Volkswagen Transporter vs Nissan Navara

What's the difference?

So has Volkswagen done enough with this new Transporter to win back buyers in what has become a highly-competitive van market?

Based on our initial test drive of the Transporter, it’s safe to say Volkswagen has a good chance of regaining some lost ground. But it won’t be easy because there isn’t any particular area where the Transporter really sets itself apart from the competition.

It’s a pleasant van to drive, with a roomy, modern cabin and a competitive cargo area, at least with the diesel engine. The electric Transporter provides an alternative choice for a small audience, but the huge price premium and limited range will mean it won’t suit the vast majority of buyers.

The real opportunity for VW will come when the PHEV arrives in 2026. That has the potential to help create some difference between itself and the likes of Toyota and Hyundai.

It’s noticeable that the brands dominating the commercial van market are the big name ones, rather than the cheaper Chinese competition, which suggests buyers are looking for a trusted name rather than the lowest price.

So from that perspective, Volkswagen has a decent chance of regaining lost ground given its heritage in the van segment.

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

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.

Commercial vans are typically not instruments of design, but rather a study in functionality. But credit to the Volkswagen designers because it clearly looks like a Volkswagen from the outside, despite its Ford lineage. While there are obviously some similarities between the Transporter and Transit Custom inside, the front-end design definitely has a visual connection to the previous generation models.

But, of course, functionality is important and by using the Transit Custom underpinnings, Volkswagen has been able to grow the Transporter. It is 150mm longer and the standard wheelbase has been stretched by 100mm, compared to the six-generation, which allows for even more cargo space.

The cabin is well laid out, with a new 12-inch digital instrument display and a 13-inch multimedia touchscreen taking prominence on the dashboard. The multimedia system includes built-in navigation plus wireless Apple CarPlay and Android Auto, as well as digital radio.

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.

This is the really important element for any good commercial van, both the practicality of the cabin (as drivers spend long hours behind the wheel) and the cargo capacity in the back (for the obvious reasons).

Up front there’s a wireless charging pad and seven USB ports spread around the cabin. There are plenty of small item storage spots, and some not so small items, with a large shelf on top of the dashboard and multiple in-door shelves.

Of course, it’s out the back that’s really important and, as mentioned earlier, there is more space thanks to the larger overall dimensions.

Both SWB and LWB vans come with a plastic floor cover as standard, plus there are load rated tied tie down points, a 12V charging port in the D-pillar and LED lights in the roof. 

Thanks to the extra length, the SWB has a 2.6m load length and 5.8 cubic metres of cargo space, while the LWB has 3.0m in length and 6.8 cubic metres. There’s also a steel fixed partition with window, window grille and load through hatch to stretch the usable space even more.

The total payload for the Transporter varies depending on the powertrain. The TDI 2WD can take up to 1062kg (SWB) and 1016kg (LWB), while TDI AWD can manage 963kg (SWB) and 917kg (LWB). The electric Transporter has a significantly lower payload, rated at 806kg (SWB) and 760kg (LWB).

Towing capacity also changes depending on the powertrain, the TDI 2WD can manage 2000kg, TDI AWD up to 2800kg and the electric 2300kg.

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.

As mentioned earlier, Volkswagen has been able to diversify the Transporter for now and into the future, which means the choice of diesel, electric and plug-in hybrid.

Despite the electrified additions, the most popular choice for buyers is overwhelmingly going to be the turbo diesel. The 2.0-litre four-cylinder unit makes 125kW of power and 390Nm of torque and is paired to an eight-speed automatic. It’s available either with front-wheel drive or Volkswagen’s '4Motion' all-wheel drive set-up.

The eTransporter is rear-wheel drive only, and has a single-speed gearbox attached to its 210kW/415Nm electric motor.

The PHEV isn’t here yet, but when it does arrive, Volkswagen has confirmed it will be producing 171kW/205Nm.

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.

Fuel economy for the diesel is rated at 7.9L/100km for the two-wheel drive variant and rises to 8.4L/100km for the 4Motion AWD. 

Our test drive was limited, so we couldn’t get a fair real-world fuel figure, but if you can hit those claims, with its 70-litre fuel tank it has a theoretical driving range of 886km for the 2WD and 833km for the 4Motion - which should be enough to get even the more active delivery drivers through a few days.

As for the eTransporter, VW claims a driving range of 330km, with 125kW DC charging able to replenish the battery from 10-80 per cent in just 38 minutes. Volkswagen is confident that this should be enough to appeal to back-to-base-style operators looking to cut fuel costs and emissions.

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.

Volkswagen is a company that prides itself on its driving dynamics, even when it comes to vans. Even with the Ford influence, the new Transporter unmistakably feels like a Volkswagen in the way it drives.

It's worth noting we drove the Transporter unladen, so it may respond differently when filled with cargo, but the fundamental behaviour should remain the same.

There’s no mistaking you’re behind the wheel of a big van, but the Transporter reacts well to your inputs, so it feels responsive and surprisingly agile for such a sizable vehicle.

The same is true for the turbo-diesel engine, which feels strong enough to pull the big van along with a minimum of fuss (although, again, that was without a full cargo load in the back). What the engine does well is perform quietly. The cabin is well-insulated from the outside world, so it makes for a more relaxed environment, which will be a welcome factor for anyone looking to spend their working day inside the Transporter.

We sampled the electric Transporter and it also performed well. Dynamically it felt very similar, despite being rear-wheel drive, but obviously the bigger difference is under the bonnet. The electric motor does a fine job, but it feels solid rather than being particularly punchy. The TDI feels like it does the work easier, even under acceleration which should be the electric motor’s strength.

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.

Volkswagen says the Transporter and eTransporter require servicing annually or every 30,000km - whichever comes first.

The diesel is significantly more expensive to service, with even the cheapest visit costing $670 and the most expensive $892. Over the first five years the Transporter will cost $3880 to maintain.

By contrast, the eTransporter costs $410 for every visit, except the 90,000km major check-up which is $496. So over five years it will cost $2136 to service.

While VW has an expansive national network of dealers for servicing, and a history with commercial vehicles, that’s not a big advantage over its key rivals in this market - Toyota, Ford and Hyundai - which all boast the same.

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.