Skoda Scala vs Nissan Navara

What's the difference?

The new Skoda Scala Select proves base models can be well-equipped and have a great price tag, which is not always the case at this grade level.

Its driving experience might not be as exciting as some rivals but it’s a great urban dweller nonetheless and it offers really good value overall.

While it won’t appeal on the value front as much as its Mitsubishi Triton engineering twin, the Navara’s tweaks from Premcar make it a more comfortable and livable thing. 

The extra cost is worth it for how much better it is on the road, plus you get more features, regardless.

Whether the changes to the Navara are sexy enough to get people in the dealership door is another question, but anyone who takes this over a Triton won’t be disappointed.

If it's for work, the SL or ST will do. If it's doubling as a family car, the Pro-4X is worth the outlay.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The new Scala has had a minor facelift that sees a redesigned black grille with slim LED headlights, refreshed 17-inch alloy wheels and an extended rear windscreen.

The new Scala more than holds its own against its European rivals when it comes to looks and while it's more unassuming at the kerb side than its peers, there will be those who appreciate that it's not too cutesy-looking.

Head inside and there are similarities between its corporate cousin, the VW Polo with the sharply-designed dashboard and air vents but it’s softened by lovely grey fabric-accent panels and soft touchpoints that have been liberally scattered across the cabin.

The technology screens look premium, if small, and the black and grey cloth seats look a lot nicer than the standard black fabric you usually get in base models.

There's also a certain charm to seeing the traditional elements, like the gearshift and new physical buttons for the climate control. There's enough in the cabin to satisfy most.

Nissan has done well to inject its own design flavour into the ute, because even though there’s inevitable similarity in the silhouette, it doesn’t just look like a Triton.

Impressive given a lot of the car is the same, and Nissan couldn’t change any of the hard points the Triton comes with. In fact, the Navara’s dimensions are largely the same as the Triton, coming in at 5320mm long, 1930mm wide and 1815mm tall.

The biggest Nissan-specific design element is a nod to the Navara’s heritage, the three little vent lines above the grille hark back to the original D21 generation ute which had these holes in the bonnet.

It’s subjective to some extent, but I reckon the Navara has the Triton beat on the design front.

Depending on the variant, you get some other indicators that this is no Triton, including a sports bar on the rear of the cabin with ‘Navara’ cut into it, or Pro-4X decals if that’s the variant you go for.

Given the lifestyle and off-road focus of the Pro-4X, it also has a bit more trim inside and out to feel more rugged and premium.

The Navara’s new interior is a big step up over the previous generation, even if it is genuinely all-Triton in there. The biggest change is the Nissan badge on the steering wheel.

It’s a ute, so there’s still a lot of plastic, cheap materials and even the nicer looking surfaces are in a few spots made of gloss black plastic (sometimes called piano black) which gets smudged easily and after a short while.

Ooh, the cabin of the new Scala offers fantastic practicality because it's class leading when it comes to space. There is no 'sardines in a tin' experience here, front and rear passengers get stacks of head- and legroom.

The only stumble on this front is the elbow room up front as you can at times jostle a co-pilot on the annoyingly sloping armrest.

Access is easy enough and you surprisingly don't 'fall in' or grunt when getting out, despite the low 149mm ground clearance.

The storage is good for a hatchback with the front getting a glove box that can fit more than just a manual, small middle console, two cupholders and a drink bottle holder in each door. As well as a sunglasses holder (always handy) and a medium-ish storage cubby in front of the gearshift that can accommodate a phone and wallet.

The rear enjoys two map pockets, two device pockets and a drink bottle holder in each door but misses out on a centre armrest and cupholders.

The boot is massive with its 467L of available capacity and we managed to fit luggage and golf clubs on a roadie this week without trouble.

There’s a temporary space saver tyre underneath the floor and while there’s no powered tailgate, it's not a difficult lid to operate. It even has a neat little toggle to help pull it down.

Other amenities feel well-rounded with two USB-C ports in each row, directional air vents, a 12-volt socket and reading lights.

The touchscreen multimedia system is responsive but looks tiny as it's almost the same size as my iPhone 15 Pro Max. This translates to smaller text and icon sizes as well as a smaller screen for the reversing camera.

There’s also not much in the way of customisation or extra features, like satellite navigation but the new wireless functionality for the Apple CarPlay and Android Auto makes it feel modern. Although the wireless function for the CarPlay drops in and out a lot.

It’s a bit of a shame the Navara doesn’t benefit from the changes Nissan has been making to its interior design and layout recently, because it leaves older Nissans in the dust, in terms of design and ergonomics.

But, the Mitsubishi Triton’s interior isn’t a bad one for the Navara to have inherited, because it just works. It’s uncomplicated and sensible, if a little boring.

There are physical buttons for shortcuts, and the tech is relatively straightforward, even if it does also carry the downside of Android Auto being wired-only. It adds to the somewhat dated feeling the Navara’s interior carries, but the physical space itself is rather sensible.

The Navara’s seats are comfortable, and as the driver it’s easy to find your own preferred position, with the electric adjustment in higher variants being an extra help there.

The driving ergonomics and visibility are also good, which lines up well with the Navara’s driving dynamics and makes it feel less like you’re pedalling a big dual-cab around.

Behind the driver, there’s not heaps in the way of amenity, but the addition of USB ports once you’re past the base SL is welcome for second-row passengers, and the space isn’t cramped by any means.

The Navara has a tub capable of easily fitting a Euro pallet, according to Nissan’s specs, but with its distance of 1135mm between wheel arches, it won’t fit an Aussie pallet. The tub is almost square, at 1555mm long and 1545mm wide, and 525mm tall. 

Plus there’s the 3500kg towing capacity and its payload ranging between 964kg for the Pro-4X or up to 1064kg in the base SL.

The new D27 generation Navara starts from $53,348, before on-road costs, so it’s already more expensive than the Triton it’s based on, but we’ll get into the main, somewhat oily reasons for that in a bit. 

The Navara’s available in four variants at launch, SL, ST, ST-X and Pro-4X. They’re all 4X4 dual-cabs, so it’s mainly the features for each trim level that make the difference when it comes to pricing.

The SL starts off with a lot of the basics covered. There are LED headlights and tail-lights, climate control, the same 8.0-inch multimedia touchscreen as the rest of the range and digital radio as well as Android Auto and Apple CarPlay.

Its aforementioned touchscreen is also a little larger than the one in the Triton it’s based on. Then there’s the 7.0-inch driver display screen which lives between the two physical dials.

At this point in the range the steering wheel is polyurethane and the floors aren’t carpeted, just covered with vinyl. It’s a work ute and it feels like one.

Things pick up slightly with the ST, which starts from $56,765, and gains alloy wheels, auto-folding mirrors, a leather-accented steering wheel and floor carpet, plus now side-steps and a sports bar. It also adds USB ports in the second row for charging, so it’s probably the minimum grade you’d want if you’re ever going to have kids in the back. Essentially, it gains a few things that make it feel a little more livable without getting too fancy.

The ST-X is a fair step up in price, it’s $63,177, but gets better suspension, 18-inch alloys, leather-accented and heated front seats and a power adjustable driver's seat, dual-zone climate and a wireless phone charger.

It also gains a centre limited-slip differential, drive modes more compatible with off-roading, different styling elements and push-button start, so you don’t need to use the physical key.

The top-of-the-range (until the Warrior arrives) is the $68,418 Pro-4X with more design changes, all-terrain tyres, a black sports bar and roof rails, contrast stitching and specific seats with Pro-4X styling. It’s the variant Nissan Australia expects to be the most popular, too. It also has the same diff and better suspension the ST-X gains.

The Scala Select is a front-wheel drive with a seven-speed auto transmission. It has a 1.0L three-cylinder turbo-petrol engine that produces up to 85kW of power and 200Nm of torque.

At first glance you might think those outputs sound low and while most of its rivals have better outputs, there's plenty of oomph here to move the little Scala around. 

A 150kW/470Nm four-cylinder turbo-diesel engine lies under the bonnet, which falls a little short of some rivals, but isn’t glaringly weak.

Its power lines up with, for example, the Toyota HiLux, but torque falls short of its rival’s 500Nm. It’s the same story for the Ranger, though that ute slips a nose ahead with 4.0kW more than HiLux and Navara in its four-cylinder guise.

The Navara’s six-speed automatic transmission also sends that power and torque to all four wheels, though how exactly it gets there depends on the spec and whether you have a centre differential or not.

The new Select has almost hybrid fuel efficiency with its official combined cycle (urban/extra-urban) fuel figure of 5.4L/100km. In comparison, its hybrid rival, the Toyota Corolla isn’t too far away with its 4.0L usage.

Based on its 50L fuel tank, you should see a theoretical driving range of up to 925km, which is excellent for an urban dweller.

After doing a road trip combined with a fair amount of city-driving, my real world usage has popped out at 5.7L/100km. Which is a great result overall.

From the Navara’s 75L tank, a claimed 7.7L/100km is used on the combined (urban/extra-urban) cycle, though on the launch drive we saw the trip computer hovering around 9.0L/100km.

With a few hundred kilos in the tray, that jumped up to the low 11s.

Hypothetically, if you manage to get close to Nissan’s claimed consumption, you should be able to get more than 900km out of a single tank of diesel. Nissan’s claim isn’t too outrageous, either, considering the type of driving a car launch generally consists of isn’t normally conducive to favourable fuel consumption figures.

Hatchbacks are always a bit of fun to drive because of the dodgem car-esque handling and when the Scala is in Sport mode, it has enough pep to earn it a fun badge.

Out of Sport mode, the power delivery is still responsive enough for it to be a pleasant open-roader but you won't whoop with joy when you accelerate.

The steering is light without feeling loose and the Scala is nimble when cornering or in tight turns.

The ride comfort is very good and despite hitting some bad weather the Select didn’t miss a beat. It's a confident on-road experience because of its surefootedness.

There's a bit of road noise although its pretty quiet in the cabin, which also makes it a refined open-roader.

The visibility is decent and it’s easy to feel the dimensions of the car when you're in a skinny city laneway.

The Select gets a reversing camera with dynamic reversing guidelines and a clear quality feed but its tiny in the little screen.

The additional front sensors round out the parking experience considerably. You shouldn’t have any issue in parking this one!

Now we get to the biggest reason you’d consider a Navara over the Triton it’s based on.

While the Navara benefits from having a relatively new platform underneath it - thanks Mitsubishi - it’s still a ladder-frame dual-cab ute so expectations weren’t exactly on the floor, but they also weren’t sky-high.

And sure, a lot of the details about the new Navara aren’t groundbreaking, nor is much of the way it drives - but the changes Premcar has made to the suspension in this ute are well worth the extra outlay.

What Premcar has done with the Navara, on what we would guess is a relatively constrained budget, is find the most cost-effective way to make the ute better to drive.

They went with upgraded dampers which have been tuned to balance control and comfort with the ute’s off-road ability.

The result? A very controlled front-end, more communicative steering and confidence on the road to drive over even rough surfaces without fear of being flung off the road. Ladder-frame utes don't normally feel so controlled over rough surfaces at high speeds.

It’s worth noting that while the SL and ST still benefit from the suspension upgrades, the ST-X and Pro-4X in particular are much better to drive than you’d expect from a dual-cab ute.

Some of the roads around Canberra are particularly rough, even close to town where the speeds are lower, but the Navara handled myriad surfaces and conditions on- and off-road, in the soaking wet and when it was bone-dry.

Aside from one particular section of the launch that may have just been a little unkind to the ‘stiffer’ sidewalls on the ST-X compared to the Pro-4X, the Navara’s behaviour was not only confidence-building, but allowed for a degree of fun not normally present in the class.

The steering feel left no guesswork necessary, and there’s not a huge on-centre dead-spot as is often the case in a dual-cab. Nice and direct without being too heavy.

The Navara’s weak point, which still gets a pass mark, is probably that its drivetrain now feels older than the ute in which it lives. The outputs are passable, and the transmission finds the correct place well enough, but in a world of 10-speed autos in Rangers or petrol plug-in hybrids, a bog-standard turbo-diesel with six gears has to be bang-on perfect to keep up. 

The Navara’s is adequate, but once you’re used to it, the drive experience is a step above most in the ute segment in terms of control, something that’s hard to come by in this segment.

It translates well to off-roading, where the ute’s front-end settles very quickly over ridges and undulating surfaces without the harshness of a too-stiff set of dampers.

Unsealed roads feel easily dispatched even at relatively high speeds, and with the right tyres (a la Pro-4X) the Navara is a seriously capable thing.

If you find yourself the owner of a D27 Navara and never leave the bitumen, you’re missing out.

The new Navara inherits the Triton’s maximum five-star ANCAP rating from testing in 2024. It scored notably well in Child Occupant protection, though its score for Safety Assist isn’t as high as some rivals.

Eight airbags mean the Navara’s got occupants cushioned in case of the worst, while the whole range has the same suite of safety tech, including a surround-view camera, forward collision warning and AEB, front- and rear-cross traffic alert, driver monitoring and traffic sign recognition, front and rear parking sensors and trailer sway control.

The Navara’s driver monitoring, however, suffers the same overzealousness as the Triton. Nissan didn’t reprogram any of the ADAS systems which means the car will regularly accuse you of being distracted if you’re not looking directly at the road ahead. Checking mirrors or a map in the centre screen will trigger this.

The Scala is offered with a seven-year/unlimited km warranty, which is good for the class and you can pre-purchase a seven-year/105,000km servicing program for a flat $3650, which is competitive.

Servicing intervals are reasonable at every 12-months or 15,000km. You also get roadside assistance as a part of your servicing pack if you service on schedule. 

The Scala likes to drink the good stuff, though, and Skoda recommends a minimum 95 RON premium unleaded petrol be used.

Nissan’s 10-year/300,000km warranty is fantastic but applies only if you service with Nissan. It’s five years with no kilometre limit otherwise. 

There’s five years' of flat-price servicing at $499 per visit, every 12-months or 15,000km, whichever comes first.

Roadside assist is also free for a decade if you service with Nissan, or a year otherwise.

Given there are around 180 Nissan dealers nationwide, finding one shouldn’t be a challenge.