Words & Photos by Craig Seckerson

The All New Nissan Navara: The blood brothers review: Is the SL budget-friendly workhorse all the pickup you need, or is the ST-X worth the extra?

For those old enough to remember Bruce Springsteen’s classic Blood Brothers, lyrics such as “We played king of the mountain” and “We got our own roads to ride” seem remarkably fitting for our enduring love affair with the dual-cab pickup.

At Adventure Rigs Magazine, we like doing things a little differently. Rather than reviewing a single vehicle, we have conducted our first-ever Blood Brothers comparison. Thanks to Nissan Australia, I was fortunate enough to spend two weeks behind the wheel of two very different versions of the all-new Navara, the entry-level SL Dual Cab and the higher-spec ST-X.

On paper, they share the same platform, powertrain and core capability. In reality, they cater to two vastly different buyers. One is designed to spend its life hauling tools, materials and equipment. The other aims to offer genuine everyday comfort without losing sight of its commercial roots. The question is simple: should you save your money and buy the SL, or is the ST-X worth the additional outlay? Let’s find out.

The first contender rolling into the Adventure Rigs carpark is the entry-level SL Dual Cab. With its 17-inch steel wheels, swath of black plastic exterior trim and work-focused styling, the SL does not attempt to disguise its purpose, it is unapologetically a tradesman’s pickup. Even standing still, the Navara cuts a surprisingly purposeful figure. The chunky black grille gives the squared-off front end some welcome visual presence, while the extensive use of unpainted exterior trim hints at the punishment it is expected to endure over its working life. Personally, I think the steel wheels would look better finished in black rather than silver, but from a practical standpoint Nissan has nailed the brief for external aesthetics.

The test vehicle arrived finished in white, which meant it instantly blended into the sea of Australian work Utes. In fact, I parked it at my local football club one early evening with not another vehicle in sight. When I returned about two hours later, four other white tradesmen’s pickups had parked alongside it. It was one of those moments that perfectly illustrated why manufacturers continue to build vehicles like this.

While some buyers may complain about the amount of black plastic trim, I actually see it as a benefit on a genuine working vehicle. Given the choice between scratching painted surfaces or durable black plastics on a building site, I know which I would prefer.

My initial thought is that Nissan SL overall design strikes a sensible balance, it looks smart enough to park in a suburban driveway, but remains tough enough to earn a living.

Open the driver’s door and the SL continues its no-nonsense theme, the vinyl flooring immediately tells you this is a vehicle designed to be used rather than admired. Muddy boots, wet work clothes and accidental coffee spills are unlikely to trouble owners for long.

The seats are upholstered in hard-wearing cloth and, surprisingly, are among the better base-model seats I have experienced recently. They provide good support and, importantly for long days behind the wheel, Nissan has included power-adjustable lumbar support for the driver. It is an unexpected inclusion at this price point and one that many fleet buyers will appreciate.

My only concern relates to the outer seat bolsters, without side steps fitted, drivers and passengers inevitably slide across the edge of the seat when entering and exiting the vehicle. Over time, I suspect this will become a noticeable wear point. Elsewhere, the cabin is functional rather than luxurious.

The steering wheel is wrapped in hard-wearing plastic, climate control is limited to a single zone, and only the driver’s window receives one press automatic up-and-down functionality. None of these omissions are deal breakers in a work-focused Ute, but they do reinforce the SL’s position as the entry point into the range. I am not a lover of the driver monitoring module, from my driving position it cuts off the lower section of the driver’s digital information screen, it would be good to see the monitoring modules finally make it into the driver’s console and not look like an afterthought as they do on many vehicles.

The SL has an old school key fob, an actual flick out physical key that you need to insert into the ignition barrel to start the vehicle. I haven’t tested a new car that has a key for quite a while, just a minor point, but again, this really highlights the working roots of the SL.

One feature I genuinely appreciated was the traditional mechanical handbrake. As electronic park brakes become increasingly common, there’s still something reassuring about hearing that familiar ratcheting sound as you pull on a physical handbrake. It feels durable, dependable and entirely appropriate for a commercial vehicle.

One small quirk I discovered during my time with the Navara SL involved the front passenger floor mat. On two separate occasions, different passengers stepped into the vehicle and immediately caused the rubber mat to slide across the vinyl flooring. Curious, I took a closer look and found that while the driver’s mat is securely retained by two small floor hooks, the passenger mat isn’t afforded the same treatment. It is not a major issue, but if you’re parked on a decline, it can catch passengers off guard. A simple set of retention clips would easily solve the problem.

Settling into the surprisingly comfortable driver’s seat, your attention is quickly drawn to the infotainment display. Despite being the entry-level model, the SL benefits from the same 9.0-inch touchscreen fitted to higher-spec Navaras. Keen-eyed readers may notice similarities to the system used in the Mitsubishi Triton, although Nissan has given it its own graphics, menus and overall presentation. The result is a clean and intuitive interface that feels modern and easy to navigate.

More broadly, the dashboard design shares a strong resemblance to its Mitsubishi cousin, but that is not necessarily a bad thing. The layout is practical and user-friendly with physical switches for main use features on the infotainment system and climate control. While the faux carbon-fibre trim on the doors and centre console helps break up what could otherwise be a sea of hard-wearing black plastics, it adds a welcome touch of visual interest, although only time will tell how well the carbon finish withstands years of hard use.

Like most modern pickups, wireless Apple CarPlay comes standard, allowing seamless smartphone integration without the need for cables. Interestingly, Android Auto remains a wired-only affair like in many vehicles we have tested, which feels a little dated in 2026.

Also absent from the SL is a wireless charging pad, a feature many tradies and rural buyers would likely find useful during long workdays, there are USB charging port in the dash so it is not too difficult to charge on the go, but a pad would have been easier for the tradie. The entry-level model also misses out on Nissan’s connected vehicle services and smartphone app functionality, though whether that will eventually filter down through the range remains to be seen.

Ahead of the driver sits a combination analogue and digital instrument cluster. Traditional dials flank a 7.0-inch central display that provides trip computer information and access to various vehicle settings. While the system is straightforward to use once familiar, I would have preferred Nissan to utilise the larger infotainment screen for managing safety settings. Instead, these adjustments are made through the instrument cluster using the steering wheel controls.

For a base model, equipment levels are commendably generous. Standard features include satellite navigation, DAB+ digital radio, AM/FM radio, Bluetooth connectivity and voice control. The four-speaker audio system is suitable rather than spectacular. It performs adequately for everyday listening, but lacks the depth, range and richness offered by systems with additional speakers. Nevertheless, for a vehicle at this end of the pricing spectrum, the sound quality is perfectly acceptable.

Rear-seat accommodation has also improved noticeably compared with the previous-generation Navara. While nobody is going to mistake it for a limousine, the increased cabin dimensions provide more headroom, shoulder room and legroom, making it a far better place for both workmates and family members. The roof-mounted rear air-conditioning vents are particularly effective, delivering good airflow directly to second-row occupants and helping cool the cabin quickly on hot Australian summer days.

I think Nissan have missed an opportunity with additional storage under the rear seats, many other manufacturers are making use of this area on trade focussed vehicles. In fact, I find storage facilities in the Navara a little sparce, the front glovebox is extremely small, once the vehicle books are in there, you can fit little else, the centre console box is also small for a mid-sizes pickup, this is not great in a tradie vehicle where cubie holes will be used for all manner of things.

Having said that, the additional open storage area in the dashboard on the passenger side, is a welcomed addition, as a work vehicle it would soon be full of fuel receipts, pens, the odd screw and a tape measure, all within easy reach when needed.

Although it is reasonably comfortable, it isn’t perfect. Rear passengers still need to slide their feet beneath the front seats to find a comfortable position, which would be difficult with a pair of steel-toe capped boots on as it is a little on the tight side. Also noted was the lack of thigh support, this could be improved to assist adults on longer journeys. Equipment is fairly basic too, with a 12-volt power outlet provided but no USB charging ports. However, the inclusion of a fold-down centre armrest is a pleasant surprise and adds a touch of comfort that many buyers will appreciate.

When it comes to safety, Nissan has left very little off the table. The Navara SL comes equipped with an impressive suite of driver assistance technologies including autonomous emergency braking with pedestrian detection, blind-spot monitoring, adaptive cruise control, lane departure warning with lane-keeping assistance, as well as front and rear cross-traffic alert. Nissan have struck a good balance with the driver assistance compared to many manufacturers, the only reservation I have is with the driver drowsiness detection, this seems to be overly sensitive as it noted I was drowsy on several occasions during the day and I was, without doubt 100% wide awake.

I would like to draw attention to the intelligent cruise control, I found this system one of the easiest to navigate of any vehicle I have driven over the last year, simple yet effective, I utilised this feature continuously on freeways, smaller dual carriageways or even in 50km zones, it is a great addition to a work vehicle that will be covering hundreds and thousands of kilometres.

Impressively, all of the driver assistance tech contributes to the Navara’s maximum five-star ANCAP safety rating. An eight-airbag package helps deliver an Adult Occupant Protection score of 86%, while dual ISOFIX mounting points and two top-tether anchors influence an 89% score for Child Occupant Protection.

The safety story doesn’t end there. The SL also receives front and rear parking sensors, a reversing camera and a highly useful 360-degree surround-view camera system. Whether navigating a congested supermarket car park or manoeuvring around a busy building site, these features make driving the Navara significantly easier and help reinforce just how well equipped this base-model Ute really is.

Unfortunately, ride quality is where the Navara SL falls well short of expectations. At freeway speeds between 80 and 100km/h, the SL settles down reasonably well and feels composed, but does allow for plenty of road noise to enter the cabin. However, once you venture into suburban streets or onto typical country roads, the suspension’s shortcomings become far more apparent. Unless the road surface is exceptionally smooth, as in newly laid, the Navara feels unsettled, fidgety and surprisingly harsh for a modern dual-cab pickup.

Throughout my time behind the wheel, I found myself actively avoiding potholes, expansion joints and even manhole covers, as impacts seemed to send a sharp jolt directly through the cabin and more upsettingly my spine. Rather than absorbing imperfections, the suspension tends to transmit them to occupants, resulting in a driving experience that can become tiring even on a shorter journey. As a motoring journalist, I generally look forward to climbing behind the wheel of a new press vehicle, but the SL was one of the few vehicles in recent memory that I genuinely didn’t enjoy driving.

That is not to say it is without redeeming qualities. Interestingly, the ride quality improves slightly on unsealed roads, where the suspension appears better able to absorb smaller corrugations and loose surfaces. Even so, the overriding impression is one of firmness and constant movement, what makes this particularly surprising is Nissan’s claim that the Navara benefits from locally sourced, custom-tuned twin-tube shock absorbers developed specifically for Australian conditions. There are traces of the traditional dual-cab Ute scuttle and shake that remain evident through the ladder-frame chassis, particularly on rough bitumen and poorly maintained roads.

Readers who followed my recent Mitsubishi Triton review may remember a particular section of road near my home that suffers from significant foundation movement. While far from ideal for everyday driving, it has become one of my favourite suspension-testing routes thanks to its combination of dips, undulations and broken surfaces. The Triton’s rear leaf-spring setup struggled noticeably over this section of road, generating enough vertical movement to leave me feeling slightly nauseous. Unfortunately, the Navara SL delivered a remarkably similar result, albeit with the added bonus of several spine-compressing jolts whenever a pothole entered the equation.

However, before being too critical of Nissan, it is worth noting that I drove the higher-spec ST-X just a week later. On paper, both models use exactly the same suspension architecture, yet the ST-X delivered a vastly different experience. As you will read later in the test review, it felt composed, more compliant and significantly more comfortable. This disparity leads me to suspect that the SL test vehicle may have been suffering from a suspension-related issue, the difference between the two vehicles was substantial enough that I subsequently raised my concerns with Nissan.

Powering the Navara SL is Nissan’s all-new 2.4-litre four-cylinder twin-turbo diesel engine, known as the 4N16. Rather than relying on a single turbocharger, Nissan utilises a two-stage turbocharging system that employs a smaller turbo at lower engine speeds and a larger turbo as revs and airflow increase. The result is a broad spread of usable performance across the rev range.

At lower speeds, the smaller turbo responds quickly, reducing turbo lag and providing strong low-end torque when pulling away from the lights, climbing steep inclines or manoeuvring off-road. As engine speed builds, the larger turbo takes over, maintaining strong power delivery further up the rev range. The standout figure is torque. Producing 470Nm between 1,500rpm and 2,750rpm, the engine delivers its peak pulling power precisely where Ute buyers use it most, whether towing, carrying heavy loads or tackling technical terrain.

Matched to the diesel engine is a six-speed automatic transmission and Nissan’s ‘Easy 4WD’ system. The part-time four-wheel-drive setup features a dual-range transfer case offering 2H, 4H and 4L modes, along with an electronic rear differential lock. Interestingly, I initially thought I had broken the rear differential lock. The engagement process seemed unusually slow, prompting multiple attempts and more than a little confusion on my part.

Out of curiosity, I timed the system. Shifting from 2H to 4H took an unexpectedly long 2 minutes and 51 seconds, while switching back required 1 minute and 49 seconds. By comparison, engaging 4L took just 2.6 seconds, with the vehicle clearly instructing the driver to place the transmission in Neutral. Whether this was operator error or a system quirk remains open to debate, but it certainly wasn’t the most intuitive setup I have encountered.

Unlike the ST-X and Pro-4X, the lower end SL misses out on Nissan’s more sophisticated Super 4WD system, which adds full-time four-wheel drive capability and a limited-slip differential. This allows higher-spec variants to operate in four-wheel drive on sealed roads at highway speeds, something the SL cannot do. Realistically, I don’t see this as a major disadvantage for the work-focused buyer Nissan is targeting with the base model and 4wd can be engaged if required.

A quick inspection underneath reveals a pickup that looks every bit as tough as its marketing suggests. The underpinnings appear robust and well prepared for the rigours of Australian touring, towing and outback exploration.

In day-to-day driving, the new twin-turbo diesel performs admirably and will comfortably satisfy the requirements of most buyers, that said, refinement isn’t its strongest suit. The SL’s vinyl flooring does little to isolate occupants from engine noise and, as a result, the diesel soundtrack is noticeably more prominent than it should be. This is understandable in an entry-level workhorse, but it reinforces the vehicle’s commercial focus rather than creating the sense of refinement increasingly expected in a modern dual-cab pickup.

The twin-turbo setup does a commendable job of delivering usable torque, which allows the six-speed automatic transmission to operate confidently without constantly hunting between gears. Around town, on country roads and while carrying loads, the engine and transmission work together effectively. However, there’s no disguising the fact that this is still a four-cylinder diesel. When pushed hard, the engine feels busy and sounds exceptionally coarse, particularly under heavy acceleration or while overtaking, I would describe it as competent rather than charismatic.

As I have mentioned in previous Ute reviews, I would still love to see Nissan offer a V6 diesel option further up the range. While the current engine delivers adequate performance, a six-cylinder alternative would provide additional refinement, stronger towing performance and a greater sense of effortless capability, particularly in flagship models such as the Pro-4X.

But ultimately, it is the new 4-cylinder powertrain is one of the Navara’s stronger attributes. It delivers the torque drivers need, works well with the transmission and performs consistently across a wide range of driving conditions, it is just not the engine symphony we would hope for when the going gets tough. It is just a shame the same can’t always be said for the ride quality of this particular SL test vehicle.

One area where I feel the Navara really shows its commercial vehicle roots is its braking setup. While I fully appreciate the benefits rear drum brakes offer when it comes to cost, durability and ultimately debris protection when off-road, I would have preferred to see disc brakes fitted all round. Modern discs typically provide more consistent performance under repeated heavy use and are less susceptible to heat-related fade when conditions become demanding. To be clear, the Navara’s stopping power is perfectly adequate for everyday driving and general work duties. However, when tackling steep descents in the hills, the braking system never quite inspired the same level of confidence as some rivals equipped with four-wheel disc brakes.

Fortunately, the steering experience is far more reassuring. At 12.7 metres, the Navara’s turning circle is on the average side of the segment, it often requires an extra shuffle or two when negotiating tight car parks or performing U-turns. Thankfully, the electrically assisted steering helps mask much of the vehicle’s size and makes navigating urban roads and car parks a breeze. More importantly, the steering offers impressive feedback, unlike some modern systems that can feel overly isolated, the Navara continually communicates what the front wheels are doing. Even when travelling straight ahead, there is a reassuring sense of connection through the wheel, allowing for more precise and confident driver inputs.

As we’ve found throughout our recent pickup testing, any dual-cab worth considering needs to offer a braked towing capacity of at least 3,500kg. Pleasingly, the 2026 Navara SL comfortably meets that benchmark. The move to incorporate the leaf-spring rear suspension setup has undoubtedly helped Nissan maximise its carrying and towing capabilities. The SL boasts the highest payload rating in the Navara range at an impressive 1,064kg, largely due to its lower equipment levels and lighter overall specification. Despite being the entry-level variant, the SL is no lightweight.

It tips the scales at 2,126kg in kerb weight, while key towing-related figures include a Gross Vehicle Mass (GVM) of 3,190kg and a Gross Combined Mass (GCM) of 6,250kg. While those figures don’t quite place it at the top of the class, they remain highly competitive and provide owners with plenty of flexibility whether towing a caravan, work trailer, boat or carrying a sizeable payload in the tub.

Practicality is clearly a priority throughout the cargo area, the tub features four tie-down points, one positioned in each corner, but Nissan has thoughtfully varied their placement. The forward tie-downs sit higher on the side of the tub, while the rear points are mounted lower, making it easier to secure a wider variety of loads, particularly any shallower items. I am slightly disappointed that Nissan have not included a step for stepping up into the rear tub, this is becoming a feature within this sector and one that helps with day-to-day life of a working vehicle, on the Navara I find myself using the rear wheel to jump up.

Another feature I appreciated was the damped tailgate, thankfully, the days of tailgates crashing down under their own weight appear to be behind us. The controlled lowering action not only feels more premium but also makes everyday use considerably more pleasant. Nissan has also paid attention to even smaller day-to-day details, The lowered tailgate sits just high enough above the rear bumper that if you accidentally leave your keys, phone or other small items resting on it, they’re unlikely to be crushed when closing the tailgate. It is a minor touch, but one that demonstrates some real-world thinking from Nissan.

The tub itself is both long and deep, offering impressive carrying capacity. However, there is one significant limitation that may prove a deal-breaker for some buyers. Despite being developed for the Australian market, the new Navara still cannot accommodate a standard Australian pallet between the rear wheel arches. Based on my measurements, a European-spec pallet will fit, but the wider 1165mm Australian pallet remains too large.

This is somewhat disappointing given several newer Ute competitors have designed their tubs to accommodate local pallet dimensions. By increasing the distance between the wheel arches, these manufacturers have delivered a genuine advantage for tradespeople and business operators who regularly transport palletised goods. Depending on the nature of your business, this could be a significant consideration and one worth investigating before signing on the dotted line.

I was also disappointed by the absence of a rear sliding window or pass-through arrangement between the cabin and tub. It might seem like a small feature, but it can be incredibly useful when transporting longer items or simply improving cabin ventilation during summer. From seeing older Navaras on the road, this was a feature until the new model arrived.

Fuel economy is respectable for a mid-sized pickup. While it is not class-leading, the Navara SL is relatively frugal, with Nissan claiming 7.7L/100km. In real-world driving, I recorded 9.0L/100km across a good mix of conditions, including highway, urban, trail and off-road driving.

Verdict on the SL: Putting the suspension shortcomings aside, I came away genuinely impressed by the Navara SL. It successfully delivers exactly what many buyers want from a modern dual-cab work pickup, with strong towing capability, a generous payload, solid off-road credentials and a practical, hard-wearing interior. It also happens to be a good-looking Ute, with a purposeful design that suits its intended working role. Would I choose the Navara SL over every other pickup currently on the market? To be totally honest, probably not based on the experience I had with the SL’s extremely harsh suspension.

The reality is that no Ute I have driven over the past 12 months has been perfect, every model excels in certain areas while compromising in others. Ultimately, the best choice comes down to your intended use, your priorities and, to some extent, your loyalty to a particular brand. That said, the Navara SL does more right than wrong, so, if your primary focus is work, towing and load-carrying, it represents a capable and honest offering. The only major reservation I would raise concerns the inability to carry an Australian-standard pallet between the wheel arches, which may be a genuine deal-breaker for some trades and businesses here in Oz.

Beyond that, the Navara SL proves itself to be a capable all-rounder that remains true to its working-class roots while offering just enough comfort and technology to satisfy most buyers.

Pricing and some of the extras you can expect as you spend more through the Navara range (all prices are Driveaway based on South Australian location and are correct going to press):

SL Dual Cab: $49,990 AUD

ST Dual Cab: $52,990 AUD on top of the SL, you get 17” alloy wheels, LED front fog lights, privacy glass, side steps and a sports bar.

ST-X Dual Cab: $58,990 AUD equipment over the ST includes the Nissan’s Super 4WD system with Terrain Selector, hill descent control, gunmetal 18” alloy wheels, a tubliner,  black leather-accented seats with “Navara” embroidery and a wireless phone charger.

PRO-4X: $63,990 AUD: the Pro-4X includes darkened styling theme with red accenting and Black fender flares on the exterior while you greeted with the special leather seats with PRO-4X embroidery when you step inside, 17” black alloy wheels with all terrain tyres, and a towbar, the Pro-4X accessories gives this Navara an aggressive and purposeful stance and you will certainly stand out in the Ute laden car parks you see in Australia.

So, stepping up to the ST-X, what does an extra $9,000 AUD buy you when moving up two grades in the Navara range? With the keys to the ST-X now in hand and both vehicles parked side-by-side, at first glance the differences aren’t immediately obvious. From a distance, the ST-X looks remarkably similar to its SL sibling, with only a handful of cosmetic enhancements and a set of stylish 18-inch alloy wheels distinguishing the two.

My press vehicle arrived finished in Outback red, and while brightly coloured Utes may not be the current fashion, I have always had a soft spot for a red vehicle. Thankfully, the Navara wears the colour exceptionally well and throughout the week, I caught numerous bystanders taking a second glance or staring as I drove past, which I can only attribute to the fact it stood out amongst the endless procession of white work pickups populating Australian roads.

I particularly like the contrasting dark grey door mirrors, which complement the red paintwork nicely and add a touch of sophistication and sportiness to the exterior. The grey-painted door handles, however, don’t work quite so well. To my eyes, they make the vehicle look slightly cheaper than it is and would have preferred them colour coded, this is certainly not a criticism, just personal choice.

Open the door to the ST-X and the similarities between the two Navaras quickly begin to fade. Gone is the SL’s vinyl flooring, replaced by full carpeting that immediately lifts the cabin ambience. Leather-appointed seats further reinforce the ST-X’s more lifestyle-focused intentions, while heated front seats and power adjustment make it clear this pickup is aimed more at the private buyer that balances work and home life rather than just a working vehicle.

The overall layout remains familiar, but the ST-X feels like a considerably more polished product once you’re seated behind the wheel. The upgraded materials and additional creature comforts transform the cabin into a far more pleasant place to spend time, whether commuting to work, heading away for the weekend or tackling a long-distance road trip, it feels more complete.

The piano black trim surrounding the centre console certainly adds a premium appearance, although I am not entirely convinced by its long-term durability. This particular vehicle had only travelled around 6,500km and was showing signs of minor scratching. As with most piano black finishes, it is also a magnet for fingerprints and dust. Personal taste plays a part here, but if I am being honest, I actually preferred the more practical faux carbon-fibre trim found in the SL.

Interestingly, Nissan has retained the conventional handbrake in the ST-X. It is an unusual decision given many higher-spec vehicles now utilise electronic park brakes, and traditionally it is the entry-level workhorse models that hang on to the old-fashioned pull-up lever. That said, it functions perfectly well and provides the same reassuring mechanical engagement as the SL. While an electronic brake would arguably clean up the centre console and contribute to a more contemporary feel, this is very much a minor criticism.

The ST-X gains a plastic tub liner, which should significantly improve durability and help preserve the condition of the load area. However, Nissan has followed the same approach as many manufacturers by stopping the liner short of the upper tub edges. This leaves painted surfaces exposed to tools, equipment and general cargo, making them vulnerable to chipping and scratching over time. I would like to see manufacturers provide greater protection in this area from the factory, as it is one of the first places to show wear on a working vehicle. A quality paint protection film would be a worthwhile investment for anyone wanting to keep their vehicle looking presentable over the long term.

One omission I noticed, was the absence of a tub light, it seems like a relatively inexpensive addition, but on several occasions, I found myself fumbling around in near darkness after opening the tailgate at night. A centrally mounted LED light would make a genuine difference to everyday usability, but one on each side of the tub would be a real-world game changer.

Which also leads me to the rear lights, in a world of continued LED enhancements, Nissan have chosen to keep with a trusted bulb setup for the rear cluster, which could be a factor to the Navara’s working life, often it is the taillights that get knocked or broken, in the Navara’s case, a single bulb can be replaced rather than fitting a complete cluster.

At the front of the vehicle, I was also surprised to discover that the bonnet still relies the same traditional prop rod found on the SL rather than gas struts, given the ST-X’s more premium positioning, I expected a slightly more sophisticated setup. It is worth noting once again that the bonnet itself is quite heavy, making gas struts feel like a missed opportunity in the more luxury model.

The moment I pulled away, it became clear that the ST-X and SL delivered different driving experiences, a real case of chalk and cheese. The ST-X certainly isn’t class-leading when it comes to ride quality, but it is significantly more comfortable and refined than the jolty SL. This is somewhat puzzling given both vehicles share the same core suspension architecture, yet the difference from behind the wheel is undeniable.

Where the SL constantly felt busy and unsettled, the ST-X is more composed and noticeably more car-like in its behaviour. It rides with greater sophistication, feels more complete over poor road surfaces and is simply a more pleasant vehicle to drive day-to-day.

Under the bonnet sits the same 2.4-litre twin-turbo diesel engine found in the SL. Performance remains adequate rather than exciting, with the engine delivering reassuring torque but never feeling particularly quick. There are moments when it still feels as though it is waiting for the turbochargers to wake up, particularly when accelerating from a standstill. In fact, during my first drive, I experienced a somewhat concerning incident when pulling away from a set of traffic lights.

I pressed the accelerator and was met with virtually no response. Pressing harder yielded much the same result before several stabs at the throttle eventually prompted the vehicle to spring into action. Thankfully, the issue only occurred once and never reappeared during the remainder of the test period. Nevertheless, it lingered in the back of my mind for the next few drives until the Navara proved itself faultless and gradually restored my confidence.

Like the SL, the ST-X really begins to shine once the tarmac ends, from the limited time I have spent with the new-generation Navara, it is clear that Nissan has produced a highly capable off-roader. Its shared platform and underpinnings with the Mitsubishi Triton have undoubtedly contributed to this capability, providing a proven foundation on which to build the new D27 Navara.

While there is plenty of commonality beneath the skin, both manufacturers have done enough to ensure their respective vehicles possess their own identities and driving characteristics. The Navara may share much of its DNA with the Triton, but it never feels like a simple rebadge.

Out on dirt roads and more technical terrain, the ST-X combines its strong low-down torque, capable four-wheel-drive system and improved ride quality to deliver a confident and enjoyable driving experience. In many respects, this is where the extra investment over the SL starts to make the most sense.

Fuel economy in the Navara ST-X was marginally better than the SL, despite Nissan quoting the same 7.7L/100km claim for both models. Over the course of a week, I recorded 8.7L/100km across a varied mix of highway, city, trail and off-road driving.

Verdict

If you’re in the market for a no-frills work Ute, the Nissan Navara SL does a respectable job. It offers strong towing credentials, excellent payload capacity and all the fundamental capability expected of a modern dual-cab pickup. However, in such a fiercely competitive segment, I can’t help but feel there are more compelling options available for similar money.

For me, the SL’s biggest shortcomings were its utilitarian cabin presentation compared to some of its competitors, the abundance of hard black plastics and, most notably, the ride quality. I completely understand that this model is aimed squarely at tradies and fleet buyers, but that doesn’t mean comfort should be overlooked. After all, many owners spend eight, ten or even twelve hours a day behind the wheel, and there are several rivals in the mid-size pickup market that manage to blend workhorse practicality with a greater degree of refinement for a comparable investment.

I should reiterate a point made earlier in the review. Given how dramatically different the SL felt compared with the ST-X, despite sharing the same underpinnings, I strongly suspect there may have been an issue with the suspension setup on my particular press vehicle. The ride was unusually harsh, even on South Australian roads, which are far from the roughest in the country. At times, I genuinely found myself reluctant to drive it, while passengers certainly weren’t enthusiastic about return journeys.

That brings us to the ST-X, for a touch under $9,000 AUD more, the ST-X feels like an entirely different vehicle. Yes, it still retains the rugged, hard-working nature that defines the Navara range, but the additional comfort, improved cabin ambience and more premium materials transform the ownership experience.

The leather-appointed interior, carpeted flooring, heated and powered front seats, wireless charging and Nissan’s Super 4WD system all contribute to a Ute that feels far better suited to everyday life. The suspension, while still not class-leading, is noticeably more compliant on sealed roads, more settled on gravel and genuinely impressive once you venture off the beaten track. Perhaps most importantly, the ST-X simply feels more complete. Beneath the surface, it remains every bit the capable workhorse as the SL, but the added refinement gives it a level of comfort and serenity that I feel justifies the additional outlay.

So, would I spend my own money on the SL? The answer would be a resounding, no. While it certainly has strengths, I believe there are other pickups around the $50,000 AUD mark that offer greater refinement and a more balanced overall package. The ST-X, on the other hand, strikes a much sweeter spot in the range. Nissan has priced it sensibly, the additional features add genuine value, and the improved driving experience makes it a far more enjoyable vehicle to live with day-to-day.

After spending time with both models, my recommendation would be simple, save a little longer, stretch the budget if you can, and opt for the ST-X. In my view, it’s the Navara that best balances workhorse practicality with everyday comfort and ultimately feels like the more polished and complete package.

(Vehicle specifications and pricing can change regularly. The information provided in the table above was correct at the time of writing. Please contact your local Nissan dealer for the latest specifications, features, availability and pricing)