Ford F150 vs Nissan Navara

What's the difference?

The Ford F-150 Platinum SWB is good but not great.

It has plenty of standard features onboard and some handy touches, it’s nice to drive on-road, and is adequately capable off-road but it lacks the overall plushness its price-tag promises.

The F-150’s smaller sibling, the Ranger Super Duty, does all of this F Truck’s jobs better, has more general appeal and all-round driveability, and it costs much less than the F-150.

Yet I can still see the appeal of the Ford F-150 Platinum SWB. As a potential purchase, it might make a lot more sense to you than me.

The D27 Nissan Navara represents badge engineering at its best or worst, depending on your point of view regarding platform sharing. However, when assessed purely on its merits as a standalone tool of trade, the entry-level SL is a competent and economical workhorse that’s worthy of at least cross-shopping with the major players.

The Ford F-150 Platinum SWB is 5908mm long (with a 3697mm wheelbase), 2089mm wide (excluding mirrors) and 1995mm high. It has a listed kerb weight of 2611kg.

It’s a chunky but stretched US-style ute with ample presence, but manages to look like it’s not trying too hard.

It doesn’t hurt this ute’s cause that its appearance now encompasses model year 2024 updates from the US, which include a facelifted exterior with a new front bumper, grille and headlights, as well as a new rear bumper, tail-lights, and gloss-black alloy wheels.

The wheel-and-tyre package (20-inch alloys and 275/60R20 Hankook Dynapro AT2 all-terrains) suit its style, but aren’t particularly great for off-roading – more about that later.

Inside, it’s a cool and practical space with leather-accented seats – those are underdone in terms of feeling posh – and there’s an overall roominess that’s difficult not to like.

In terms of design, this F-150 holds its own, inside and out, against the likes of the Ram, Silverado, and Tundra.

It looks like a base model Triton GLX given the Navara SL’s modest front and rear styling tweaks, which are not as substantial nor convincing as platform-sharing rivals like Mazda’s BT-50 or Volkswagen’s Amarok in creating a clear visual distinction from its donor.

Nissan has been equally economical with interior changes. Even so, the work-focused cabin is functional and reasonably spacious for a dual cab, with splashes of satin chrome combined with white upholstery stitching and fake carbon-fibre surfaces providing a touch of style to predominantly grey tones.

All in all, the Ford F-150 Platinum’s cabin is a highly practical space.

The 12-way power-adjustable, heated and ventilated front seats (with a handy massage function and memory) recline to a fully flat position and the fold-down centre console work table is a nice touch as is the auto shifter, which stows away flush at the push of a nearby button.

Even though I prefer a vertically oriented screen nowadays, the F-150’s horizontal 12.0-inch LCD touchscreen is easy to use and offers clear, crisp colours so my old codger eyes can cope with the vast array of information and controls depicted onscreen.

The rest of the cabin is as roomy and as practical as can be expected in a dual-cab ute of this size. There are storage spaces and cupholders aplenty, as well as smart device charging points front and rear.

The 60/40 split rear seat even has a shallow lockable under-seat storage.

This F-150’s tub is 1700mm long, 1650mm wide, 543mm deep and measures 1285mm between the wheel arches so it will fit an Aussie pallet or a truckload of your camping equipment.

The tub has a tri-fold hard tonneau cover and the load space has a 12-volt outlet, load box lights, a durable-looking spray-in tub liner, as well as fixed tie-down points at each corner and four sidewall-mounted tie-down points as part of Ford’s BoxLink tie-down system.

The powered tailgate can be opened the usual boring drop-down way or you can use the 'Pro Access Swing Door' of the tailgate to open a side-hinged section as you would a door.

Bonus points for the raised ruler markings on the tailgate’s inner wall and the two G-clamp fitting positions at each side of the tailgate’s top edge.

The F-150 has a keyless entry system with a keypad on the exterior of the front passenger door. Punch in your permanent access code and – bingo – you’re in.

As practical as any of its rivals, the F-150 stays in the race here.

With its 2126kg kerb weight and 3190kg GVM our test vehicle has a useful 1064kg payload rating, so it’s a genuine one tonner.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer but with its 6250kg GCM rating (or how much it can legally carry and tow at the same time) it would require a sizeable 440kg reduction in vehicle payload to tow its maximum trailer weight.

Not that many (if any) owners of utes this size would need to tow 3500kg but it’s important to be aware of these numbers when towing heavy trailers to avoid dangerous and illegal overloading.

The Navara’s load tub is almost square with its 1555mm length and 1545mm width. It’s also 525mm deep and with 1135mm between the rear wheel housings it can’t fit a standard Aussie pallet but will carry a Euro.

Our test vehicle does not come standard with a tub-liner so its painted surfaces are prone to scratches and dents. There’s four anchorage points for securing loads and the tailgate assist feature allows easier lowering and raising.

The driver and front passenger share good space and comfort, with storage that includes a bottle holder and bin in each door plus a large open shelf above the single glovebox and an overhead glasses holder. The centre console offers flat storage with two USB ports and a 12v socket up front, along with two cupholders in the centre and a lidded box at the back.

Rear seating is also comfortable and surprisingly spacious for tall people, given I’m 186cm and when seated behind the driver’s seat when set in my position I have ample knee and headroom. However, shoulder room is tight for three adults, which is tolerable for short trips but a maximum of two would be preferable for longer drives.

Rear passenger storage includes a bottle holder and bin in each door plus pockets on each front seat backrest. There’s another 12v socket in the rear of the centre console and the centre seat’s backrest folds forward to serve as an armrest with dual cupholders.

The bench seat’s base cushion is fixed, so unlike numerous rivals it can’t swing up and be stored vertically if more internal carrying space is required.

The fifth generation Navara, which is available only in 4x4 dual-cab ute configuration, comes in four model grades comprising SL ($53,348 plus on-road costs), ST ($56,765), ST-X ($63,177) and Pro-4X ($68,418) designed to cater for commercial applications through to lifestyle/recreational use.

Our test vehicle is the entry-level SL with its list pricing in the same ballpark as workhorse equivalents from major players including the Ford Ranger XL 2.0L auto ($51,130), closely related Triton GLX 2.4L auto ($51,640), Isuzu D-Max SX 2.2L auto ($52,200) and Toyota HiLux Workmate 2.0L auto ($53,990).

Like its Navara siblings it's available only with a 2.4-litre bi-turbo four-cylinder diesel engine and six-speed automatic transmission. 

The SL's work-focused standard features include 17-inch steel wheels with 265/65R17 all-terrain tyres and a full-size spare wheel, LED headlights/daytime running lights/tail-lights, tailgate assist, 360-degree camera and front/rear parking sensors to name a few.

The interior is also designed with hard work in mind with its wipe-clean vinyl floor and black fabric trim but there’s also creature comforts like remote keyless entry, single-zone climate control, second-row air vents, power-adjustable lumbar support for the driver’s seat, multi-function steering wheel controls and more.

There’s also multiple USB ports and 12v sockets, a 7.0-inch instrument cluster display and a 9.0-inch touchscreen to control the four-speaker multimedia system which includes wireless Apple CarPlay and Android Auto connectivity and DAB+ digital radio.

The Ford F-150 Platinum has a 3.5-litre twin-turbo V6 engine producing 298kW at 6000rpm and 678Nm at 3100rpm, and that’s matched to a 10-speed torque converter automatic transmission.

The base-spec XLT gets part-time 4WD but the Lariat and Platinum grades get Ford’s more advanced full-time 4WD system. This setup has selectable two-wheel drive (2H), four-wheel drive high-range (4H), four-wheel drive low-range (4L) and four-wheel drive automatic (4A = 4Auto) that sends drive to the front and rear axles as needed, and which can be safely used on high-traction surfaces, such as bitumen.

The Platinum has a variety of selectable drive modes – including Normal, Eco, Sport, Tow/Haul, Slippery, and Off-Road – and an electronic locking rear diff.

This is a proven engine-and-auto pairing and is more than a match for any of the F-150’s rivals’ powertrains.

The Navara’s 2.4-litre four-cylinder ‘bi-turbo’ diesel engine is equipped with two turbochargers which work in sequence to boost efficiency, with the smaller one providing fast response at low rpm and the larger one optimising response at higher rpm.

It produces 150kW of power at 3500rpm and its sizeable 470Nm of torque is served at full strength between 1500-2750rpm. It’s also Euro 6B emissions compliant using AdBlue.

This is paired with a six-speed torque converter automatic, offering the choice of sequential manual shifting which can be preferable when hauling and/or towing heavy loads particularly in hilly terrain.

The 4x4 system is dual-range, part-time offering 2H (2WD High Range), 4H (4WD High Range) and 4L (4WD Low Range) selected by a dial on the centre console, where you’ll also find a button to engage the locking rear diff.

The most significant differences between the Triton and Navara are in suspension design and tuning, with the D27 Navara replacing the previous D23 generation’s coil-spring rear end with the Triton’s more traditional leaf-spring arrangement.

Nissan has also collaborated with Melbourne-based engineering partner Premcar in developing three unique suspension tuning packages focused on damper (aka shock absorber) refinement, aimed at enhanced steering response, handling stability and ride comfort.

The premium Pro-4X and mid-grade ST-X each have unique settings while the work-focused SL and ST share the same calibration designed for hauling loads, including heavy-duty four-leaf rear suspension. All model grades also feature electric power steering.

Official fuel consumption is listed as 13.4L/100km (combined).

On test I recorded 14.1L/100km, but that figure included a solid half-day of off-roading.

Based on my on-test figures, a full tank (136 litres) of unleaded petrol in this F-150 will get you a driving range of about 965km.

For a big ute, it exhibits reasonable fuel usage.

Nissan claims combined average consumption of 7.7L/100km but the dash display was showing 9.4 at the completion of our 496km test, which included our usual mix of suburban, city and highway driving of which about one third was hauling a near maximum payload.

Our own consumption figure, based on fuel bowser and tripmeter readings, came in slightly lower at 9.1L/100km which is comfortably within the usual 2-3L/100km discrepancy between manufacturer claims and real-world consumption and excellent economy from mostly metro driving.

So, based on our test results, we estimate the Navara SL has a real-world driving range of more than 800km from its 75-litre tank.

From the get-go, this short-wheelbase F-150 is a smooth driving ute on road.

And the V6 offers a welcome low-level rumble as a soundtrack to your driving experience. Nice.

It’s a big vehicle with a steel ladder-frame chassis and a lengthy wheelbase, but it suits our conditions, especially with Aussie-tuned steering, impressive on-road ride and handling and its new continuously controlled adaptive dampers setup works in conjunction with the Terrain Management System and is claimed “to enhance vehicle control on every surface”, according to Ford Australia.

This system does iron out much of the jarring sharpness often felt in test vehicles along chopped-up back-country roads on the way to my unofficial 4WD proving ground.

F-150s are imported to Australia from the USA as left-hand-drive vehicles and reengineered to right-hand drive by Melbourne-based RMA Automotive, at the company’s production facility in Melbourne.

The utes undergo a comprehensive transformation – including changes to steering, driver displays, air-con, as well as software upgrades, to name but a few – aimed at making them capable of excelling in Aussie conditions.

And it does excel.

This F-150 is well controlled with a planted feel on sealed surfaces, the steering has a nice weight to it in all conditions, acceleration is smooth, and the 10-speed auto delivers clever management of this big ute.

It’s very quiet and comfortable in the cabin. You can just barely register the low-level rumble of the twin-turbocharged V6 as you truck along stretches of highway and rural back roads.

On-road, the F-150 is a near-perfect open-road touring vehicle. The bonus is, as a Platinum driver, you have access to a suite of driver-assist tech which includes modes aimed at making the task of 4WDing (Off-Road) and towing (Tow/Haul) safer, more controlled and, consequently, more enjoyable than it otherwise may be.

Much better suited to towing and hauling than 4WDing, the F-150 still makes a good fist of it, but it does have off-road limitations.

It has to be driven with consideration, and you have to understand and appreciate the off-road parameters in which this F-150 performs best. If you drive anything more severe than light-to-medium-duty off-roading, then you risk damage.

Otherwise, visibility is great, the driving position is commanding, steering at low speeds is well-weighted and precise, and throttle response is impressive.

Again, this is a big ute so it has off-road angles you’d expect for a vehicle this large: the approach angle is listed as 24.5 degrees, departure angle is 25.3 and ramp-over is 20 degrees.

Ground clearance is listed as 239mm and wading depth is 700mm. Bash plates do offer the front differential, transfer case and fuel tank some protection though.

The tyres – Hankook Dynapro AT2 all-terrains (275/60R20) – aren’t well suited to 4WDing, but more aggressive all-terrain tyres on an 18-inch rim and an aftermarket suspension lift would go some of the way to help sort out the F-150’s off-road issues with its less-than-ideal showroom-standard rubber, only adequate ground clearance and off-road angles.

For such a big ute, payload is an underwhelming 704kg. For reference, the Ram 1500 (878kg) and Chevrolet Silverado (757kg) offer more, and even mainstream dual-cab utes, such as the Ford Ranger – 966kg (kerb weight)/1010kg (min kerb weight) – offer better payloads.

If you’re looking for a decent towing platform, it’s likely an F Series is already on your shopping list. This F-150’s maximum unbraked towing capacity is 750kg and 4500kg (braked), Gross Vehicle Mass is 3315kg and Gross Combined Mass is 7365kg.

This F-150 remains on par with rivals in the 4WD stakes.

Large handles on the A pillars assist climbing aboard into a comfortable and spacious driving position, enhanced by steering wheel and seat adjustments (including power lumbar support) plus a left footrest, which ideally could be a tad wider.

The claimed ride and handling changes resulting from Premcar’s suspension tuning are so seamless they would be hard for most Navara drivers to define. All that matters is how it feels behind the wheel.

And I must say it’s a nice thing to drive, which is consistent with all the Premcar-enhanced D23 Navaras we've tested before it, combining excellent steering feel with supple yet responsive ride and handling whether unladen or loaded.

The switch to electric power steering also provides a noticeably light turning effort when parking which becomes increasingly firm with a stronger self-centering effect at highway speeds, like all variable-ratio systems should.

The six-speed auto’s gearing optimises performance in urban use by keeping the engine operating within its peak torque band most of the time, which ensures a consistently energetic response. It’s also a relaxed highway cruiser, requiring less than 2000rpm to maintain 110km/h where low noise levels allow conversations without raised voices.

To test its GVM rating we forklifted 650kg into the load tub, which combined with our crew of two equalled a total payload of 830kg that was still more than 200kg below its legal limit. The heavy-duty rear springs only compressed about 30mm under this loading, which ensured ample bump-stop clearance and no bottoming out on our test route.

Its handling remained surefooted and predictable when hauling this payload, which, combined with the Navara’s hearty 470Nm, ensured it made light work of our 13 per cent gradient, 2.0km long set climb. It also provided strong engine braking on the way down, so overall it proved to be a competent load hauler.

The only negative from a driver’s perspective is the Navara’s inheritance of the Triton’s annoying driver distraction monitor, which even beeped and prompted me to ‘please look forward’ when I dared to look at the central and passenger door mirrors when overtaking another vehicle. Seriously? It’s ironic that a driver distraction monitor can be distracting, but it is.

The Navara has a five-star ANCAP rating (tested 2024), and comes with eight airbags, auto emergency braking (AEB) with pedestrian and cyclist detection and junction assist, front and rear cross-traffic alert, traffic sign recognition, adaptive cruise control, lane-keeping, front and rear parking sensors, 360-degree/reversing cameras, trailer stability assist and lots more.

The rear seat has ISOFIX child-seat anchorages on the two outer seating positions and three top-tethers.

The F-150 has a five-year/unlimited-kilometre warranty and that’s pretty much standard for vehicles in the Aussie market.

Servicing is scheduled for every 12 months or 15,000km, whichever occurs soonest and the F-150’s 12 months of free roadside assistance is extended when those schedules are followed.

Ford’s five-year pre-paid service package for this vehicle costs $1968, working at an average cost of $393.60 per service.

Ford Australia has about 180 dealerships.

In ownership terms, the F-150 remains competitive against its full-sized rivals.

The Nissan Navara comes standard with a five-year/unlimited kilometre warranty but up to 10 years/300,000km with matching roadside assist is available if the car is serviced at Nissan dealers.

Scheduled servicing is every 12 months/15,000km with capped pricing applicable for the first five scheduled services totalling $2495, or an average of $499 which is competitive with numerous well established rivals.

Nissan Australia has a large network of around 180-200 dealers which includes every state and territory.