Guns blazing!
Never before have there been so many bakkies for South Africans to choose from, and the segment keeps on growing. Enthusiasts have reason to celebrate the arrival of yet another contender â€" the updated Nissan Navara.Xavier Gobille, Nissan’s director for sales, marketing and after-sales, is in high spirits. His French accent is punctuated by feverish hand gestures, yet the wine in his glass never spills.
The last time we saw him this energised was when he was appointed MD of Renault South Africa. Back then he pledged to improve Renault’s dubious reputation, which he has done.
This time Xavier has a new objective: To rekindle our interest in Nissan, and the new Navara will play a key role in his efforts.
The old Navara always seemed to stand apart from other bakkies, partly due to its slightly larger size (and heftier price tag) and because of the continuation of the Nissan NP300 Hardbody, which has always been regarded as the traditional opponent to the Toyota Hilux and the Ford Ranger.
The long-lived NP300 can’t possibly hope to compete against the latest generation of Hiluxes and Rangers, however, which is why the new Navara â€" now in its third generation â€" has stepped back into the ring.
New Navaras are parked neatly in a row, against the jade vineyards of Rhebokskloof Wine Estate. From time to time I glance at the bakkies while Xavier lays out his plans for the brand.
Noticing that my attention is drifting, he halts his monologue and asks my opinion of the new bakkie.
“It’s very nice!†I blurt out. Feeling daft, I quickly add: “But what could you have done better?â€
Xavier is unfazed. He looks directly into my eyes and says, “Nothing is perfect, pfft! But zis is ze best one.â€
What’s new on the outside? Nearly everything about the 2017 Navara is different. The first thing you’ll notice is that the body is far curvier and it also appears slightly smaller than before, although it actually isn’t.
The load bed has been stretched by 67 mm and it’s 18 mm deeper, resulting in a capacity of 1 061 litres. The roof has been lowered by 20 mm to give the vehicle a sleeker appearance and to create the illusion of a wider stance.
My favourite exterior feature is the spoiler on the lip of the tail gate. Its primary role is to improve aerodynamics, but it also doubles as a perch for your brewsky at sunset. Cheers!
And inside? Black and satin silver are the only two colours you’re getting, whether you opt for fabric or leather upholstery. I wouldn’t call the interior “bland†though, it’s just utilitarian. There’s no shortage of cup holders: four in the front and two at the back, plus bottle bins in the door pockets.
There are also four 12 V sockets strewn throughout the cabin for USB adaptors to charge cellphones, or to power a portable refrigerator.
The cabin is slightly shorter and lower than the outgoing model, but legroom remains unchanged. Even a 1,8 m-tall guy like me fits comfortably in the back. The top spec LE model has an electrically adjustable seat for the driver.
What’s the ride like? The new Navara has a multi-link coil suspension attached to a live rear axle, which results in an uncommonly smooth ride for a bakkie without sacrificing off-road ability or carrying capacity. In fact, the new Navara is rated to carry up to 1 002 kg â€" depending on the model â€" and is equal in the rough stuff to most of its competitors.
We didn’t get the opportunity to test the Navara with a tonn e loaded on the back, but it’s interesting to note that Nissan plans to equip the soon-to-be-released single-cab models with regular leaf springs.
This leads one to suspect that the multi-link coil suspension is okay for carrying bicycles and camping gear, but it might not be suited to hauling 20 bags of cement.
The 2,3-litre diesel engine is lively and reaches peak torque and optimal power quickly, at 1 5000 rpm, and holds onto that power for a surprisingly long time thanks to the twin turbochargers that share the load at different engine speeds.
It’s also an economical engine, which has a claimed fuel efficiency of only 7 â„"/100 km despite its admirable performan ce.
The seven-speed automatic gearbox is a good match for the engine â€" I couldn’t fault its operation. However, the six-speed manual is a revelation. Often when a vehicle has a praiseworthy automatic transmission, the manual version is less commendable, or vice versa. Not here. First gear in manual seems well suited to rock crawling and sixth still possesses ample torque â€" it certainly isn’t just a limp overdrive gear to save fuel. So, should you choose auto or manual? Horses for courses, but you won’t be unhappy with either.
Thanks to Xavier Gobille, South Africa has received a superior version of the Navara compared to other markets. He deemed the European-spec models too “soft†for Africa and instructed the local Nissan plant in Rosslyn to give our Navaras better ground clearance and to remove unnecessary bits that would only break on our roads.
You can dial in 4x4 high mode on the fly, at speeds up to 100 km/h, but you’ll have to stop dead before engaging low range and the rear diff lock, just like you’d do in other bakkies. We drove the Navara in the dunes near Lambert’s Bay and its off-road prowess was hard to fault.
Models? Initially the range will consist of three double-cab models, all with 2,3-litre diesel engines and either six-speed manual or seven speed automatic gearboxes.
The range kicks off with the 2.3 DDTT4x4 SE MT (R514 900), followed by the 2.3 DDTT4x4 LE MT (R565 900), and the 2.3 DDT4x4 LE AT (R597 900) with optional leather seats (R13 000 extra).
Two-wheel drive, 2,5-litre petrol, single-cab and possibly also kingcab models are in the works, and we should start seeing them on our roads w ithin a year.
Verdict: Is the new Navara the best bakkie money can buy? I wouldn’t go that far, but it’s certainly one of the best. Toyota and Ford both have legions of fans and Mitsubishi has an excellent bakkie in their Triton. The VW Amarok has recently been upgraded and Mercedes-Benz will launch their X-class bakkie soon. (The Merc bakkie, coincidentally, is based on the Navara.)
Move over SUVs, this is the decade of the leisure bakkie. Oh, what a time to be alive!
The last time we saw him this energised was when he was appointed MD of Renault South Africa. Back then he pledged to improve Renault’s dubious reputation, which he has done.
This time Xavier has a new objective: To rekindle our interest in Nissan, and the new Navara will play a key role in his efforts.
The old Navara always seemed to stand apart from other bakkies, partly due to its slightly larger size (and heftier price tag) and because of the continuation of the Nissan NP300 Hardbody, which has always been regarded as the traditional opponent to the Toyota Hilux and the Ford Ranger.
The long-lived NP300 can’t possibly hope to compete against the latest generation of Hiluxes and Rangers, however, which is why the new Navara â€" now in its third generation â€" has stepped back into the ring.
New Navaras are parked neatly in a row, against the jade vineyards of Rhebokskloof Wine Estate. From time to time I glance at the bakkies while Xavier lays out his plans for the brand.
Noticing that my attention is drifting, he halts his monologue and asks my opinion of the new bakkie.
“It’s very nice!†I blurt out. Feeling daft, I quickly add: “But what could you have done better?â€
Xavier is unfazed. He looks directly into my eyes and says, “Nothing is perfect, pfft! But zis is ze best one.â€
What’s new on the outside? Nearly everything about the 2017 Navara is different. The first thing you’ll notice is that the body is far curvier and it also appears slightly smaller than before, although it actually isn’t.
The load bed has been stretched by 67 mm and it’s 18 mm deeper, resulting in a capacity of 1 061 litres. The roof has been lowered by 20 mm to give the vehicle a sleeker appearance and to create the illusion of a wider stance.
My favourite exterior feature is the spoiler on the lip of the tail gate. Its primary role is to improve aerodynamics, but it also doubles as a perch for your brewsky at sunset. Cheers!
And inside? Black and satin silver are the only two colours you’re getting, whether you opt for fabric or leather upholstery. I wouldn’t call the interior “bland†though, it’s just utilitarian. There’s no shortage of cup holders: four in the front and two at the back, plus bottle bins in the door pockets.
There are also four 12 V sockets strewn throughout the cabin for USB adaptors to charge cellphones, or to power a portable refrigerator.
The cabin is slightly shorter and lower than the outgoing model, but legroom remains unchanged. Even a 1,8 m-tall guy like me fits comfortably in the back. The top spec LE model has an electrically adjustable seat for the driver.
What’s the ride like? The new Navara has a multi-link coil suspension attached to a live rear axle, which results in an uncommonly smooth ride for a bakkie without sacrificing off-road ability or carrying capacity. In fact, the new Navara is rated to carry up to 1 002 kg â€" depending on the model â€" and is equal in the rough stuff to most of its competitors.
We didn’t get the opportunity to test the Navara with a tonn e loaded on the back, but it’s interesting to note that Nissan plans to equip the soon-to-be-released single-cab models with regular leaf springs.
This leads one to suspect that the multi-link coil suspension is okay for carrying bicycles and camping gear, but it might not be suited to hauling 20 bags of cement.
The 2,3-litre diesel engine is lively and reaches peak torque and optimal power quickly, at 1 5000 rpm, and holds onto that power for a surprisingly long time thanks to the twin turbochargers that share the load at different engine speeds.
It’s also an economical engine, which has a claimed fuel efficiency of only 7 â„"/100 km despite its admirable performan ce.
The seven-speed automatic gearbox is a good match for the engine â€" I couldn’t fault its operation. However, the six-speed manual is a revelation. Often when a vehicle has a praiseworthy automatic transmission, the manual version is less commendable, or vice versa. Not here. First gear in manual seems well suited to rock crawling and sixth still possesses ample torque â€" it certainly isn’t just a limp overdrive gear to save fuel. So, should you choose auto or manual? Horses for courses, but you won’t be unhappy with either.
Thanks to Xavier Gobille, South Africa has received a superior version of the Navara compared to other markets. He deemed the European-spec models too “soft†for Africa and instructed the local Nissan plant in Rosslyn to give our Navaras better ground clearance and to remove unnecessary bits that would only break on our roads.
You can dial in 4x4 high mode on the fly, at speeds up to 100 km/h, but you’ll have to stop dead before engaging low range and the rear diff lock, just like you’d do in other bakkies. We drove the Navara in the dunes near Lambert’s Bay and its off-road prowess was hard to fault.
Models? Initially the range will consist of three double-cab models, all with 2,3-litre diesel engines and either six-speed manual or seven speed automatic gearboxes.
The range kicks off with the 2.3 DDTT4x4 SE MT (R514 900), followed by the 2.3 DDTT4x4 LE MT (R565 900), and the 2.3 DDT4x4 LE AT (R597 900) with optional leather seats (R13 000 extra).
Two-wheel drive, 2,5-litre petrol, single-cab and possibly also kingcab models are in the works, and we should start seeing them on our roads w ithin a year.
Verdict: Is the new Navara the best bakkie money can buy? I wouldn’t go that far, but it’s certainly one of the best. Toyota and Ford both have legions of fans and Mitsubishi has an excellent bakkie in their Triton. The VW Amarok has recently been upgraded and Mercedes-Benz will launch their X-class bakkie soon. (The Merc bakkie, coincidentally, is based on the Navara.)
Move over SUVs, this is the decade of the leisure bakkie. Oh, what a time to be alive!
| VITAL STATISTICS | 2.3 D DT4x4 LE AT |
| Engine | 2 298 cc 4 inline twin turbo-diesel |
| Power | 140 kW @ 3 750 rpm |
| Torque | 450 Nm @ 1 500 rpm |
| Transmission | 6-speed auto |
| Final drive | Four-wheel drive with low range |
| Fuel consumption | 7 â„"/100km |
| Tank volume | 80 â„" |
| Ground clearance | 229 mm |
| Approach/departure angle | 33° and 28° |
| Payload | 961 kg |
| Towing weight | 750 kg (3 500 kg braked) |
| Warranty | 6 years/150 000 km |
| Service plan | 3 years/90 000 km |
| Service intervals | 15 000 km/12 months |
| Price (June 2017) | R597 900 |
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