Toyota HiLux VS Nissan Navara
- Solid safety spec offer
- Decent ownership prospects
- Good range of variants
- Harsh ride unladen
- Cab chassis models have no reversing camera
- Lacking some polish against newer rivals
- Brutish looks
- Improved load-lugging in the dual-cab
- Faster and more accurate steering
- Cheaper cars feel more work than play
- No Apple CarPlay/Android Auto
There’s plenty to be said for the new-generation Toyota HiLux, and while a lot of customers will be shopping for the top-of-the-range variants, there’s plenty of value to be found in the work-focused Workmate models.
And that’s what we’re looking at here - a Workmate dual cab, which, while it may look like a 4WD, is actually a high-riding rear-wheel drive dual cab. Or, to be precise, the Workmate 4x2 Double Cab pick-up Hi-Rider.
We spent a bit of time with this updated version of the HiLux ute, and even chucked a bit of load in the back thanks to our mates in the mountains. More on that - and everything else you need to know about the Workmate range - below.
Read More: Toyota HiLux 2021 review
|Engine Type||2.4L turbo|
I don’t need to tell you this, I’m sure, but Australia knows a thing or two about utes. They’re our best-selling vehicles for a reason, and there’s is really nowhere else on the planet where load-luggers are as revered as they are Down Under.
Well, except perhaps America. But that's a weird and largely deep-fried land dripping with Trumps, semi-automatic weapons and aluminium foil hats, so let's ignore them for the moment.
And so, when the Nissan Navara dual-cab came under fire for underwhelming coil spring rear suspension and steering slower than a forming stalactite, Nissan knew it had to do something. And when the updated 'Series II' car, which arrived in March last year, failed to completely fix the issue, it knew it had to something else entirely.
Consider this, then, Nissan's big and brutish Goldilocks - the one they hope is finally just right.
|Engine Type||2.3L turbo|
It isn’t as polished as some of its rivals, and doesn’t have as much tech or flair to its offering either. But as a workhorse offering with a solid ownership promise and unquestionable resale value, the Toyota HiLux Workmate - no matter the derivative you choose - remains a compelling option for those who use their ute for work more than play.
Thanks to our mates at Lower Mountains Landscape Supplies for the sandbag load in the Workmate 4x2 Hi-Rider pick-up.
Thanks to our mates at IWP Training for putting 1000kg in the tray of the Workmate 4x2 cab-chassis low-rider.
Kudos to Nissan for listening to its customers, and even more kudos for actually acting their complaints. The changes to the ride and handling (and the tweaking of the technology offering) have made the dual-cab Navara a much better vehicle to put to work.
Is the Navara on your work, play, or family ute shopping list? Tell us why or why not in the comments below.
The most interesting thing about some versions of the Workmate in terms of design is that they haven’t been changed at all.
For the exterior, the Workmate single-cab variants and the low-riding 4x2 dual-cab pick-up don’t see the visual changes of the 4x2 Hi-Rider and 4x4 extra- and dual-cab variants, which score a slightly more aggressive front fascia.
Toyota Australia says it was more important to address the higher grade models with the new look, and that keeping the same front end on the “narrow body” models would help keep costs lower.
That’s all well and good, but it does seem a little weird to do a “major overhaul” of the ute and keep it looking the same. I guess owners of early examples will be happy, as their utes won’t look as outdated?
But the important thing is that HiLux Workmate buyers have so many body styles available to them, and that’s arguably going to matter more than what the ute looks like for a Workmate customer.
We’ll run through some of the important elements here, like dimensions and payloads. First up, let’s size up the versions of the HiLux Workmate (note - your dimensions may vary, depending on the tray body fitted).
If you’re buying a pick-up over a cab-chassis, you’ll know that comes with limitations. The flat bed of a tray back cab-chassis model is always going to offer more practicality - and if you buy a 4x2 or 4x4 single cab, or the 4x4 extra cab, you’re getting a tray back. But we’ve covered off the load space dimensions for the dual cab ute/pick-up below - the figures are the same for the 4x2 and 4x4 models.
Dual cab ute
Cargo floor length
Width between wheel arches
As mentioned, the tub models will always suffer compromises that table-top models won’t, and that includes the inability to fit an Aussie pallet (1165mm x 1165mm) between the wheel arches.
Space is one thing, but payload capacity for the different body styles is another matter altogether. Don’t forget, payload will be affected by the tray body fitted if you’re choosing a cab-chassis.
Dual cab ute
Gross vehicle mass (GVM)
2700-3100kg, depending on model, engine, drivetrain
Gross combination mass (GCM)
4x2 low rider: 5200-5250kg
4x2 Hi-Rider: 5650kg
All models: 750kg unbraked
4x2 petrol: 2500kg braked
4x4 diesel: 3500kg braked
Not everyone goes off-road. Both our test vehicles in Workmate spec were 4x2 rear-wheel drive (RWD) models, but that doesn’t mean you won’t consider things like ground clearance - especially if you’re weighing up between a low-riding version and Hi-Rider 2WD.
Here are the dimensions and figures for 4x2 and 4x4 models.
Ground clearance mm
4x2 petrol: 174mm
All other variants: 216mm
4x2 petrol: 23 degrees
All other variants: 29 degrees
Break over/ramp over angle
Not listed by Toyota
4x2 dual cab petrol: 20 degrees
4x4 single cab diesel: 25 degrees
4x4 dual cab diesel, extra cab-chassis, dual cab-chassis: 26 degrees
4x2 Hi-Rider, Workmate 4x4 manual dual cab ute: 27 degrees
Ah, do you like the look of the current Navara? Then we’ve got good news for you; nothing has changed this time around.
The exterior design still looks tough and muscular, and is probably at its best (which is also probably why it’s the most popular version) in dual-cab ST-X guise, what with its silver roof rails and side steps (the latter of which form a kind of 3D body kit). A chrome rear step bumper is standard across the dual-cab range, too.
Inside, it’s probably not the most modern-feeling interior, but the dimensions are good and it’s clean and functional, and the ambience is raised considerably with the optional leather seats. The cheaper models clearly focus on function over form, but the more expensive models - with their clear and easy-to-use touchscreen (5.0 or 7.0-inch size) in the centre of the dash - are a better bet if you don’t plan on visiting too many worksites.
There’s a a huge number of soft and hardtop tray covers in the options list, but no extra underbody protection listed.
The practicality you get depends on the body style you choose. That’s an obvious statement, sure, but you might be wondering how many seats are in the HiLux Workmate? Single cab models have two seats, extra cab models have four seats, and dual cab variants have five seats.
And the practicality of the respective body styles is unchanged up front, whether you choose the two-, four- or five-seater. Everything forward of the B-pillar is the same.
That means that all HiLux Workmate models get the same dash treatment, including a newly redesigned cluster for the driver with a new digital display that incorporates a digital speedometer, which is a huge helper if your licence has seen better days.
Then there’s the new 8.0-inch touchscreen media system, with buttons and volume/tuning knobs that have been designed to work with heavy gloves, according to Toyota. The old screen - with touch-sensitive controls and no knobs - was lambasted by tradies, so it’s great to see Toyota has listened.
Plus the new screen includes Apple CarPlay and Android Auto, so you can plug your USB cable in and mirror your phone onto the media screen. It really is a big step forward, and because no Workmate model comes with sat nav GPS, even as an option, this is the way to go if you’re frequently 'lost on the way to the job.' But there is only one USB port - many rivals offer two.
The materials and design are otherwise unchanged, meaning hard-wearing vinyl floors and hard plastic finishes everywhere, but excellent practicality - two cup holders between the seats, two pop-out ones in the sides of the dashboard, bottle holders in the doors (single and dual cab), and a dual glove box with other loose item storage caddies, too.
If you get an extra cab you could consider it a two seater with additional secure storage, and many of the newer utes coming out have actually deleted the seats due to apparent safety concerns. But the Toyota still has two extra seats in the back.
The dual cab Workmate models don’t get the 60/40 split-fold rear seat base, but you can still fold up the entire seat base to allow additional storage - you don’t want to wreck the fabric on the rear seats with dirty tools, or grimy hardware.
If you do happen to have people in the back, the space isn’t as good as some other double cab models out there. Knee room is tight, headroom could be better, and there are those fixed grab handles that eat into the space. You might need to keep your hardhat on, too, as they’re certainly heatbuttable.
The dual cab’s back seat has twin map pockets and bottle holders in the doors, but no fold down armrest, no cup holders and no air vents.
The single- and king-cab Navara’s dimensions both stretch 5120mm, while the dual-cab version betters that slightly at 5255mm, which means 'boot size', or load lugging ability, varies slightly, too.
Obviously the cab chassis version with its steel tray prioritises heavy lifting, and your payload is a listed 1356kg in 2WD versions, and 1193kg in 4WD versions in single-cab guise. In the king-cab, those numbers fall slightly to 1256kg and 1178kg in 4WD versions. In the dual-cab cars, expect 1144kg (manual) or 1127kg (automatic). Buyers can opt for a soft or hard tonneau cover or a ute canopy, too.
The roof rails (standard from the dual-cab ST-X) unlock a world of roof rack options for extra storage space, too. But possibly the biggest practicality perk is the addition of two ISOFIX attachment points (one in each window seat in the second row) to the dual-cab versions of the Navara, finally meaning it can be used as a genuine family vehicle with proper child restraints.
All but the entry-level RX single-cab nab three power sources (the dual-cab pick-ups get a fourth in the tray), and dual-cabs also make use of four cupholders and bottle storage in the doors.
Price and features
You will find the Workmate badge on the most bodystyles of any HiLux in the line-up. You can get it in single cab-chassis, extra cab-chassis, extra cab ute, and dual cab-chassis and dual cab ute body styles.
And then there’s the choice of petrol or diesel, manual or automatic, and whether you want it in low-riding or high-riding (Hi-Rider, as Toyota calls it) 2WD/4x2/rear-wheel drive versions, or in a more hardcore 4WD (or 4x4).
The model mix for Workmate versions is as complex as it sounds, so here’s a neat table to make it a bit simpler! Just note, the price list you see below represents the cost of the ute before on-roads costs - that’s known as the MSRP or the RRP, and it’s not a drive-away price.
|Drivetrain||Body type||Engine and Transmission||List pricing (Before on-road costs)|
|4x2||Single cab-chassis- low rider||2.7L petrol, five-speed manual||$23,590|
|2.7L petrol, six-speed auto||$25,590|
|Single cab shassis Hi-Rider||2.4L turbo diesel, six-speed manual||$28,830|
|Dual cab ute low-rider||2.7L petrol, five-speed manual||$33,070|
|2.7L petrol, six-speed auto||$35,070|
|Dual cab ute Hi-Rider||2.4L turbo diesel six-speed manual||$40,160|
|2.4L turbo diesel six-speed auto||$42,160|
|4x4||Single cab-chassis||2.4L turbo diesel six-speed auto||$39,520|
|Extra cab-chassis||2.4L turbo diesel six-speed auto||$45,220|
|Dual cab-chassis||2.4L turbo diesel six-speed auto||$47,290|
|Dual cab ute||2.4L turbo diesel six-speed manual||$46,790|
|2.4L turbo diesel six-speed auto||$48,790|
You get the same general level of specification on all the Workmate models, with standard equipment incorporating standard steel wheels - black 16-inch diameter for 4x2 models, while 4x4 single cab versions get silver 17-inch rims, and there are black 17-inch wheels with all-terrain tyres on 4x4 extra cab and dual cab variants.
All Workmate models have standard auto halogen headlights, vinyl flooring and all-weather floor mats, cloth seat trim, a 4.2-inch digital display with digital speedo readout, and a new 8.0-inch touchscreen display with Apple CarPlay and Android Auto smartphone mirroring.
And while you get the choice of petrol or diesel, the latter models - across all trim lines - score a new variable-flow control power-steering pump. More on that in the driving section.
There are other accessories available from the Toyota parts catalogue as you’d expect, including: bull bar, tow bar, nudge bar, ladder rack, side steps, bonnet protector, tub liner, canopy, and more.
You might be curious about safety technology - and it's great to see Toyota doesn’t pick and choose between the variants as to which model gets what. There’s a decent array of safety technology fitted for the most part, and we’ll cover that off in the safety section below.
What about colours? Workmate models can be had in white (no cost), while the premium paint choices are silver, grey, black or blue (all $600).
It’s the usual complicated range for this updated Navara, which can be had in a staggering 26 different flavours across a full McDonald’s menu of models, be it single-cab, king-cab or dual-cab, and in a pick-up or cab chassis body style.
The cheapest option is the 4x2 RX single-cab, which starts at $25,990, vs the most expensive model, the ST-X Dual-Cab four wheel drive with its list price of $54,490. And there’s a Navara to fill every possible gap in between, with a price guide that’s just slightly longer than <i> The Lord of The Rings. We won’t publish every cost here (and that’s just the RRP, let alone the drive-away price…). Suffice it to say, how much you pay is up to you - it all depends on where in the model comparison you land.
The easiest way to break down this review is to sort them by trim levels, so hold onto your hats as we dive straight in.
The Navara single-cab chassis with four-wheel drive is the only configuration in which you’ll find a DX, and it features 15-inch steel wheels, cloth seats, auto headlights, manual air conditioning and cruise control.
Expect a simple stereo set-up with a single CD player (not a CD changer) and Bluetooth audio streaming, but no DVD player, DAB radio or a fancy sound system with all that subwoofer business.
The RX (which you can have in single-, king- or dual-cab) gives you 16-inch steel wheels, chrome around the front grille, door handles or mirrors, keyless entry and central locking, powered windows and a reversing camera that beams its image onto the rearview mirror as there’s no multimedia screen at this level. The dual-cab RX also gets updated suspension (which we’ll come back to), six speakers and two new ISOFIX attachment points.
A dual-cab-only SL model then splits the range, adding a LED headlights with daytime running lights/driving lights (but not HID, xenon or projector), improved tech with a five-inch infotainment screen, sidesteps and an electronic locking rear differential/diff lock on 4WD-equipped cars.
Next, the ST (available in king- or dual-cab) adds plenty of niceties like 16-inch alloy rims, leather-wrapped steering wheel and handbrake and an upgraded multimedia set-up courtesy of a bigger 7.0-inch touchscreen. The ST-X (available in king- or dual-cab) adds push-button start, dual-zone climate control, 18-inch alloys (yep, we’ve skipped 17 inch alloy wheels) and rear parking sensors. With no Apple CarPlay or Android Auto, you won’t be able rely on your iPhone’s GPS as a navigation system, but worry not - sat nav is standard from the ST on up.
Also new is a digital speedo that will be standard on all SL, ST and ST-X grades from June. No word yet on a N-Sport sports edition, but watch this space.
Now, if you thought the model list was an epic, just wait until you get a hold of the accessories list. Every conceivable bull bar, snorkel, ladder rack, sports/nudge bar and floor mats are on offer here, along with too many clever ways to carry your tool kit.
A dual battery system, though, will be an aftermarket job, as will specialist all terrain tyres or off-road tyres and flares or wheelarch extensions. Speaking of options, leather seats only arrive as part of a leather option pack, along with a sunroof in the sunroof option pack.
So, colours; 'Cosmic Black', 'Burning Red', 'Brilliant Silver', 'Deep Sapphire' (or blue, to us common folk), 'Hornet Gold' (the closest you’ll come to orange), 'Slate Grey', 'White Diamond' and 'Polar White' are on offer across most of the range, with premium paint an extra $550.
Engine & trans
While there has been a lot of noise around the HiLux finally getting a big power bump - that up-spec 2.8-litre engine isn’t available in the Workmate models.
Instead, Workmate variants get a choice of a petrol motor or a smaller capacity diesel unit.
The engine in the range-opening Workmate 4x2 models is the 2.7-litre petrol four-cylinder, known as the 2TR-FE. It has outputs of 122kW of power (at 5200rpm) and 245Nm of torque (at 4000rpm), and is available with a five-speed manual gearbox or six-speed automatic transmission.
The diesel option in the Workmate 4x2 and 4x4 models is a 2.4-litre turbo-diesel four-cylinder engine known as 2GD-FTV. Power is rated at 110kW (at 3400rpm) and torque is 400Nm (from 1600-2000rpm).
There is the choice of six-speed manual or six-speed automatic gearbox in 4x2 and 4x4 applications in the Workmate range.
So, no 2.8L, no hybrid, no electric… no nonsense, I guess?
There are two diesel engines on offer here; a twin-turbocharged diesel good for 140kW at 3750rpm and 450Nm at 1500pm, and a 2.3-litre diesel engine equipped with a single turbocharger that will generate 120kW at 3750rpm and 403Nm of torque at 1500rpm. Those engine specs don't seem that dissimilar, sure (and yes, the engine size is identical), but the extra horsepower makes a difference on the road.
Both can be paired with a six-speed manual transmission or seven-speed automatic transmission, feeding power to two or all four wheels, depending on whether you opt for a 4x2 or 4x4 model. There is no petrol on offer, and you can forget hybrid or LPG.
A diesel particulate filter (DPF) is fitted, of course, and should you see the warning light pop on, a cruise at more than 80km/h will be required to burn off the nasties.
The biggest news here is the overhaul of the rear suspension in most of the dual-cab cars (a significant cause of complaint in the outgoing model). New and stiffer dual-rate springs on SL, ST and ST-X dual-cab cars have massively improved this Navara’s driveability when carrying a load, and the steering has been made significantly faster, too.
Expect a towing capacity of 750kg (unbraked) and 3500kg (braked) across the Navara range - which are good pulling statistics - and a towbar pack will set you back around $1000. The gross vehicle weight is 2910kg across the range.
Nissan doesn’t quote performance figures (like 0-100 acceleration or top speed), but then, this isn’t a car you’ll be lapping Mount Panorama in. So instead, let's focus on ground clearance (max 230mm) and turning circle (11.8m).
In the question of timing belt or chain, the Navara uses a chain, but for other ownership issues, like engine issues (say you’re blowing black smoke), automatic gearbox problems, clutch, injector or gearbox issues or for oil type or capacity, keep an eye on out Navara owners page.
Fuel consumption varies depending on the powertrain you choose.
The fuel economy king isn’t the petrol, which has claimed fuel consumption of: 11.1L/100km (4x2 cab-chassis manual); 10.9L/100km (4x2 cab-chassis auto); 10.7L/100km (4x2 dual cab manual); and 10.4L/100km (4x2 dual cab auto).
On test in the 4x2 manual single cab-chassis, with a load, and without, we averaged 11.4L/100km. And it was only a short loaded drive test.
The diesel versions of the Workmate offer better promise of lower fuel consumption, with fuel use in the 4x2 diesel Workmate models pegged at 7.8L/100km for the single cab-chassis manual, while the 4x2 dual cab pick-up claims 6.9L/100km and 7.5L/100km for the manual and auto respectively.
The 4x4 Workmate models claim: 7.4L/100km (single cab-chassis manual); 8.0L/100km (extra cab-chassis and dual cab-chassis auto); 7.1L/100km (dual cab pick-up manual) and 7.8L/100km (dual cab pick-up auto).
When we tested the diesel auto 4x2 Hi-Rider dual cab, we saw a return of 8.4L/100km across loaded (600kg of sand bags) and unloaded testing.
The claimed fuel consumption (diesel) for the single turbo engine is between 6.4L/100km and 7.1L/100km, depending on which model you plonk it in, while the claimed fuel economy (diesel) for the twin-turbo option is between 6.5L to 7.0L/100km on the combined cycle.
The Navara’s 80-litre fuel tank capacity promises a long range no matter the engine, with the mileage near enough identical.
I first sampled the 4x2 Workmate Hi-Rider 2.4-litre diesel auto, and it came across as a really solid proposition for those who don’t need the bells and whistles or a 4x4 system.
In fact, I bet that this sort of ute would be as well suited to the majority of buyers who spend up big on an SR5 dual cab 4x4 but never actually go off-road.
Indeed, that’s the great thing about the HiLux Workmate range - if you know you don’t need 4x4, there are plenty of 4x2 options available.
And the Hi-Rider diesel model has the advantage that it is rated to tow the maximum 3500kg capacity, but the disadvantage for hard-working tradies - especially those shorter in stature - is that it’s a step up into the cab (no side steps), and a running jump into the tub - unless you option the new rear Tub Step accessory, which is mounted to the rear corner of the chassis and allows easier tub access.
And while this isn’t strictly a driving impression, the strangest thing about the HiLux is that you’re getting some really advanced features for a work ready ute.
It’s becoming the norm, but it does seem weird when you sit inside and see your digital speedometer, with the knowledge that there’s autonomous emergency braking (AEB) and a lane departure system - yet you’re gripping a polyurethane steering wheel, sitting on cloth seats and your feet are placed on rubber floors - there’s not even height adjustment for the driver’s seat, and the sound system only has four speakers.
Anyway, the diesel dual cab is pretty impressive. There’s nothing wrong with the 2.4-litre’s engine tune, and in some instances it actually feels almost as peppy as the 2.8L I sampled in the SR5+.
But it does have some noticeable engine noise, and just like the other powertrain there is some noticeable shuffling between gears - the six-speed auto seems to aim to keep things in the best torque band, which is no bad thing, but you can hear it doing so. It gets along pretty well, and I had no trouble keeping pace with traffic.
The transmission doesn’t seem to exhibit the same grade logic downhill downshifting as the SR5 does. And there's some turbo lag noticeable with 600kg of weight on board (from our mates at Lower Mountains Landscape Supplies).
With that weight on board the brakes have a slightly soft feel to them, but they are progressive and easy to predict whether loaded or not.
The steering is light but still has a bit of feel to it at lower pace, while at speeds above 80km/h there is a level of vagueness, which is exacerbated when there's weight over the rear axle.
The suspension is reasonable without a load on board. Not as good as Ranger or Amarok, but better than the last HiLux. And while you can still feel small inconsistencies and it gets the jitters at low speeds, the ride becomes spongier with weight on board. In fact it's very comfortable at higher speed with that much mass in the back.
Next up we drove the petrol cab-chassis, and it offered up a few surprises.
First, let’s consider the loaded up driving impressions - thanks to a load of 1000kg in the tray courtesy of our mates at IWP Training.
The engine pulls harder than expected, and while it has a torque deficit compared to the diesels, there’s a decent drivability and rev-happiness that the petrol offers.
The smooth and short gearshift is a nice surprise, too (we also had a D-Max SX on site, and it had a longer, notchier throw). The gearing is pretty well suited to this type of hard work driving.
It's surprising how urgent the engine response is. It's super easy to drive with that much weight on board, but I did keep going for a sixth gear that doesn’t exist in the manual Workmate petrol.
It sounds like it’s working harder than it is - the engine is quite audible, and at times it can sound more asthmatic than its actual response.
In fact, if you were gonna be running around with this much weight in the back of your work ute you could be doing a lot worse than a 4x2 petrol Workmate cab chassis. It offers enough poke, and also has good quality – both in terms of ride and comfort and control and general drivability. It is well and truly made for this job.
The lower centre of gravity assists in making the HiLux feel more planted and deal with the weight better than a high riding two-wheel drive, with less pitching fore and aft and nice feel on the road.
The steering - which hasn’t seen the addition of that new variable control system, as it’s only fitted to diesel models - is quite good, and even the breaking performance is commendable with that much mass in the tray.
But without weight in the back it’s still punishingly firm in terms of the suspension. The rear-end bucks and jumps over bumps, never feeling as though it’s as surefooted as it could be.
The D-Max we had with us showed up the HiLux hugely in that respect. If you don’t hit any bumpy sections, it’s smooth to drive in. But as soon as you hit a sharp edge or any sort of inconsistency in the surface below it can be quite violent in its response.
This big news here is what’s happening under the skin. Nissan is being refreshingly upfront about the owner complaints surrounding the old car. Namely soft suspension that just couldn’t handle a heavy load, and steering that felt slow and cumbersome.
And so that’s exactly where they focussed their attention this time around. For one, the rear suspension has been completely re-worked, with stiffer dual-rate springs at the back, which made light work of the 650 kilograms we towed at launch - and that’s honestly not something you could say about the out-going car, in which a heavy load would make the Navara feel overly bouncy, and not exactly confidence-inspiring.
And the steering is now significantly faster, too, which makes you feel far more connected with the front tyres, removing the vagueness the old car served up.
They’re the big changes, and they’ve genuinely changed the character of the dual cab cars for the better. We’ve now towed more than a tonne, attacked some twisty stuff without a load on-board and we’re now carrying some weight in the back, and it’s really handled everything with ease.
The only real downside is that for every action there’s an equal and opposite opposite reaction, and so it will come as no surprise that stiffening the suspension has made the Navara feel a little harder without a load on board, and it can feel like it’s skipping over bumps in the road, which you can feel lightly tugging on the steering wheel. But across the board, the changes have been a real bonus for anyone who is going to be putting their Navara to work.
Our time behind the wheel was largely road (and some pretty straightforward gravel), so we’ll leave the off-road ability review to our own Marcus 'Crafty' Craft a little later. Hell, even Melbourne’s perennially dodgy weather held up, so we couldn’t even challenge the wading depth.
Toyota was at the front of the pack for safety tech in utes - for a couple of months. But it’s still impressive that the entire HiLux line-up has the maximum five-star ANCAP safety rating as per 2019 criteria. And there’s a good reason for that.
All HiLux models come with standard fit auto emergency braking (AEB) that works at speeds from 50km/h-180km/h, as well as pedestrian and cyclist detection operational from 10km/h-80km/h.
The HiLux gets a lane departure warning system with lane keeping assist that works by braking the wheels it needs to, in order to pull you into line - but it still runs hydraulic steering, so it can’t do full-scale lane keeping assistance.
Also standard is speed sign recognition and warning, and adaptive cruise control on manual and auto models. You can even just hit ‘set’ on the cruise control to raise or lower your speed to whatever the speed sign says.
While the spec is pretty good, there’s no blind spot monitoring or rear cross traffic alert, and - in a very disappointing continuation of the theme - Toyota still doesn’t offer a reversing camera on cab-chassis models. You get a rear-view camera standard on all pick-up models, though.
There are dual front, front side, driver’s knee and full-length curtain, for a total of seven airbags no matter the body style.
The dual cab versions have two ISOFIX outboard attachments and two loop-style top-tethers for baby seats.
New stuff? Well, there’s the new ISOFIX attachment points in the back of the dual-cab cars, adding two legitimate child seat anchor points that can transform the Navara into a family car. The backseat is more than big enough to fit two baby car seats, too, but I wouldn't want to be squeezed between them.
There’s a new reversing camera, too, which features on everything from the Navara king-cab RX model and up. Beyond that, expect an airbag count of seven (two front, two front-side seat, two side-curtain and driver’s knee) as well as the usual suite of traction and braking aids including, ESP, ABS, and EBD.
Only the Dual-Cab ST-X get rear parking sensors, along with hill descent control and hill start assist in four-wheel drive cars.
The Nissan Navara (single-cab) was awarded the maximum five-star ANCAP safety rating when assessed in 2015.
So, where is the Nissan Navara built? Ours arrive from Thailand.
Toyota has one of the strongest reputations in the Australian new car market when it comes to ownership and reliability.
However, with the HiLux, there have been a few issues over its head, specifically around the diesel particulate filter (DPF). You can read more about it at our Toyota HiLux problems page, as well as any other Toyota HiLux complaints, concerns, reliability issues or recalls.
Suffice it to say, the brand says it has your back no matter what. And it has a strong ownership promise on paper, too.
All models have a five-year/unlimited kilometre warranty, which can carry on to seven years/unlimited km if you maintain logbook servicing - it doesn’t even need to have been at a Toyota dealer, either. So long as you maintain it on schedule, the brand will back it for that extended period.
The bad news is that you need to service the HiLux more regularly than most of its competitors. The brand says it has no plans to increase service intervals to meet the current standard of 12 months/15,000km.
Instead, HiLux owners have to take their ute in to get serviced twice a year, with maintenance intervals set every six months or 10,000km, whichever happens soonest.
Diesel services are $250 a pop. That means you’ve got an annual $500 bill for maintenance for diesel models, which is higher than many rivals (Triton: $299/year). Petrol versions cost $220 per visit, so $440 a year.
Further, Toyota doesn’t include no-cost roadside assistance, either. You’ll have to sign up for it, at about $100 a year.
Strong on warranty cover, yes, but you may have to pay over the odds in order to sustain it.
The Navara range is covered by a three-year/100,000km manufacturer warranty (though there are dealership extended warranty programs available), and will require a trip to the service centre every 12 months or 20,000km.
The 'myNIssan Service Certainty' capped price servicing Navara program limits the service costs for the first six services to between $547 and $744 per dealership visit.
There's a full-size spare tyre, too. Handy when you get a flat. And the owner's manual is filled with handy hints.
For all problems, including reliability ratings, common faults, issues, complained and defects, keep an eye on our Navara owner’s page.