Nissan Navara vs Renault Trafic

What's the difference?

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 Renault Trafic Premium LWB makes light work of heavy payloads and offers smart solutions for long internal load carrying and ‘mobile office’ requirements, combined with lengthy service intervals, good fuel economy and long driving range. It’s certainly worthy of cross-shopping with the HiAce and other rivals if you’re in the market for a refined and efficient mid-size commercial van.

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.

The Trafic is one of the most distinctive mid-size vans in Australia, with its sculptured flanks and ornate upswept headlights adding rare styling flair to a light-commercial vehicle segment traditionally compared with whitegoods. Even so, this overt styling does not detract from its work-focused practicality.

The spacious cabin has a neat and practical appearance with numerous shades of grey enhanced by satin chrome highlights and contrasting white stitching on the fabric-covered seats.

We also like the functional dash layout, particularly Renault’s adherence to a trio of large physical dials to control cabin climate settings in preference to distracting touchscreen prompts.

The Premium LWB has a sizeable 3498mm wheelbase which, combined with its front wheel-drive configuration, results in a large 13.8-metre turning circle. However, its 1967mm height ensures comfortable access to multi-storey carparks and low clearance loading zones.

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.

Our test vehicle’s relatively light 1844kg kerb weight and 3070kg GVM results in a substantial 1226kg payload capacity. Its upgraded 2500kg braked tow rating is, like the payload rating, higher than the Toyota HiAce LWB but lower than the Ford Transit Custom LWB.

However, Renault does not publish a GCM figure (how much it can legally carry and tow at the same time) so we don’t know if it can haul its maximum payload while towing its maximum trailer weight.

Access to the cargo bay, which offers a competitive 6.7 cubic metres of load volume, is through solid sliding doors on each side and glazed rear barn doors with forklift friendly 180-degree opening. The standard right-side sliding door can be deleted when ordering and a glazed single tailgate option is also available.

The load floor is 2937mm long and 1662mm wide, with 1268mm between the rear wheel housings, so it can carry up to two standard 1165mm-square Aussie pallets or up to three 800 x 1200 Euro pallets. There’s eight load-anchorage points at floor level and another eight at various heights for carrying taller loads.

Hinged flaps at the base of the front bulkhead and under the front of the passenger seat can also be opened to extend the load floor to an expansive 4150mm, allowing similar lengths of timber, conduit or PVC pipe to be carried.

The two-passenger bench seat has ample legroom for the outer occupant and even someone my height (186cm) can find reasonable comfort in the middle of a crew of three, albeit with knees competing for space with the prominent dash protrusion that houses the gearshift.

Generous cabin storage includes large bins in each door plus cup-holders on each side of the dash, a clamshell-lid compartment ahead of the driver, large open tray in the centre, small bin in the lower dash and a single glovebox.

The centre-seat backrest also folds forward to reveal a clever three-tier workstation, with a clipboard on top that can be detached to use outside the vehicle or mounted vertically in the workstation to face the driver or passenger (see image).

Beneath the clipboard is a hinged work desk, which when opened reveals a shallow felt-lined compartment underneath that’s ideal for hidden storage of phones, tablets, laptops etc.

Folding the bench seat’s front-hinged base cushions forward also reveals a cavernous hidden storage compartment below, which allows long cargo items to pass through when its front and rear metal flaps are open.

The MY26 Renault Trafic range offers a choice of short wheelbase (SWB) or long wheelbase (LWB) and three trim levels across five models, comprising the entry-level SWB Pro with a list price of $52,990, SWB Premium ($56,990), LWB Pro ($54,990), LWB Premium ($57,990) and LWB Crew Lifestyle ($64,990).

Our Glacier White test vehicle is the LWB Premium (Premium has more standard features than Pro) equipped with the same 2.0-litre diesel automatic drivetrain shared by all Trafic variants. Its $57,990 list price is in the same $50-60K ballpark as the Toyota HiAce LWB ($56,880) and other established players including the Hyundai Staria Load Premium ($52,740) and Ford Transit Custom Trend LWB ($57,890).

Technical upgrades for the MY26 Trafic range include a new nine-speed torque converter automatic transmission, which offers notably smoother shifting than the six-speed twin-clutch auto it replaces.

The 2.0-litre four-cylinder turbo diesel has also been upgraded to tougher Euro 6 emission standards (previously Euro 5) and fuel consumption has been trimmed from the previous 6.5 to 6.2L/100km without reductions in power or torque output.

Its braked tow rating has been raised to 2500kg, which is a substantial increase over the 1630kg (LWB) and 1680kg (SWB) limits of previous automatic variants.

The Premium's standard equipment includes 16-inch steel wheels with 205/65 R16 tyres and full-size spare, LED headlights/DRLs/fog lights, front/rear parking sensors, adaptive cruise control, 7.0-inch driver info display and 8.0-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto connectivity, wireless phone charging, three USB ports, two 12v sockets, steel cabin bulkhead with window, body colour tail-light columns, seating for three, reconfigurable centre seat workstation, large hidden storage compartment/cargo length extender beneath the passenger seat (see Practicality) and more.

Renault also offers numerous options including six exterior colours, different cargo bay door/window configurations and 17-inch alloy wheels, plus the choice of numerous individual options or tailored equipment packages like the Trade Pack and Business Pack. Options on our test vehicle include cabin floor mats, cargo bay side panels and a timber-lined load floor.

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 2.0-litre four-cylinder turbo diesel, now with Euro 6 emissions compliance using AdBlue, produces 125kW at 3500rpm and peak torque of 380Nm at 1500rpm.

The new nine-speed torque converter automatic offers a choice of drive modes and sequential manual-shifting using the steering wheel-mounted paddles.

MacPherson strut front suspension is paired with torsion bar rear springing, the latter including a pair of secondary coil springs for hauling heavy loads. It also has rack and pinion steering and four-wheel disc brakes.

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.

Renault claims average combined consumption of only 6.2L/100km (lower than HiAce, Staria Load and Transit Custom) and the dash display was showing 6.9 at the completion of our test, during which we travelled 501km across our usual mix of suburban, city and highway driving of which about 100km was hauling a near maximum payload.

So, based on these figures our test vehicle has a vast theoretical driving range of around 1100km from its big 80-litre tank, but even allowing for the usual 2-3L/100km discrepancy between official and real-world consumption, it should do 800-900km between refills.

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.

It has a comfortable driving position with ample steering wheel and seat positioning, the latter including adjustable lumbar. The seat’s firm bolstering provides good thigh and torso support, the latter enhanced by a fold-down inboard armrest.

The only thing missing is a raised left footrest like the one residing in the outer passenger footwell, which is of course the driver’s footwell in LHD models. The centre passenger seat’s headrest also blocks most of the central mirror’s view through the bulkhead window (we removed and stowed it when not required).

It has good unladen ride quality with surefooted handling, nicely weighted steering and strong braking making it responsive and enjoyable to drive.

The engine is at its most energetic when peak torque is tapped at 1500rpm and it continues to pull strongly all the way to maximum power at 3500rpm. The new nine-speed torque converter auto provides near seamless shifting and good all-round response.

Its long-legged gearing is also well suited to highway work, requiring less than 2000rpm to maintain 110km/h. When combined with the bulkhead, which insulates occupants from most cargo bay noise, the Trafic is a comfortable highway hauler even though tyre noise is more intrusive at these speeds.

To test its GVM rating we forklifted 975kg into the cargo bay, which combined with our crew of two equalled a total payload of 1150kg that was less than 100kg under its legal limit. The rear suspension compressed about 50mm but still had enough travel to ensure there was no bottoming-out on our test route.

It handled this big payload easily, with the increase in sprung weight providing an even smoother ride with minimal effect on handling and braking response.

The efficient drivetrain also made light work of our 13 per cent gradient, 2.0km set climb at 60km/h, with the new auto promptly downshifting to fourth gear to easily haul this load to the top.

Engine braking on the way down, in a manually selected second gear, was not as robust as you’d expect for a 2.0-litre engine but the four-wheel disc brakes were more than capable of keeping speeds under control during the descent.

Our only other gripe is the tachometer display, with its 1000rpm increments represented by a horizontal line of small dots with no corresponding numbers displayed. It’s not easy to interpret at a glance and would benefit from a more user-friendly design.

The MY26 Trafic has a Gold rating (one grade lower than the highest Platinum rating) in ANCAP’s Commercial Van Safety Comparison.

Passive safety includes multiple airbags for driver and passengers plus auto emergency braking (AEB) with pedestrian and cyclist detection, lane keeping, blind spot monitoring, rear cross-traffic alert, traffic sign recognition, tyre pressure monitoring, adaptive cruise control, front/rear parking sensors, reversing camera and more.

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.

The Renault Trafic comes with a five-year/unlimited kilometre warranty, which is an improvement on the previous 200,000km limit, plus five years of roadside assistance.

Scheduled servicing is every 12 months/30,000km whichever occurs first. Capped pricing applies to the first five scheduled services up to five years/150,000km, which totals $3555 or an average of $711 per service.

That's slightly more than the HiAce but more convenient given the Trafic's once-a-year servicing requirement. Renault Australia has a national network of more than 50 dealers across most capital cities and many regional areas.