WHEN THE D40 NAVARA first appeared on the scene four years ago, it was a breath of fresh air for the light commercial sector.
With class-leading ride and handling levels, and a diesel that - on paper - punched holes in the competition, it sold up a storm and continues to do so.
Today the D40 Navara remains Nissan Australia’s best selling model range. But does it continue to measure up to the hype metered out by motoring journos over the past four years, or has the competition moved the game along?
To find out, we took a diesel automatic D40 Dual-Cab up into Victoria’s high-country to see how it got on, on and off the road.
Styling
A common theme in this segment (Triton aside) is simple box-like styling. In this regard the D40 lifted the bar on its arrival and continues to attract buyers who find the wide, chunky and muscular styling of the Navara appealing.
It is certainly handsome enough in a US-truck kind of way. Nissan’s design DNA can be seen in the chrome angled-strut grille (where a hint of big brother Patrol can be seen) and fender flares, which are not add-ons, but integral to the exterior panel pressings.
The light commercial segment is undergoing some change and manufacturers are now looking to inject some design flair into their ‘working’ models, following Mitsubishi’s lead with the Triton. Recent spy images of the 2011 Ford/Mazda Ranger/BT50 have revealed some appealing curves. No-doubt, others will follow.
In the meantime, the Navara’s styling maintains the edge on market leader HiLux, which looks under-tyred, nose-heavy and awkward. The Navara also more than holds its own against the likes of D-Max, Colorado, BT50 and Ranger.
Mechanical Package
All models in the D40 Navara range are available with the same YD series 2.5-litre four-cylinder turbo diesel engine as fitted to our test vehicle.
With peak power of 128kW and maximum torque of 403 Nm at just 2000 rpm, the ‘little’ diesel eclipsed the field with its outputs back in 2005.
It features 16-valves, double overhead camshafts, second-generation common rail technology and a variable nozzle turbocharger which is said to deliver lower emissions as well as more power.
For those who prefer a petrol engine, the Navara is available with Nissan’s robust and punchy VQ40 198kW 4.0-litre V6 engine. Either engine choice is available with a six-speed manual or a five-speed automatic (as fitted to our test vehicle).
The Navara’s party piece is its part-time four-wheel drive system, another area in which it has until recently, led the way in the light commercial segment.
The system is driver-selectable via a rotary switch on the centre console and confirmed by a dashboard mode indicator.
In 2WD, drive is delivered to the rear wheels, but once four-wheel drive (4H) is electrically engaged, torque is split on a 50/50 basis between the front and rear axles to cope with slippery conditions.
With 4H selected the Navara can be still be driven on the bitumen much like an AWD vehicle, providing an additional level of safety and surefootedness in slippery conditions.
For real off-road work, 4L can be selected, with Navara’s low ratio (2.625) being one of the best in class on its debut.
Underneath the Navara is a ladder-frame chassis with an independent front suspension system that features double wishbones and coil springs.
The rear suspension is a rigid axle with over-slung leaf springs; it provides a surprisingly compliant ride given its ‘built to carry a load’ specification.
Steering is power-assisted rack and pinion, while the braking system has ventilated discs up front, and, like most in the segment, drums at the rear. ABS with EBD and Brake Assist is a standard feature.
Interior and Equipment
The Navara continues to lead the field on the inside, at least up-front.
The front seats are comfortable and supportive with an adjustable driver’s seat cushion making all the difference, something that is, unbelievably, still not a feature in some of its light commercial competitors.
Navara RX models come standard with an in-dash single CD, central locking, air-conditioning and a split-fold rear bench.
The ST-X model (as tested) adds an in-dash six-stack CD player, power windows and mirrors, remote central locking, ‘utili-track’ cargo securing system, alloy wheels, side steps, leather-bound steering wheel with cruise control, dual front airbags, anti-lock brakes and seatbelt pretensioners.
Importantly for a vehicle with off-road aspirations, the Navara is well-equipped with grab handles, both on the A and B-pillars and above the doors.
The Navara Dual Cab features a three-seater rear bench that may once have set the pace but is now only adequate. Triton now leads the way in the rear, with the Navara’s rear seats feeling upright and too short in the seat cushion by comparison.
The rear bench seat in the Navara however flips up on a 60/40 split to create extra storage space behind the front seats.
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Do you know if NISSAN is going to put under the Navara D40’s (And Pathfinder’s) bonnet the new Nissan-Renault 3L tdv6? Just think about the power (195KW) and the torque (550 Nm). It would definitely out-class the Hilux, Triton, B50, Colorado, the new VW coming utility and the Courier (The Navara D40 is already doing it though, except for the Hilux TRD). I think is the obvious move, unless NISSAN is thinking to put this engine in the Nissan Patrol.
I have had a Nissan Navara D40 for about 18 months and it is now upto it’s 2nd clutch with under 49000km. The first clutch went after only 17000kms. Nissan replaced the first clutch under warranty, now the second time round I am being told it is driver misuse. The clutch in the D40 is a lemon.
I’ve had my Navara since new for around 18 months and have done 55000kms. Some of the dislikes quoted in this test are typical of somebody who has limited time in the vehicle.
I do a lot of high speed remote country driving and it averages 11L/100kms (9kms/L). It is very comfortable to drive long distances, and the 2.5L engine has all the power you need for effortless, safe overtaking. Yes, the engine lacks a little below 1500rpm, but once you own the vehicle, you learn to drive around it. You don’t need to drive it around the 3000rpm mark, (except when accelerating and overtaking). It has MORE than enough power between 1500 - 3000rpm. And will cruise at 2000rpm at 100km/h, right in the fat of it’s torque zone. (6 speed manual)
Not too sure what they’re on about with the brakes. Mine are fine, as is the clutch. Maybe the individual vehicle. Or once again, when you own the vehicle it seems normal. I certainly have no problems with my brakes. As for the clutch, I’ve towed a boat for a good portion of the vehicles’ life, and there’s nothing wrong with it.
Yes, she does ride a little low. Has anyone noticed the new hilux is the same? I’ve considered fitting a suspension lift kit, but really don’t wanna loose the awesome ride quality of the standard suspension.
Yes, the side-steps make it even lower. If this is a problem, it’s a couple of bolts and they’re off. If they weren’t there, we’d be whinging that they weren’t fitted standard.
The fold up rear seat is a great idea, I don’t know why this hasn’t been done before. The ‘utili-trak’ setup in the tray really is a great idea (needs more hooks but). The seating position is better than the Hilux, you feel like you’re sitting on the floor in the ‘lux, too low.
It has been a fantastic vehicle. I’ve got a few ‘Toyota’ mates who’ve been impressed by my Navara, and a few other friends have since gone off and bought D40 Navaras.
I recommend the D40 Navara to anyone looking for a good dual cab ute.
I have to agree with Brad’s comments above. I’ve had my D40 2.5 auto for 9 months and have 33000km on the clock. I just recently returned from a 19000km (approx) trip across some of the most inhospital roads in Australia: The Wapet Rd, Kidson Track, Gary Highway, Gunbarrel Highway and the Simpson Desert among others. The D40 has been modified somewhat with underbelly bash plates, a 50mm suspension lift, and an ARB air locker. I have also fitted an ORS storage system in the tub and removed the utiltrac system. I have also fitted a 160ltr Opposite Lock long range fuel tank to save the need to carry jerry cans.
The D40 to date has been faultless, is an absolute joy to drive and performs every bit as well as my mate’s LC105 whether in the desert or the Vic High Country. Oh and he has similar mods on the cruiser as well.
All in all the D40 is a great performer albeit the fuel stats do not align with that claimed by Nissan. I achieve low 13s around town and mid 12s on the highway - unladen. Loaded for bear I get a combined return ranging between 13.5 and 14.5 ltrs/100. For the recent trip across the deserts etc and fully laden with food, camping gear, 80 ltrs of water (inbuilt ss tank) and full load of fuel….I got 14.2l/100 for the 19000km.
Getting a few real reports of the D40 diesels snapping the timing chain and obvs. doing MAJOR and expensive damage.
Both these where not thrashed and never been off-road, just mainly car use..
Unfortunatly one was out of warranty and owner hit with a $14k bill, other was inside of warranty but service books where not 100% correct and the owner still had to pay $4k of the $9k bill.
Does not suprise me as the 4Cyl/3L Patrol diesel engine has had lots of dramas too.
Unusual for Japanese, but do your reaserch, keep your service books 100% perfect, and take up the extra/extended warranty if you intend to keep it longer.
My advice, buy another brand, not worth the risk.
I own a Navara D40 Diesel Auto. I have done 65000Km & no offroad, all highway driving. My timing chain is also coming apart.
I stopped driving the vehicle because of the severe noise the timing chain was making. My vehicle is in at the dealers at present & Nissan do not want to do it under warranty. My service book is not complete so Nissan will not honour the warranty. The vehicle is serviced in my own truck workshop every 10,000Km & only synthetic oil used & genuine oil & fuel filters. I am sure that this is a fault with the engine & Nissan are avoiding there obligations under warranty.
I’ll keep this brief - with some pros and cons.
I’ve had a D40 diesel 6 spd for 2 years - and on the whole couldn’t be happier. Put a 50mm lift to improve clearance for a trip to the Kimberly. It worked a treat and frankly, the ride hasn’t altered at all (same shocks and springs). Driven carefully I was getting <10 litres but blew that with Cooper ST tyres. Now around the 11 typically and lots more for the Kimberly trip.
Cons - only two to speak of. Main annoyance is what could only be described as fuel knock with a cold motor at around 1500rpm. Nissan advise they have been getting some complaints. It will take a software fix - which they haven’t come up with yet. Only other one was an oil leak at the timing cover. We thought it was more sinister but only turned out to be a gasket.
I’d buy another one without hesitation.
I unfortunately bought a Nissan Navara D40, 47,000 miles, 2 clutches, rattly injectors, rear end noisy. Second hand back end now going to be fitted. 3rd clutch rattling . Owned 6 toyota hiluxes no problems. I use a 13 year old mk3 Toyota for work as I know I will get there and back. Definitely going back to a Toyota Vigo.