Nissan Navara vs Hyundai Iload

What's the difference?

Although the D23 Navara is approaching a decade in local showrooms and due for replacement in 2025, the base-model SL still represents a fuel-efficient and competent workhorse with ample back-to-basics practicality.

The iLoad remains one of the most competent all-rounders in the business. This highlights the excellence of its original design, as it hasn't changed much since it launched here more than a decade ago.

However, it's starting to show its age a bit, particularly in terms of safety compared to HiAce and Transit Custom rivals which have aggressively raised the mid-size van benchmark to a five-star standard that rivals most sedans and SUVs.

We hope Hyundai will soon do the same with the iLoad, because apart from increasingly outdated safety it's pretty hard to fault. We're sure its army of loyal customers would agree.

The cabin’s fabric-covered seats, wipe-clean vinyl floor and urethane-rimmed steering wheel/shifter are consistent with the SL’s work focus.

Reminders of its 2015 origins are numerous mechanical switches and dials on the dash (which we prefer to touchscreen versions), a steering wheel with only height adjustment, a mechanical rather than electronic handbrake, rear drum brakes instead of discs and analogue speedo/tacho.

Even so, its interior design still looks a cut above a base-grade ute, with a visually-pleasing and practical blend of chrome, satin chrome and piano black combined with two-tone upholstery.

The well-bolstered front seats are comfortable and supportive, but a larger and more defined left footrest would enhance driver comfort.

Rear passenger knee room is adequate for the two outer seating positions, thanks largely to the concave shape of the front seat backrests.

However, shoulder room is tight for three adults and headroom is marginal, particularly for tall people in the higher centre position who also must contend with a headrest that has insufficient height adjustment.

Like most dual cab utes, short of full-size US pick-ups, the Navara works best as a four-seater with the fifth seat limited to short trips. 

Off-road credentials include a 12.5-metre turning circle, 220mm of ground clearance, a 600mm wading depth and 32 degrees approach, 22.9 degrees ramp break-over and 26 degrees departure angles.

The iLoad is 5150mm long, 1920mm wide and 1935mm high with a 3200mm wheelbase. That height means it can access underground and multi-storey carparks, in which it's also easy to manoeuvre with a relatively compact 11.22-metre turning circle.

No doubt a big factor in the rear-wheel drive iLoad's enduring appeal is its simplicity and ruggedness, combining MacPherson strut front suspension with rack and pinion steering, leaf-spring live rear axle and four-wheel disc brakes. A sliding door on each side of the cargo hold come standard. The large tailgate window, equipped with a wiper/washer and demister, provides the rear-view mirror with a relatively clear picture of what's behind even with the cargo barrier and clear plastic covering on it.

The cabin environment is bright and airy with a tasteful mix of light and dark grey surfaces. The light grey cloth seats with their colourful striped inserts look sharp but we reckon they would also show some grime pretty quickly in a working role.

Our only criticisms are that, like the new HiAce, there's no fold-down inboard armrest for the driver. We don't know why Australia's top two mid-size vans do not have this simple feature, because it's standard issue in numerous rivals and creates a more relaxed driving position.

Our other gripe is the centre passenger seat, which shares the outer passenger's base cushion but has a separate backrest which can be rotated forward through 90 degrees to reveal a handy storage tray and dual drink holder on the back of it.

However, passenger comfort and safety are compromised as the seat is too narrow for an adult, the backrest has no head restraint, there's very limited leg room and only a lap seat-belt. And to make matters worse, the belt's buckle digs firmly into your right butt cheek when it's clicked in. This ‘seat' should be for emergency use only and, if you must, only for short distances.

With its relatively light 2033kg kerb weight and 3150kg GVM, our test vehicle has a one-tonne-plus payload rating of 1117kg.

It’s also rated to tow up to 3500kg of braked trailer. However, to tow that weight would require a substantial 740kg reduction in vehicle payload to avoid exceeding its 5910kg GCM (or how much it can legally carry and tow at the same time). Even so, few (if any) Navara owners would need to tow 3500kg.

The load tub is almost square with its 1509mm floor length and 1560mm width. And with 1134mm between the rear wheel housings, it won’t fit a standard Aussie pallet but will take a Euro, held in place by a choice of four load-anchorage points.

In terms of cabin storage, the centre console offers open storage up front, two small-bottle/cupholders in the centre and a small lidded box at the back. There’s also a large-bottle holder and storage bin in each front door, plus a glove box and overhead glasses holder.

Rear passengers get a large-bottle holder and smaller storage bin in each door plus a fold-down centre armrest with two small-bottle/cupholders. The rear bench seat’s base cushion can also swing up and be stored vertically for more internal cargo space, or to access two small underfloor storage compartments.

The iLoad's 2062kg kerb weight and 3160kg GVM results in a genuine one tonne-plus payload rating of 1098kg and up to 125kg of that can be carried on roof racks. It's also rated to tow up to 1500kg of braked trailer and with a GCM rating of 4660kg (or how much you can legally carry and tow at the same time), that means you can do it at maximum GVM.

In other words, it can legally carry more than a tonne while towing 1.5 tonnes. Those numbers make the iLoad a very practical and versatile workhorse, well suited to a variety of trades and other working roles beyond the usual delivery chores.

The cargo hold, with its 2375mm length, 1620mm width and 1340mm height, offers a total load volume exceeding 4.4 cubic metres and is accessed through sliding doors on each side or via the single-lift tailgate. The load floor with its protective vinyl mat has a total of 10 load anchorage points.

There's no full-length roof lining like the new HiAce but the cargo hold walls and doors are lined to hip height and there's one internal light at the rear. The load floor length and 1272mm between the rear wheel housings means the iLoad can theoretically take two 1165mm-square Aussie pallets (without the cargo barrier installed).

However, loading these could be an issue if fitted with the single-lift tailgate, as it blocks forklift access when opened. And the 870mm side door opening (even less with the cargo barrier fitted) is not wide enough to allow a pallet to pass through it, so do your homework on the iLoad's suitability for your loading requirements.

The cabin has storage bins and bottle holders in each door, plus a shallow tray in the centre dash-pad, two different-sized gloveboxes, a cubby near the gearshift for small items like chewy etc and a pop-out dual cup/bottle holder in the centre console. The centre seat backrest also folds forward to reveal a large open storage tray and two small bottle/cup holders.

Our iLoad test vehicle, with single-lift tailgate, 2.5 litre turbo-diesel engine and optional five-speed automatic transmission has a list price of $41,790, which compares favourably with Toyota HiAce ($44,140) and Ford Transit Custom ($43,790) equivalents.

The recent upgrades brought not only the new grille design but also automatic dusk-sensing headlights, tilt-and-reach adjustable steering wheel and a new design instrument cluster with trip computer. There's also an updated infotainment system (first featured in Kona) featuring a 7.0-inch touchscreen and multiple connectivity including Bluetooth, Apple CarPlay and Android Auto.

Other useful features are a rear-view camera (tailgate models only), power windows with one-touch auto down, height adjustable driver's seat and cruise control (auto variants only). The iLoad rolls on 16-inch steel wheels with 215/70R16C tyres and a full-size spare.

It's also available with a six-speed manual transmission, plus there's a choice of three-seat single cab or six-seat crew cab. Both cabin variants offer a choice of single-lift tailgate or forklift-friendly twin barn-doors with 180-degree opening, plus there's numerous genuine accessories available including the steel-mesh cargo barrier fitted to our test vehicle.

The Navara’s 2.3-litre four-cylinder turbo-diesel produces 140kW at 3750rpm and 450Nm of torque between 1500-2500rpm. Its two-stage inline turbochargers (a small one for low rpm, a large one for high rpm) operate in sequence to provide vigorous response at all engine speeds with excellent economy.

A refined seven-speed torque converter automatic offers near-seamless shifting and the overdriven sixth and seventh gears enhance fuel economy at highway speeds.

Drivers also have the option of sequential manual-shifting to provide more direct engine control when off-roading or carrying/towing heavy loads. Its 4x4 transmission is dual-range, part-time and is equipped with an electronic rear diff lock.

The iLoad's 2.5 litre four-cylinder DOHC 16-valve turbo-diesel is a refined and proven performer with Euro 5-emissions compliance (so no AdBlue needed), common rail direct injection (CRDi) and variable vane turbocharging with impressive flexibility. It produces a class competitive 125kW at 3600rpm and peak torque of 441Nm between 2000-2250rpm, but there's ample throttle response and pulling power on tap either side of those figures.

The five-speed torque converter automatic is an equally robust and proven transmission, although most rivals have updated to closer ratio six-speed units. Even so, the iLoad delivers crisp and smooth shifts in auto mode, with the option of sequential manual shifting if required. The transmission's gearing and 2.92:1 final drive ratio provide a good compromise between stop-start city delivery work and economical highway driving.

Nissan claims an official combined average of 7.9L/100km and the dash readout was showing 7.7 when we stopped to refuel after clocking up just under 600km on the first tank, which included a 400km-plus day trip from Melbourne to regional Victoria.

Our own figure, calculated from fuel bowser and tripmeter readings, came in at a slightly higher but still frugal 8.4L/100km which proves the fuel-sipping efficiency of diesels when highway cruising.

We covered another 168km in city and suburban use, with the dash claiming 8.6 compared to our own figure of 9.5, which is still thrifty single-digit economy for a two-tonne ute.

Therefore, based on our own ‘real world’ figures, you could expect a driving range of about 840km around town and up to 950km on a trip from its 80-litre tank.

Hyundai's official combined figure of 8.8L/100km seemed realistic at the beginning of our road test which included a variety of roads and payloads, from near empty to three-quarters of a tonne. So we were impressed to see near-identical numbers after crunching trip meter and fuel bowser readings. Needless to say, that's great economy for a one-tonne van and no doubt another reason for its enduring popularity. Based on our figures, you could expect a realistic driving range of around 870km from its 75-litre tank.

The driving position is comfortable for most shapes and sizes, even though the steering wheel does not have reach adjustment and the seat lacks adjustable base cushion rake or lumbar support.

The ride is firm when unladen but its four-coil suspension is absorbent enough to soak up the worst of the bumps. The steering feel is responsive and nicely weighted, combined with competent handling and braking that contribute to a positive driving experience.

It’s also impressively quiet at highway speeds, with low tyre and wind noise and an engine that requires less than 2000rpm to maintain 110km/h with minimal effort.

To test its payload rating we forklifted 830kg into the load tub, which combined with our crew of two was a one-tonne-plus payload of 1010kg. That was about 100kg less than its payload limit.

The supple coil-spring rear suspension compressed 80mm under this loading, yet its high ride height ensured there was still about 40mm of bump-stop clearance remaining, which proved ample in avoiding any bottoming-out on our test route. However, that’s not to say it wouldn’t with an extra 100kg on board.

It also excelled on our 13 per cent gradient, 2.0km-long set climb at 60km/h, with the seven-speed auto self-shifting down to fourth gear and just under 2000rpm (right in the middle of its peak torque band) to easily haul this load to the top.

Engine-braking on the way down, in a manually-selected second gear, was also impressive for a 2.3-litre engine restraining more than one tonne of payload. Overall, the Navara proved to be a competent heavy-load hauler.

The iLoad has big grab handles on the windscreen pillars to assist entry and once aboard it's not hard for drivers of most shapes and sizes to find a comfortable position, thanks to the height-adjustable seat, height-and-reach adjustable steering wheel and decent-sized left footrest.

The instrumentation is easy to read and dashboard controls are clearly marked and intuitive to use. There's a clear eye-line to the left door mirror but given that there's no blind-spot monitoring, this mirror would benefit from the addition of at least a dedicated wide-angle lens.

In city and suburban driving the iLoad is surprisingly quiet for a van without a sealed bulkhead between cabin and cargo hold. However, tyre roar emanating from the rear wheel housings does become quite intrusive at highway speeds, particularly on coarse bitumen surfaces.

The over-driven fifth gear ensures the engine isn't working hard though, with only 1800rpm at 100km/h and 2200rpm at 110km/h, which contributes to good fuel economy on long hauls. The cruise control also works well and is a big improvement on the last iLoad we tested in 2017.

The 2.5 litre turbo-diesel and five-speed auto are well-honed for this working role. They provide ample performance in city and suburban driving, even though the gaps between five gears are more noticeable now given the increasing use of six gears in rival automatic vans.

Only a four-star ANCAP rating achieved back in 2011, plus no AEB, blind-spot monitoring, rear cross-traffic alert, lane-keeping assist etc which are the new benchmarks in this category. There's front and side (thorax) airbags for the driver and outer passenger seats, but none for the centre seat with its lousy lap-belt. The iLoad's safety menu is overdue for an upgrade.

There’s a five year/unlimited km warranty, plus five years of 24-hour roadside assist. Scheduled servicing is every 12 months/20,000km whichever occurs first.

Total capped-price of $3305 covers the first five scheduled services within five years, or an average of $661 per year.

Five years/160,000km warranty. Scheduled servicing every 12 months/15,000km whichever occurs first. Lifetime Service Plan includes capped-price servicing for first five scheduled services ranging from $356 to $506.