Isuzu D-Max VS Nissan Navara
- Class-leading safety tech
- Much more likable to drive
- Broad range
- Engine could be gruntier
- Still a bit noisy
- Prices are up a bit
- Composed on-road dynamics
- Deeper tub for dual cabs
- Punchy engine
- Noticeable price jump
- Safety equipment could go further
- Aged interior
This has been a long time coming - an all-new Isuzu D-Max. It’s here, and it has changed the game in the ute segment forever.
Seem like an overstatement? Really, it isn’t. There are elements of the Isuzu D-Max 2021 model which set the pace for the dual cab ute segment. No other pick-up or cab-chassis ute offers as much safety tech, but that’s just the beginning.
In this review we’ll cover off all the important parts of the all-new D-Max, including the cabin space and presentation, safety tech, pricing and specs for the model range, ownership credentials and of course, how it drives - on-road, and off-road. There’s a lot to get through, so let’s get to it.
|Engine Type||3.0L turbo|
Whereas passenger cars and SUVs are refreshed every four or five years with a new-generation model, utes often have a much longer shelf life. This doesn’t mean customer expectations are changed, though, as new pick-ups should still have the latest and greatest in safety and specification.
So, what is a brand meant to do when their all-new pick-up model is still years away?
|Engine Type||2.3L turbo|
The all-new Isuzu D-Max appears to be a massive step forward for the brand - but perhaps more importantly, it also pushes the entire ute segment ahead, with new safety technologies that are often reserved for luxury brands.
The fact Isuzu has democratised safety across its range is worthy of applause, and it therefore makes it a bit hard to choose a sweet spot in the range. But based on the fact that there are drive-away deals being done, and the D-Max X-Terrain - at less than $60k drive-away - undercuts similar offerings from Ford and Toyota by thousands of bucks, makes it our pick of the range.
That may change once we spend some time in the broad-ranging SX trim line, but for now, the X-Terrain seems hard to pass up. Tell us what you think in the comments below.
Nissan’s new Navara might not move the ute game forward as much as some recent entrants, but those that want to stand out from the usual Toyota HiLux and Ford Ranger crowd would do well to check out Nissan’s workhorse.
The added standard safety across the board is nice for those looking for a dependable workhorse, but the small quality-of-life updates such as a new steering wheel keep the Navara from feeling stale.
Would be even better if the interior was given a bigger overhaul, like the exterior, but the 2021 Nissan Navara remains a strong option in a competitive segment.
Say what you will about the vampire grille, there are lots of major changes around the body of the D-Max. It is all-new, and that means it was treated to a clean sheet design that is more modern, more aggressive, more sleek and yet still entirely recognisable as an Isuzu.
It still has smallish headlights, a broad grille, and a recognisable ute silhouette. I think it looks good as a single cab, extra cab or dual cab, and Isuzu has managed to make the D-Max a little bit shorter than it used to be (30mm), but all D-Max models get a longer wheelbase to help settle things down and make it more stable.
Just a word of warning - this part of the review gets heavy on dimensions.
First, here’s a table of the body dimensions:
The dimensions vary depending on the variant and the tray body fitted if it’s a cab chassis. But there’s nothing really out of the ordinary here.
When it comes to load space dimensions, things are also dependent on the tray for cab chassis bodies, but the following figures are for a factory-offered tray.
Extra cab ute
Dual cab ute
Cargo floor length
Width between wheel arches
The D-Max isn’t unusual in not offering enough space between the wheel-arches for an Aussie pallet (1165mm by 1165mm), so don’t go buying a pick-up and expect to be able to do the delivery run if it involves pallets.
Okay, so what about payload capacity for the different body styles in the range? Only one dips below the one-tonne expectation, as you’ll seen below - and remember, cab-chassis models will be affected by the weight of the tray body fitted, and these figures are:
Extra cab ute
Dual cab ute
Gross vehicle mass (GVM)
3000kg (4x2) / 3100kg (4x4)
Gross combination mass (GCM)
5850kg (4x2) / 5950kg (4x4)
750kg unbraked / 3500kg braked
You will no doubt want to know the off road dimensions and angles, too. And because there’s no low-riding model any more, even the 4x2 versions - which have the High-Ride chassis - are more accommodating to drivers who wish to jump gutters or need to deal with gravel tracks and potholes.
But to keep it within the realms of use, we’re just covering off the 4x4 models in terms of off-road specs below:
Extra cab ute
Dual cab ute
Ground clearance mm
235mm (LS-M), 240mm (LS-U / X Terrain)
30.0 (LS-M), 30.5 (LS-U / X Terrain)
Break over/ramp over angle
23.3 (SX / LS-M), 23.8 (LS-U / X Terrain)
23.9 (SX / LS-M), 24.2 (LS-U / X Terrain)
That’s a lot of numerical data to take in. But rest assured, we’ll cover off how the D-Max’s off-road dimensions translate to its ability when we get to the driving section.
Nissan’s updated 2021 Navara wears a new exterior design featuring a revised front grille, bulkier bonnet, fresh bumper design and tailgate stamped with its name.
By borrowing the look from the US market-Titan, there is no doubt this makes the new Navara butcher and more muscular than before, but I actually prefer the sleeker look of the outgoing car.
Maybe it’s the swathes of chrome surrounding the front grille? Either way, I think the Pro-4X is the best interpretation of the new Navara, mainly thanks to its blacked-out bits that make it look even tougher.
The rest of the exterior hasn’t changed much, though the tray in dual-cab variants is now 45mm deeper, making the tub slightly larger.
The tray now measures 1509mm long (floor), 1490mm wide (top), 1134m between the wheelarches, and 519mm deep, though it still won’t fit a full-sized pallet.
The 2021 Navara’s off-road chops remain intact with approach, departure and breakover angles at 32.7, 20.3 and 23.2 degrees respectively for our ST-X dual-cab, while ground clearance when unladen is measured at 224mm.
Stepping inside the 2021 Navara, and the cabin looks much the same as it did before.
The steering wheel is new however, and borrows its design from the Qashqai and Leaf to make the interior feel a little less utilitarian and a just a little more chic, while the driver’s display is also a fresh addition to the 2021 model.
However, these small changes don’t do much to detract from the ageing interior, which has remained largely the same since 2015.
The first impression you get in higher grade D-Max models is that it has made more than a stride in the right direction - it has looked over its shoulder at the existing interior, and run for the hills to start a new life.
That’s because the cabin has been completely overhauled. The LS-U and X-Terrain versions adopt a class-leading 9.0-inch media screen, while in the lower grades there’s a 7.0-inch screen - which, yes, does look a little too small for the surrounding bezel, but still offers wireless Apple CarPlay and USB-connect Android Auto.
The screen is let down somewhat by a lack of volume and channel dials/knobs - instead it has buttons underneath, which are slower and more fidgety, especially when you’re driving. Oh, and the D-Max’s default noises that accompanies every button press is certainly not to Aussie tastes - but you can turn it off, thankfully.
The LS-U and X-Terrain both get inbuilt GPS sat nav, and the media system’s controls and menus are colourful but perhaps a little confusing. You get used to it - I mean, if you could live with the media screen in the old D-Max, this is going to be like finding a bunch of presents under the tree on Christmas morning.
The materials are of a high perceived quality, including soft-touch plastics on the doors and dashtop - plus the LS-U and X-Terrain models get a really pleasant leather-trimmed steering wheel. To get yourself comfy there is height adjustment for the driver’s seat, reach and rake adjustment for the steering wheel, steering wheel audio and cruise control buttons, and conventional stalks for lights and wipers. And for what it’s worth, our team reckon the seats are more comfy in the D-Max than plenty of the other utes in the class.
There’s a digital driver info screen with digital speedometer, but - like the main screen - it takes a bit of learning.
The D-Max’s dashboard design is eye-catching, but still packs in all the smarts you’d expect. There’s still a pair of pop-out cup holders on the edges, there’s still a pop-up opening on top of the dash (which works properly, this time around!), and a double glovebox, too. Plus there are big cupholders between the seats, a decent centre console bin, and bottle holders in the front door pockets.
In the back there is a pair of cup holders in a flip-down armrest in the LS-U and X-Terrain, plus all dual cabs get door pockets with bottle holders, and there are rear seat directional airvents, too.
Space in the second row is good - with the driver’s seat set for my position (I’m 182cm / 6’0” tall) there was enough space for me to move my knees and toes, and I had a good amount of headroom, too.
Three adults will be able to fit across the back, but if you have children, keep in mind there are outboard ISOFIX child seat anchor points and a centre-mount top tether point for two top-tether attachments. You have to loop the restraints through behind the outboard headrests. That means you legally can’t fit three baby seats across the back… but that’s normal for this class of vehicle.
Much of the 2021 Navara is carried over from last year, which means familiar switchgear, seats and trims.
Up front there is plenty of room for occupants, and storage options extend to generous door bins that accommodate large bottles, a deep centre console bin, two cupholders and a small tray just ahead of the shifter for wallets/phones.
All options offer usable storage space, but the wallet/phone tray could be a little deeper with higher sides to stop things sliding around when cornering.
In the back – at least in dual-cab versions – the seating situation is, again, familiar to anyone who has been in the current-generation Navara.
Outboard passengers are afforded decent head-, leg- and shoulder-room, but middle passengers might find it a bit of a squeeze.
Unfortunately, it’s a little no frills back there, with the only amenities being a fold-down armrest with cupholders, door bins, map pockets and air vents.
Price and features
A lot of pundits out there have claimed the all-new 2021 D-Max range is too expensive. The counter argument goes that you get what you pay for, and nothing comes for free.
I subscribe to the latter school of thought, and while it has to be stated that Isuzu Australia admits it has been seen as a cheap and cheerful brand in years gone by, the new-generation D-Max will see the company push customers into higher price points than they might otherwise have been willing to pay.
But there’s good reason for the increased cost. The price list starts at $32,200 (MSRP/RRP) before on-road costs, and spans through to the flagship model at $62,900 (MSRP/RRP).
Those are the list prices, but Isuzu Australia has already said that it has drive-away deals running on multiple models in the line-up - the entry level SX cab chassis 2WD, for instance, will be available for $29,990 drive-away, while the flagship X-Terrain has promo pricing of $58,990 on the road - essentially a $10,000 discount straight off the bat!
Okay, let’s break it down in terms of the model grades.
The SX is the broadest reaching badge in the D-Max line-up. You can have it in single-cab, extra-cab and dual-cab body styles, as well as in 2WD/RWD/4x2 (but there is no low-ride model anymore) or 4WD/4x4. All D-Max models come with the same engine, but there’s a choice of six-speed manual or automatic transmissions. Here’s a table to make it easier to understand the SX line-up.
ISUZU D-MAX SX RANGE
Extra cab ute
Crew cab ute
Dual cab ute
In terms of standard equipment for the SX, the list comprises: manual air-conditioning, power windows, power mirrors, automatic wipers, a 4.2-inch customisable driver display, a 7.0-inch multimedia screen with wireless Apple CarPlay and wired Android Auto, a four-speaker sound system and voice commands, cloth interior trim, rubber flooring, tilt and telescoping multi-function steering wheel, 17-inch steel wheels and a matte grey front grille. Dual cab models have rear seat directional air vents, too.
How many seats in the D-Max? Single cab and space cab/extra cab models have two seats only, while dual cab variants have five seats.
The second tier up the D-Max range is the LS-M. Here are the parameters of this variant:
ISUZU D-MAX LS-M RANGE
Dual cab ute
Considering the step up from the SX to the LS-M? For the extra outlay you’ll score 17-inch alloy wheels, body colour door handles and mirror caps, as well as LED headlights, LED daytime running lights, LED front fog lights, and inside the sound system gains two additional speakers (for a total of six) while the rear seat occupants get a USB port.
Above the LS-M sits the LS-U variant, which is more easily differentiated due to a number of exterior changes. First, here are the LS-U options available:
ISUZU D-MAX LS-U RANGE
Dual cab ute
Extra cab ute
Dual cab ute
That’s right, you can get a high-grade 4x2 LS-U, or the 4x4 in a few different configurations. As for standard equipment, there’s a decent jump up in terms of spec: 18-inch alloys, a chrome grille, chrome mirror caps and door handles, blacked-out B-pillars, dual-zone climate control, electronic lumbar adjust for the driver’s seat, carpet flooring, a 9.0-inch multimedia screen with satellite navigation, and leather steering wheel. The LS-U dual cab gets an eight-speaker stereo, while the two-seat Space Cab has six speakers - yep, only two seats for the extra cab models this time around.
And the new range topping model is the X-Terrain, and boy do you get some kit for your cash here.
ISUZU D-MAX X-TERRAIN RANGE
Dual cab ute
The X-Terrain has been to the same finishing school as the Ford Ranger Wildtrak, that’s for sure - so it’s no surprise that there are a bunch of additional sporty extras fitted to this model, including: dark-grey-coloured aero sports bar, side steps, front grille, door and tailgate handles, and side mirrors, dark grey 18-inch wheels, a roller tonneau cover, an under rail tub liner, front and rear underbody spoilers.
Plus the spec list adds keyless entry, push-button start, a leather-accented interior, driver’s electric seat adjustment, and remote engine start over all the LS-U gear.
What’s missing from the entire D-Max range? There is no auto dimming rearview mirror, no seat heating or seat cooling, and no passenger seat electric adjustment.
And if you’re wondering about accessories, there are more than 50 genuine items in the Isuzu D-Max accessories catalog, including: bull bar and nudge bar options, roof rack, roof box, canopy, tub liner, window tint, headlight protector, bonnet protector, snorkel, side steps, and - of course - floor mats.
Trying to figure out which colour you’ll choose? There are eight options, but 'Marble White pearl' and 'Magnetic Red mica' are exclusive to LS-U and X-Terrain grades, while the X-Terrain grade has exclusive access to 'Volcanic Amber metallic'. The others are: Mineral White, Cobalt Blue mica, Basalt Black mica, Mercury Silver metallic, and Obsidian Grey mica. All the metallic paint choices add $500.
The price of Nissan’s Navara has increased across the board this year, but more equipment is added as compensation.
There are four grades of Navara available for now – SL, ST, ST-X and Pro-4X – mixed up with 4x2, 4x4, manual, automatic and three different body style options for a total of 22 possible permutations.
Prices for the SL kick off at $32,300, before on-road costs, making the point-of-entry to the Navara range $5150 more expensive than before.
However, Nissan has justified this, somewhat, with the inclusion of more standard equipment and safety.
The SL is fitted with 17-inch steel wheels, a 7.0-inch driver display, cloth interior, keyless entry, and powered windows and door mirrors, as well as more safety equipment, which we will detail further below.
The next-step-up ST is available exclusively in dual-cab pick-up form and starts from $47,780, but adds digital radio, 17-inch alloy wheels, leather-accented steering wheel and shifter, a chrome sports bar and LED headlights.
The ST-X meanwhile, is offered in king- and dual-cab pick-up bodies, priced from $51,270, and is fitted with 18-inch wheels, dual-zone climate control, leather-accented interior, push-button start and auto-folding side mirrors.
Our test car, the 4x4 ST-X dual-cab automatic rings the till up at $58,270 ($1870 pricier than before).
Sitting atop the range for now is the Pro-4X, which is available exclusively in 4x4 dual-cab pick-up form, priced at $58,130 for the manual ,and $60,630 for the automatic.
It differs from the rest of the Navara range with bespoke styling, leather interior and all-terrain rubber as standard.
All versions of the Navara are also fitted with an 8.0-inch multimedia touchscreen with Apple CarPlay/Android Auto support, Bluetooth connectivity and six-speaker sound, but ST grades and up also score satellite navigation and digital radio.
However, this is somewhat offset a little by promotional drive-away pricing available to both private and business customers.
Engine & trans
For an all-new engine with a bigger capacity than most other motors offered in this part of the market, it is a little disappointing to see the horsepower figure for the new 4JJ3-TCX unit isn’t a bit higher.
With the power output pegged at 140kW (at 3600rpm) and a torque rating of 450Nm (from 1600-2600rpm), the 3.0-litre four-cylinder turbo-diesel engine is aiming for a less strained approach than some of its more highly strung four-pot rivals (with up to 157kW and 500Nm).
In practice the engine is a willing thing - more on that in the driving section below.
The motor is paired to the choice of a six-speed manual or six-speed automatic, and there’s the choice of rear-wheel drive (RWD/2WD), or selectable four-wheel drive (4WD/4x4) with high range (2H and 4H) and low range (4L).
All D-Max models come with the highest possible towing capacity. The towing rating is 750kg for an unbraked trailer and up to 3500kg for a braked trailer. Tow ball down load - when fitted with the genuine Isuzu towing kit - is 350kg across all variants.
The engine line-up for the 2021 Nissan Navara carries over unchanged from before, which means all but the base grade are fitted with a 2.3-litre twin-turbo-diesel four-cylinder that produces 140kW/450Nm.
The entry-level 4x2 SL manual versions meanwhile, are powered by a single-turbo 2.3-litre diesel engine, outputting 120kW/403Nm.
Despite the carryover powertrains, the higher-output engine remains competitive against the ute segment, even when stacked up against newer rivals like the Isuzu D-Max and Mazda BT-50 that need a 3.0-litre engine to produce the same figures.
The engine also affords a payload rating of between 1004-1146kg, depending on spec, as well as a braked towing capacity of 3.5 tonnes.
The official combined cycle fuel consumption figure varies depending on the transmission - but there’s not much in it.
The variance is between 7.7 litres and 8.0 litres per 100 kilometres, across the entire range of engine, transmission, body style and drivetrain configurations.
On test - in a pair of 4x4 automatic utes - we saw a real world consumption figure of 8.9L/100km, which is better than acceptable considering that included urban, highway, country road, gravel track and serious off-road driving.
Fuel tank capacity is 76 litres for all models. There is no long range fuel tank option.
The D-Max range is specced to Euro 5 emissions levels, with between 200g/km and 207g/km CO2 emissions. There is a diesel particulate filter as part of the powertrain, but no Adblue after treatment.
Wondering about a petrol, LPG, hybrid, plug-in hybrid or electric version of the D-Max? There’s not much on the radar just yet, but the brand has stated it wants to offer a hybrid and/or a downsized engine, if the market demands it.
Official fuel consumption figures for the Nissan Navara range from 7.2-8.1 litres per 100km, depending on engine, transmission, spec and body style.
The ST-X automatic we drove for review is rated at 7.9L/100km, making it about as thirsty as its competitors.
After a day of mixed driving conditions, including road and gravel with and without a load (as well as with a trailer), we averaged 9.0L/100km.
When a ute is a ute, it's hard to hide its ute-ness. That was evident in the previous generation version of the D-Max, and - truth be told - still is to a degree in the MU-X SUV.
But the new-generation D-Max is a big step up. It is not only more refined, it’s also easier to drive, more comfortable, and gutsier, too.
In our previous reviews of the D-Max the driving portion - on-road or off - has reflected that the company specialises in trucks. Big trucks. Ones that are more agricultural than amazing. But the new D-Max changes that.
During my time driving the new D-Max (and I had a palate cleansing experience in the existing MU-X between loans!), the thing I noticed most was the improved steering.
The old hydraulic system has been ditched in favour of an electric steering setup, which makes the action considerably lighter and more driver-friendly than it was before. No longer does it feel tractor-like - instead, you get an arm-friendly ease of twirling similar to the Ford Ranger, but still with plenty of feel and feedback through the wheel.
The turning circle is still large at 12.5 metres, but it takes very little effort to perform three- or five-point turns in narrow streets, because the steering is so pliable.
The suspension in the two dual cab models I tested - the LS-U and X-Terrain - is set to be subtle and well sorted in most situations, but there are still some telltale signs of its hard-working origins. There are some jitters from the rear end without a load on board, but it’s not nearly as thumpy as the last model, and indeed is among the best utes in the segment for unladen ride comfort.
With its revised ladder frame chassis, three-leaf rear suspension and independent front suspension, the way the Isuzu team has chosen to tune the new D-Max is a big step forward. At the time of publication we haven’t had a chance to drive one of the D-Max models with the heavy duty suspension - that’s fitted to SX and LS-M models, and is no doubt stiffer for better load carrying ability - but you can rest assured we will cover that off in future reviews.
The engine isn’t as zesty or quiet as you might hope - the Ranger Bi-turbo and even the facelifted HiLux have sizeable advantages in four-cylinder-ute-land, but it still pulls with enough gusto to get away from a line with ease. There’s a fair bit of diesel engine noise, but it’s not nearly as loud as in the previous generation models.
The revised six-speed automatic offers smart, quick and mostly smooth shifts, though it can be a little eager to shift a lot at higher speed. The logic is trying to step between the higher gears to stay in its torque sweet spot - it’s just a bit more eager to use the gearbox than rely on rumbling along in a higher gear. No doubt that’s partly to help save fuel, too.
The new Isuzu ute has driver aid like active lane keeping assistance, as it uses a camera system to monitor the road to ensure you keep in your lane and adjust the steering if you’re swaying. Plus the blind spot monitoring and rear cross traffic alert systems work really well, and proved handy both at open road speed and when pulling out of parking spots.
Okay, that’s the on-road part taken care of. What about the off road review? We’ll dive deeper in an Adventure Guide review coming from Crafty soon, but here’s a quick rundown.
Previously, the traction control system could get in the way when you were dipping in and out of ruts, while the lack of a locking rear differential meant the D-Max could be left at a big disadvantage when things got serious. But now the traction control system is much more adaptable, and - in low range - you can engage the standard-on-4WD-models rear diff lock to help you climb treacherous hills.
Compared to before, the D-Max feels more confident off-road. Perhaps not quite as dialled in to the terrain as a HiLux as the steering is a little light in low speed crawling - but that’s a similar criticism of the Ranger, so really, it’s not a huge issue. On test we did note a bit more belly scraping than we expected with 240mm of claimed ground clearance, but that could come down to the extra wheelbase length, and different design elements, too.
Without much changing under the skin, the 2021 Nissan Navara drives much as it did before; and that is to say it handles itself admirably on the black top.
With a unique multi-link rear suspension set-up, the Navara feels composed on the road, even without a load in the rear.
And when driving with some weight in the tray – in our case a 325kg box – the Navara remains as calm and collected as you would want in a dual-cab ute.
Even with a trailer attached, the added weight and change in handling geometry is not enough to perturb Nissan’s ute on some of Melbourne’s tight and twisty roads.
Likewise, the carryover engine offers enough grunt to haul cargo about without much fuss, though the 2.3-litre twin-turbo-diesel unit in our ST-X test car proved a bit loud and grunty under load.
It’s certainly punchy enough without any weight or a trailer in the back, though, and its 140kW/450Nm outputs keep it very competitive against other utes in the segment.
The seven-speed automatic transmission paired with the engine is also smooth and fast shifting, never hunting for a gear when needed.
For those that like to shift themselves, there is manual ratio selection available on the shifter, though there are no wheel-mounted paddles.
Road noise is also quite prevalent in the ST-X, due to the 18-inch wheels, while wind noise is also noticeable at freeway speeds thanks to the Navara sporting the aerodynamic profile of a large brick.
These cabin intrusions are still noticeable despite Nissan’s claims of bulking up sound deadening to improve noise, vibration and harshness (NVH) levels, but we’d have to drive both new and old cars back-to-back to determine if the tweaks are successful.
The big question mark here though is how the new Navara handles itself off-road, and with our driving limited to just paved roads, we’ll have to wait and see if Nissan’s new ute is still as adventurous as its rivals.
Updated 17/09/2020: The Isuzu D-Max has scored the maximum five-star ANCAP crash test safety rating - and it's the first commercial vehicle to achieve that accolade under the stricter criteria from the safety watchdog for 2020.
And we've given the D-Max five stars in terms of its tech inclusions - that translates to a 10 out of 10 for this part of the test.
Why so high? Well, it comes comprehensively kitted out, and even offers a few segment firsts.
Standard on all models is a reversing camera, auto emergency braking (AEB) that works at speeds over 10km/h, but there’s also mis-acceleration control to lessen the likelihood of lower speed bingles. There is all-speed pedestrian detection and cyclist detection as part of the AEB system, and forward collision warning, too.
The D-Max also gets lane departure warning, active lane keeping assistance (between 60km/h and 130km/h), a turn assist system that can stop you from turning in front of oncoming traffic (operational between 5km/h and 18km/h), blind spot monitoring, rear cross traffic alert, and all automatic models get adaptive cruise control (manuals get regular cruise).
Every D-Max also has auto high-beam lights as well as auto lights and wipers, not to mention speed sign recognition and warning, and driver fatigue detection. Rear parking sensors are on LS-U and above, and the X-Terrain gets front sensors, too.
Perhaps one of the most interesting inclusions is a front-centre airbag - to protect those in the front seats in the event of a side impact. That is required for a five-star ANCAP rating under 2020 criteria, but the D-Max is the first ute to get it. And all D-Max models also have driver’s knee, dual front, front side and full-length curtain airbags, for a total of eight.
As with most other utes, there are dual ISOFIX child seat anchor points and two loop-style top-tether attachments for baby seats, which hook to a centre mounted brace. This is only applicable to dual cab models.
The 2021 Nissan Navara wears a maximum five-star ANCAP safety rating, though its examination was conducted in 2015 when the current-generation model was introduced to Australia.
While the Navara from six years ago didn’t feature any form of autonomous emergency braking (AEB) or lane support systems, it still managed to score 14.01 out of 16 for the frontal offset test, and full marks in the side impact (16 points) and pole (two points) tests.
The overall score awarded to the Navara in 2015 was 35.01 out of 37 points.
Standard safety features in the 2021 model now include AEB, hill-start assist, cruise control, seven airbags, automatic headlights and trailer-sway control.
A reversing camera is standard on all grades barring the single cab, SL king-cab chassis and SL dual-cab chassis variants.
Stepping up to the ST adds rear cross-traffic alert, a surround-view monitor, automatic wipers, blind-spot monitoring, lane departure warning and high-beam assist, while the ST-X scores rear parking sensors and a tyre pressure monitor.
There’s no doubt the 2021 Navara is the safest iteration yet, but when competitors offer features like blind-spot monitoring and rear cross-traffic alert as standard throughout the range, it’s hard to ignore the shortcomings on the Nissan ute’s spec list.
Whether you’re spending $30,000 or $70,000 on your new ute, there’s a good chance you want it to be reliable.
Well, while we can’t vouch for reliability per se, if there’s a brand with a good reputation for ownership in the ute segment, Isuzu would be it.
But Isuzu offers a seven-year capped price servicing plan, with service intervals set every 12 months or 15,000km, whichever comes first. The costs are reasonable, considering you don’t have to take it in twice a year (as you do with a HiLux).
The average cost over seven years/105,000km works out at $481.85 per visit. But if you want a rundown on the interval cost, here you go: 15,000km - $389; 30,000km - $409; 45,000km - $609; 60,000km - $509; 75,000km - $299; 90,000km - $749; 105,000km - $409.
For those that are curious, the previous model had an average service cost of $549 over the seven year plan ($3843).
And Isuzu still gives owners seven years of roadside assistance cover at no cost, too.
Like all new Nissan Australia models, the 2021 Navara comes with a five-year/unlimited kilometre warranty with five years roadside assist.
However, the benchmark for warranty remains Mitsubishi and its Triton, which is offered with a 10-year/200,000km assurance period.
Scheduled servicing intervals in the Nissan Navara are set for every 12 months/20,000km, whichever occurs first.
Service costs are different for manual and automatic vehicles though, with five years/60 months maintenance on the manual adding up to $2883, and $2847 for the auto.
This means the Navara is more expensive to maintain than some rivals, which hover around the $2500 mark for five years’ worth of servicing.
However, the service intervals of the Navara are slightly longer at 20,000km, instead of competitor’s 15,000km range.