LDV Deliver 7 vs Nissan Navara

What's the difference?

For a van that is going to be heavily loaded most of its life, the diesel Deliver 7 offers a strong value proposition with snazzy exterior design and passenger car-like interior tech. 

As a fleet-oriented vehicle, that ANCAP sticker of approval, non-slip flooring and ergonomic seats will please the health and safety officers, too.

It's a shame, then, that LDV couldn't match the reasonable refinement and ride quality offered by the electric eDeliver 7. Where that van feels competitive with rivals, the diesel Deliver 7’s budget bones add up to a bouncy, unrefined and bonging safety aid-filled driving experience.

The diesel Deliver 7 is a decent enough workhorse but it’s hard to recommend saving the money over its more refined competitor set. 

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 van segment has evolved to the point where a box on wheels is no longer enough to grab attention and we can thank the Hyundai Staria for that. 

The Deliver 7 conforms to new norms adopting the exact same fascia as its eDeliver 7 that certainly stands out, though the doily pattern may trigger trypophobics. Sharp LED lighting and classic van proportions finish things off. 

The Deliver 7 rides on 16-inch steel wheels with hubcaps and 215/65R16C GitiVan 600B tyres. An upgrade to alloy wheels is offered, too.

Inside there are pleasant materials in some places, such as the soft synthetic leather door tops perfect for resting your elbow. There is some upmarket chic to the cabin but it’s eye candy only, as the blue faux stitching panel is all hard, scratchy plastic. Still, that’s the hard-wearing vibe of most in this segment.

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.

When it comes to exterior size, the LDV Deliver 7 sits between the smaller Hyundai Staria load SWB and larger Toyota HiAce LWB. It is only available in low-roof guise but the Deliver 7’s generous width is its party trick, measuring 2118mm from flank to flank. 

The Deliver 7’s load area is 2547mm long (or 2913mm in the LWB), 1800mm wide (pinched to 1390mm between the arches) and 1428mm tall for a total of 6.3 cubic metres of load space. There are six heavy-duty tie-down loops to secure cargo. 

Adding to practicality are standard barn doors which are handy in low car parks and make loading pallets — the Deliver 7 will easily fit two Australian or Euro palettes inside — simple.

They can be opened to 90 degrees where they lock, or all the way to 180 degrees. There is no lock when fully extended, though, so they can blow closed on windy days. We’d also appreciate seeing a second sliding side door as an option. 

The Deliver 7’s star factor is payload, in fact it’s clear of all the listed rivals above by a reasonable margin. The Deliver 7’s 2105kg kerb weight and 3400kg GVM mean drivers can carry up to 1290kg of cargo in the back. It is also capable of towing a 2000kg braked, or 750kg unbraked, trailer load. 

Oddly, for its impressive carrying capacity, the Deliver 7 is not equipped with a bulkhead. It is also a strict two-seater without a centre bench for a third occupant. 

The trade off here is that the Deliver 7 has supportive car-like bucket seats with adjustable arm rests. The upholstery is cloth that feels hard wearing and the seats slide forwards and backwards, have height and tilt adjust along with manual lumbar to keep you fresh after a few hours behind the small diameter leather-appointed steering wheel.

Moving to a stalk-style shifter frees up the Deliver 7’s centre console for added incidental storage, with handy spots for tape measures, keys, invoices and four cupholders easily accessible.

Hidden storage is a little limited, with a small-ish glove box and ashtray the extent of the cubbies. 

And while the Deliver 7’s technology suite looks good on the surface, it is not particularly responsive and many heavy-use functions are restricted to the screen.

For example, the headlight controls are on the main menu and they do not automatically switch off when you turn the Deliver 7 off using its push-button start system unless they’re in auto mode and, instead of just turning a stalk to silence beeping, you have to reboot the car. 

The eating and ventilation controls are a mix of digital and physical though the row of switches is an awfully long way from the driver’s seat. The scroll wheels to adjust fan speed and temperature have very fine stops making it difficult to be accurate on the move. 

The touchscreen’s menus are otherwise straightforward enough, though it is a shame Apple CarPlay and Android Auto phone mirroring has to run through a cable attached to only one of the three USB-A and USB-C charge ports scattered about the interior.

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.

There is nothing special about the Deliver 7's carryover 2.0-litre turbo-diesel four-cylinder that produces peak power and torque of 123kW and 390Nm.

The Deliver 7's engine iscompliant with Euro 5 standards and emits 203 grams of CO2 per kilometre. It is equipped with a diesel particulate filter (DPF), though no AdBlue tank. 

It is noisy and vibey in this application but provides adequate motivation unladen and loaded, feeling especially punchy between 2200-3000rpm. 

The LDV Deliver 7 is front-wheel drive and uses a nine-speed ZF-sourced torque converter automatic that shifts smoothly. There are three drive modes: 'Eco', 'Normal' and 'Power'. 

Annoyingly, the Deliver 7’s transmission is calibrated to shift into the highest gear as soon as possible, sometimes leaving you without enough grunt to accelerate without kicking down.

It is also slow to downshift under braking, meaning you need to lean on the brakes harder when carrying a heavy load. There are tactile shift paddles behind the wheel to encourage a downshift if you need, though.

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.

The combined (urban/extra-urban) ADR fuel cycle efficiency for the LDV Deliver 7 is a respectable 7.7L/100km. Our 200km loop including rural, urban and motorway driving saw it return 8.5L/100km at an average speed of 45km/h.

In urban and suburban driving, we saw 10L/100km aided by the engine start-stop system. 

There is a large 80-litre fuel tank that would see driving ranges in excess of 1000km in favourable conditions, with 800km still likely on urban delivery runs.

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.

The Deliver 7 is effectively the same configuration as its electric sibling, using struts with coil springs up front and a leaf-sprung beam axle at the back. Standard stuff for a heavy duty van. 

The front and rear disc brakes have a nice solid pedal feel with well calibrated ABS and the Deliver 7 is generally safe and fairly secure on the road-holding front. 

Unfortunately, the suspension set-up of LDV’s diesel van is significantly worse than the rather refined electric model. Unladen, the Deliver 7’s ride quality is atrocious, bordering on unacceptable. 

Over speed bumps, the rear end bucks and shimmies as the van’s dampers fail to control the heavy duty leaf springs. There were several instances when the Deliver 7 was so uncontrolled my backside lost contact with the seat cushion.

As Deliver 7s are likely to spend most of their life loaded up, we headed to BC Sands in Taren Point which happily put 600kg worth of builders sand in the back. The rear ride height dropped 20mm with the load onboard.

With the weight onboard the Deliver 7’s ride settled on rippled tarmac and the bouncing was less abrupt coming off speed humps.

However, the 3.3-turn lock-to-lock steering became light and ponderous and the ride still lacks finesse. A previous-gen Toyota HiAce rides better. 

Visibility is another Deliver 7 struggle. A solid-walled van will always be compromised but with the seat in a comfortable position for me, at 188cm, my head was in line with the B-pillar.

The big mirrors couldn’t be adjusted far enough out for my driving position, either, leaving plenty of blind-spot (lucky there’s a safety system for that!). The A-pillars are thick and pushed forward, impacting visibility at junctions and roundabouts.

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 LDV Deliver 7 is backed by a competitive seven-year/200,000km warranty, however LDV does not publish fixed-price servicing.

After purchase, the Deliver 7 needs maintenance after six months or 5000km at a cost of $344, with subsequent intervals yearly or at 20,000km, whichever comes first. 

Australian importer Ateco was able to give us a guide for three years of servicing at $2644 though this will vary depending on labour rates, rate of consumable use and other factors depending on the dealer. 

Toyota caps HiAce servicing at $1740 for the same period and gives a clearer indication of pricing beyond the three-year mark, which may help you budget into the future.

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.