Mercedes-Benz Sprinter vs Nissan Navara

What's the difference?

Given the original Sprinter was released in 1995, it’s not surprising the current third-generation model feels like it’s benefitted greatly from decades of continuous refinement. Although the list price difference between our test vehicle and its closest Chinese rival is substantial, the 417 MWB Panel Van is hard to fault in terms of driver comfort, safety and all-round competence. It really is very good.

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 417 MWB Panel Van rides on a 3665mm wheelbase (the shortest of three Sprinter wheelbases) and is almost 6.0 metres long (5932mm), more than 2.0 metres wide (2020mm) and stands almost 2.4 metres tall (2378mm). Its 12.4 metres kerb-to-kerb turning circle is impressively tight for a vehicle of this length.

It rides on simple and rugged MacPherson strut front suspension, with a robust live axle/leaf-spring arrangement under the tail. Steering is via rack and pinion and it has disc brakes all around.

Look beyond the optional silver metallic paint on our example and there’s extensive use of unpainted dark grey plastic on all the external surfaces where hard-working vans are most prone to wear and tear, including the hubcaps, front/rear bumpers, grille, door-handles/mirror shells and along the sides.

Its work-focused exterior styling is nicely integrated, combined with an equally neat and functional interior design that offers a visually-pleasing combination of patterned fabric seat-facings and hard surfaces that blend different shades of grey with splashes of satin chrome and piano black.

We also like the feel and response of mechanical switches (rather than touchscreen prompts) for adjusting settings like cabin temperature, fan speed and media volume.

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.

With its 2215kg kerb weight and 4100kg GVM, our test vehicle has a sizeable 1885kg payload rating.

It’s also rated to tow up to 2000kg of braked trailer and with its 6100kg GCM (or how it can legally carry and tow at the same time), that means it can tow its maximum trailer weight while hauling its maximum payload to ensure optimum versatility.

The cargo bay, which offers a cave-like 9.0 cubic metres of load volume and internal lighting front and rear, has internal dimensions of 3316mm length (with bulkhead), 1732mm width and 1719mm height.

So, with 1350mm between the rear wheel-housings, it can comfortably fit two standard 1165mm-square Aussie pallets or up to four 1200 x 800mm Euro pallets, held in place by a choice of 10 floor-mounted load-anchorage points.

The cargo bay is accessed through a single kerbside sliding door with a wide 1260mm opening, or symmetrical rear barn-doors with large handles on each pillar to assist operator access.

The barn-doors also have internal storage bins and open to a full 180-degrees to assist forklift and loading dock access. Thoughtfully, their hinge design also holds the doors firmly open at 180 degrees, to minimise the chance of wind gusts slamming them shut with potential injury to the operator.

There’s also plenty of cabin storage starting with two tiers of bins in each door, with the highest being spacious enough to hold large bottles.

There's also a deep shelf on the passenger side lower dash, a large lidded compartment in the central dash-pad and overhead shelves with lockable storage on the passenger side. Plus, the dash offers a total of eight cup/small-bottle holders.

The base cushion of the two-passenger bench seat is also hinged at the front, which allows it to tilt forward and provide access to a large hidden storage area beneath.

A crew of three can travel in relative comfort (for a commercial van that is) thanks to a central seating position that provides a sturdy hoop-handle for support, sufficient knee clearance from the dash even for tall people, and a reasonably flat and spacious floor area.

The cabin also features the latest next-gen 'MBUX' multimedia system with 10.25-inch touchscreen, which for the first time offers wireless connectivity for Apple CarPlay and Android Auto.

There’s also digital radio and enhanced functionality including an optional navigation upgrade with seven years of map updates.

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 (OM654) 2.0-litre, four-cylinder, turbo-diesel, which meets Euro 6 emissions standards using AdBlue, produces 125kW of power at 3800rpm with peak torque of 400Nm served between 1700-2400rpm. The nine-speed torque converter automatic offers the choice of sequential manual-shifting using the steering wheel-mounted paddles.

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 dash display was claiming average combined consumption of 9.5L/100km when we stopped to refuel at the completion of our 281km test, of which about one third of that distance was hauling a heavy payload (see Driving).

Our own figure of 11.7 (based on actual fuel bowser and tripmeter figures) was higher but still reasonable economy for a vehicle in this GVM class in mostly urban use.

So, based on our own figures, you could expect a ‘real world’ driving range of around 800km from its 93-litre tank, which has been enlarged from 71 litres as part of the latest upgrades.

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.

Large handles on the doors and overhead shelves assist climbing aboard and there’s enough adjustment in the well-bolstered seat and leather-rimmed steering wheel to find a comfortable position.

Driver views from all angles are excellent thanks to well-designed mirrors along with cameras supported by active aids like blind-spot monitoring etc.

The cabin, with its high roof relative to seat height, has a spacious and airy feel and all controls are reasonably intuitive and easy to reach.

Unladen ride quality is surprisingly supple for a vehicle with a 6.0-tonne-plus GCM rating, combined with excellent steering feel that strikes a fine balance between minimal turning effort at low speeds (for loading etc) and firm handling response at higher speeds.

The drivetrain is also energetic, pulling strongly and cleanly from 1000rpm even though its maximum torque is tapped higher in the 1700-2400rpm zone. The automatic transmission has admirable refinement, with near-seamless shifting between its nine ratios.

The Sprinter is also impressively quiet at speeds up to 80km/h. Tyre and wind noise (the latter mainly around the large door mirrors) naturally increase at highway speeds, but remain far from intrusive. And with the engine requiring less than 2000rpm to maintain 110km/h, it’s well-suited to highway work.

To test its load-carrying ability, we forklifted 1.3 tonnes into the cargo bay which with driver equalled a payload of 1.4 tonnes. That's still almost half a tonne less than its limit.

Not surprisingly, it handled this load with ease, as handling and braking were largely unaffected and the ride quality became smoother thanks to such a big increase in sprung weight. Even so, the rear springs only compressed about 30mm.

It easily conquered our 13 per cent gradient, 2.0km-long set climb at 60km/h with this load onboard, as the auto downshifted to fourth gear to tap maximum torque when hauling this load to the summit.

Engine-braking on the way down, in a manually-selected second gear, wasn’t as robust but not unexpected given a 2.0-litre engine trying to restrain 1.4 tonnes of payload on a steep descent. Even so, the quartet of disc brakes efficiently kept speeds in check.

Overall, it was an impressive performance. However, we did note that the speed sign recognition function was not working for the duration of our test. And some welcome enhancements would be a driver’s left footrest and a fold-down inboard armrest for the driver’s seat, as fitted to its smaller Vito sibling.

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.

Warranty is five years/250,000km whichever occurs first and includes a roadside assist support package.

Scheduled servicing is every 12 months/40,000km. Pay-as-you-go capped-pricing for the first five scheduled services totals $5905, or a pricey average of $1181 per year. Service plans are also available.

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.