB WEIGHT RAMPOVER ANGLE

26.2°

APPROACH ANGLE

36°

WADING DEPTH

600MM

GROUND CLEARANCE

2298g 260MM

‘off road’ but some sections were heavily rutted and sloppy due to the recent rain. The tyres soon filled up with mud becoming slicks and getting caught in the ruts would find the bash plates on the high spots. It was nice to know that the extra protection is there in such conditions.

Low range was selected for control and the Warriors made their way up without too much struggle by picking the best available lines. The electronic traction control works very well and we didn’t need to employ the factory rear diff lock.

Low range also gave the Navara very good engine braking for the steep descents, limiting wheels slip in the tricky conditions. This was in an automatic transmission Warrior and should be even better with a manual trans and its lower crawl ratio. There was no bottoming out under the front diff on the descents, the added ride height and tuned suspension doing their thing to control the front end.

It will be very interesting to get the PRO-4X Warrior out on home higher-0speed rough roads to really feel the excellent suspension working its best.

CABIN & ACCOMMODATION

Inside the Warrior is all the same as a regular PRO-4X except for the embroidery on the front seat headrests.

The seats are leather with manual adjustment and no heating, the 2021 updated dash has the new AV unit that includes CarPlay and Android connection, and the leather trimmed steering wheel is fitted to a column that is adjustable for height but not reach.

The Navara is a bit narrower than utes such as the Ranger and Amarok and you’d be hard-pressed to squeeze three

adults across the back seat, but it’s comfortable for two.

Externally, the big changes are to the front end with the painted bar and underbody protection designed to work in with the bigger 2021 grille and new LED headlights.

The 17-inch alloy wheels are a new design for the PRO-4X Warrior. They are wrapped in 275/70 Cooper Discoverer all-terrain tyres, the same rubber that was fitted to and well-proven on the N-Trek Warrior.

‘Warrior’ specific decals are fitted to the taller for ’21 cargo tub to let everyone know it’s something special. N

VERDICT

Of course, performance and looks always come at a cost and for the PRO-4X Warrior, that cost is $67,490 with the manual gearbox or $69,990 with the auto transmission. While that’s $9360 more than what a regular Navara PRO-4X will set you back, you have to consider the price of all the accessories and that they were specifically developed for this vehicle with OE levels of engineering to be a fully integrated package that enhances the original vehicle. Other suspension, wheels and tyres, and protection equipment could all be bought via the aftermarket, but you could never have the same level of vehicle integration that comes with the Premcar Warrior package which is fully legal and covered by Nissan’s full five-year warranty. It creates a vehicle that you can drive out of the showroom and on any adventure around Australia without any further modifications and that is something that can’t be said about many other new vehicles on the market. One thing for sure is that this is the best-performing version of the D23 Navara yet.