2026 Nissan Navara review: Australian first drive

There's a new Nissan Navara in town, and it's significantly different to the model that it replaces. The old 'D23' generation has been put to pasture after more than a decade, and in its place is something completely new.

Although, it's not all new to the Australian market. Instead of being its own proprietary design and platform, we now have a vehicle that is based upon another in the dual-cab ute segment.

Similar to the fact that the Volkswagen Amarok is based on the Ford Ranger, and the Isuzu D-Max forms the basis for the Mazda BT-50, this 2026 'D27' Nissan Navara is based upon the current-generation Mitsubishi Triton.

That means the unique coil-sprung rear end is gone – a defining characteristic of the previous-generation model. We've got leaf springs here, and Nissan's old combination of a 2.3-litre diesel engine and seven-speed automatic has been replaced by Mitsubishi's 2.4-litre unit and a six-speed gearbox.

Power and torque are improved from 140kW/450Nm to 150kW/470Nm. And thanks to the Mitsubishi tie-up, we've now got a more sophisticated four-wheel-drive system in higher trim levels. The SL and ST get by with regular part-time four-wheel drive, but higher-spec trim levels get a Torsen centre differential that shifts between 2WD, 4WD and 4WD with a locked centre differential.

Of course, there is a low-range transfer case here. The range consists of only dual-cab four-wheel-drive models, and all of them get a locking rear differential.

What's interesting, though, is the fact that Nissan has employed local engineering firm Premcar to adjust the suspension of the Navara for the Australian market. Damper tuning is rejigged, using units sourced from Tenneco that are fitted in Australian dealerships before delivery to the customer. The front dampers are also equipped with internal rebound springs, optimised to manage the rigours of rough roads and off-road driving.

The SL and ST share one suspension tune, with a four-leaf rear spring setup that focuses more on a loaded tray. Nissan tuned this with around 400kg of static load in the tray.

Next up is ST-X, which has a three-leaf pack (two springs and one helper) and is tuned around an unladen tub and two occupants. Pro-4X gets a soft suspension tune as well.

This is important. Because, let's face it, there isn't a whole lot of other differences between the donor Triton and this vehicle. There's a new grille, tweaked headlights, different wheels, the aforementioned suspension, badging and details inside and out.

Another difference against the Triton is price.

There are four trim levels to choose from with the new Nissan Navara. All are dual-cabs, all come with a tub, all are 4x4, and all feature an automatic transmission.

The range kicks off with SL, which is priced from $53,348 plus on-road costs. Further backing up my theory that the true 'base' vehicle is dead and buried, this vehicle is far from lacking in standard equipment.

On the outside, SL is defined clearly by the 17-inch steel wheels. It's nice to not see halogen headlights, though, with superior LEDs getting a run here instead.

There's single-zone climate control, along with high-beam assistance and the same 9.0-inch infotainment system used across the rest of the Navara range. That means you've got native navigation, digital radio, Apple CarPlay/Android Auto, and the same 7.0-inch driver's cluster surrounded by analogue gauges. The base Navara even has a 360-degree camera, which is impressive.

Black fabric seats with manual adjustment persist for the ST variant, but there are upgraded materials for the steering wheel, gear shifter and other parts of the cabin. The ST-X and Pro-4X offer eight-way power adjustment with leather-accented seating material, but the front passenger seat remains manually adjusted throughout the range.

Dual-zone climate control is standard on the ST-X, as is remote keyless entry, push-button start, a wireless smartphone charger and a second glovebox in front of the passenger. ST-X also sees the sound system go from four to six speakers.

In terms of rolling stock, ST and Pro-4X get a 17-inch alloy wheel, while ST-X goes bigger at 18 inches. ST-X has a highway-terrain tyre fitted, while others have a mild all-terrain tyre.

Overall, the Navara asks for a bit more money compared to the Triton in a pound-for-pound sense. This is there to cover the changes and updates to the suspension in this case, which is installed locally at dealers in Australia (after going through a local development program).

There's plenty of active safety technology in the 2026 Navara, available as standard across the entire range.

Along with the aforementioned 360-degree camera, you've got front and rear parking sensors, blind-spot monitoring, front and rear cross-traffic alert, tyre pressure monitoring, lane-departure warning and lane-departure assist.

Autonomous emergency braking (AEB) is also included, along with traffic sign recognition and a driver monitoring system with facial tracking. But the latter of these systems can be frustrating to live with, depending on your driving habits. For those who tend to look dead ahead without much neck movement, it's less of an issue. But if you're more active behind the wheel, looking at screens, mirrors, blind spots, and your front passenger, the car doesn't appreciate it and lets you know accordingly.

Aside from the badging, changes between the Nissan Navara and Mitsubishi Triton are minimal. Whereas vehicles like the Mazda BT-50 and Volkswagen Amarok pick up different sheetmetal for a different look compared to their 'donor' platforms (and the latter gets its own unique interior), the Navara makes do with less change. There's a different grille, a tweaked headlight design, and wheels that differ from those of a Triton on the outside.

Both vehicles get an impressive 10-year warranty, with the Nissan earning kudos for the 300,000km limit, besting 200,000km for the Mitsubishi. However, both utes need to be serviced only at dealerships to maintain this extended warranty.

The Nissan Navara has a $499 cost for each of the first five visits to the dealer, meaning you're looking at $2495 for that entire period. This is around $200 cheaper than the Triton.

However, there are pricing and specification differences between the two. Pound-for-pound, the Navara does work out to be more expensive than its closely related frenemy. For the full rundown of differences and similarities, check out this story.

Compared to the vehicle it replaces, this 2026 Navara is a much more modern upgrade, as you would expect. Along with a more contemporary equipment list, we've also got a bit more ergonomic comfort. Seating comfort and adjustment are good from SL to Pro-4X, and we've got decent practicality in the cabin as well.

There's 12-volt power up front, along with USB-A and USB-C ports. The second glovebox in front of the passenger for the ST-X and Pro-4X (an open nook in other trim levels) helps store some bits and bobs, as well as the space beneath the infotainment display.

Infotainment doesn't make a big leap forward, with a 9.0-inch display shared across the Navara range. It's well loaded with features, and gives the lower trim levels a leg-up in terms of value for money. A 360-degree camera system is great to see across the range, along with wired and wireless Apple CarPlay and Android Auto, native navigation and digital radio.

There are bigger screens out there, for sure. Most competitors measure in the double digits, leaving this feeling a bit underdone. But ask yourself: do you need all of that extra screen, beyond the initial wow factor you might get after sliding into the cabin? At least the infotainment works well with a range of physical controls.

The climate controls are also run separately, with an intuitive set of buttons that is better than any screen-based setup I have come across.

At the business end (in the tray), whereas other utes have things like tonneaus, roller covers, lights and power outlets, there isn't much to report on here. Higher trim levels get a tub liner, but otherwise it's just four tie-down points and a damped tailgate.

The tailgate can be locked, but it's not part of the central-locking setup. This isn't really an issue when the tub is completely open (for obvious reasons), but could be an annoyance for some down the track who might want to have a canopy fitted.

Good news for D23 Navara drivers is that adopting the Mitsubishi 2.4-litre engine improves the breed. Both are sequentially turbocharged, with a smaller turbo boosting torque at lower revs. Higher up on the tachometer, a larger turbo takes over, delivering more peak power.

Power goes up from 140kW and 450Nm to 150kW and 470Nm in this case. And even though we've effectively lost a ratio in the transmission, the 2.4-litre engine feels better. It's stronger in the midrange, but also not as breathless in the higher end of revs.

There aren't many diesel engines that sound good when working hard, but this Navara (and the Triton, for that matter) isn't one of them.

The transmission is good, however, and the inclusion of 'intelligent' four-wheel drive for the ST-X and Pro-4X is another strength of the Navara. Like Mitsubishi's well-known 'Super Select' setup, we've got a torque-sensing (Torsen) centre differential that can run either in rear- or four-wheel drive on sealed bitumen. This affords better grip and control, with a 40/60 front-to-rear split working on uneven, slippery and skippy surfaces. This is something the D23 Navara never had, regardless of trim level.

You'll notice it particularly on wet bitumen. Whereas unladen utes with plentiful torque and stiff rear springs will love to spin and skip about with throttle depressions, the Navara ST-X and Pro-4X stay stable and controlled.

The range of suspension tunes in the Navara is smart, and allows the Pro-4X and ST-X trims to keep a bit more ride comfort when unladen. SL and ST are more stiff, but not unbearably so. Worth noting, though, we tested the SL only when towing, and the ST with some weight in the back (around 300kg).

Unladen ride would likely be stiffer, but that's kind of the point with a ute. For the ST-X and Pro-4X, which are both optimised for an unladen ride, you've got a nice ride quality. It's not too stiff and bumps can be absorbed with some suppleness and control.

The inclusion of a rebound spring in the front damper – part of Premcar's tuning – adds another layer of control, allowing for more nuanced compression tuning. It also stiffens the suspension for an improved steering feel, where the car responds without any dullness or lethargy to steering inputs.

It's a good setup, and leaves the new Navara feeling like one of the better utes in the segment for compliance. It seems to be a slight improvement over the Triton as well, with the caveat here that it's been a while since I have driven a Mitsubishi ute.

Off-road performance on first impressions seems to be good, and up to scratch in comparison to others in the segment. Good tyres help, and the inclusion of a locking rear differential across the range is always a good thing to have.

However, our first off-road test drive was too short and not challenging enough to really put the levels of traction and clearance to the test in comparison to others in the segment. Stay tuned, because we are looking to remedy this as soon as possible.

There are going to be Navara owners out there that will be understandably shirty there isn't a whole lot of Nissan DNA going on here. The loss of rear coil springs and the move to a Mitsubishi-sourced platform change the sense of the offering, despite what executives might say.

Nevertheless, there is no denying that this new Navara is an improvement in some significant ways. The powertrain is better, both through the engine and more sophisticated four-wheel-drive system. And the overall driving experience is good as well, with a suspension setup fine-tuned for our conditions.

But this 2026 Navara isn't competing against the old one, even though it would be looking to convert owners into a new model. It competes most starkly against the Triton, which is pound-for-pound a cheaper offering with the same big warranty and similar servicing costs.

Sam Purcell has been writing about cars, four-wheel driving and camping since 2013, and obsessed with anything that goes brum-brum longer than he can remember. Sam joined the team at CarAdvice/Drive as the off-road Editor in 2018, after cutting his teeth at Unsealed 4X4 and Pat Callinan’s 4X4 Adventures. Off-road writer of the Year, Winner - Sam Purcell

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