Having tested Nissan’s Navara in the popular ST-X spec, it made sense to also try the top-of-the-line Pro4-X.

Navara deserves iconic status. It has been part of the New Zealand landscape and lifestyle for four generations and 40 years. It transformed Nissan’s profile in rural, commercial, construction and then became a firm favourite with families for its strength and utility.

More than 500,000 Navaras have been sold in Australia and New Zealand since 1986.

Now, the fifth generation has arrived, and we’ve driven it on – and off - New Zealand roads.

At the top of the range, the Pro-4X is a $67,690 flagship that adds a more lifestyle, adventure-oriented edge. It is much more offroad-oriented than the ST-X. In fact, it’s a clear choice for those who fancy doing some offroad work at the weekend in a vehicle that can match any other double-cab ute in weekday on-road work.

The Navara has a full suite of ADAS driver support and awareness systems. Nobody gets a five-star ANCAP rating without it, and that rating is gatekeeper to fleet sales. The Driver Monitoring System carries over from the Triton and its wee video on the steering column is set at hair trigger - divert your gaze just a fraction and it’ll go spare, yawn more than once and it’ll insist you take a break. Turning it off requires the same deep dive into a sub-menu, and it re-sets to factory on every fresh start.

The ‘Super 4WD’ transmission system comes to ST-X and Pro4-X with 2wd and 4wd, high and low ratios, a Torsen limited-slip differential and seven terrain modes: Normal, Eco, Gravel, Snow, Mud, Sand and Rock.

The switch to the Mitsubishi engine sees an increase in both power and torque over the D23, as well as a reduction in fuel consumption, while the entire Navara range inherits a five-star ANCAP safety rating. The engine produces 150kW at 3,500rpm and 470Nm of torque between 1,500-2,750rpm. Official fuel economy is listed as 7.7l/100km.

The whole D27 range has a 3,500kg (braked) towing rating and one tonne payload.

Pro4-X arrives with all-terrain tyres, and its Australian built suspension is measurably more capable offroad that that of the Navara’s platform-share cousin, Mitsubishi’s Triton. So much so that Mitsubishi in Australia recently announced that it, too would be buying Australian-spec suspension for its Triton.

In platform sharing, it’s all about differentiation. Ford and VW had to do that. Mazda and Isuzu likewise. With the Triton and Navara, a key part of that differentiation coming from local suspension development in Australia.

In terms of the exterior, the most obvious visual differences between the new Navara and Triton are the front-end design and grille, headlights, tail-light signatures, wheel designs and badging. Nissan’s front fascia is a stronger signature than at the rear, where it’s about different tail-light internals.

The front end follows current design language across many ute brands: a big, bluff nose without any pretence at a separate bumper. There are LED headlights and a massive grille, with three narrow slots above the grille that evoke the old D21 model and the original Pathfinder. At the rear there are clear-covered vertical tail-light clusters and prominent NAVARA branding is stamped across the tailgate which, like the three slots in the bumper, are outlined in red on the Pro-4X.

Inside, there’s a fat sports steering wheel and deeply sculpted sports seats in leather and suede. The front seats favour the driver – there’s power eight-way adjustment vs the passenger’s four-way manual adjustment. Steering wheel to seat relationships were easy to adjust for this 5’8” user and there’s plenty of space for taller drivers or passengers.

The hard surfaces are robust and well assembled.

The Pro-4X’s red stitching and trim accents raise the interior beyond what most utes offer.

One small feature we loved about the D23 cab that’s now gone is a sliding winder in the cab’s rear glass. A small thing, but having the slight breeze that window offered was pleasant on hot summer days.

Like ST-X, one surprising omission from standard spec is a tray protector. Pretty much all 4WD utes need a tray protector. A towbar is also likely to be a popular tick-box on the order sheet.

So how’s it drive?

Like the ST-X, the Pro4-X is comfortable on New Zealand roads, gravel or tarmac. On tarmac, it has pleasingly direct, well-weighted steering, and the tyres turn-in confidently, giving the Navara a strong feel on sealed roads. On gravel, too, Navara is composed and predictable.

Premcar's suspension tune significantly improves the handling.

Where Triton can feel a little fragile over rough roads, Navara is absolutely dialled-in. The suspension, in turn, contributes to excellent communication to the driver from the seat base and steering wheel. The new Navara’s suspension geometry reflects its focus on real-world capability.

Ground clearance increases to 228mm — up 8mm over the outgoing model — while the departure angle improves to 22.8 degrees, a 2.2-degree increase that provides greater confidence when cresting obstacles and exiting steep terrain.

As a result, the ramp-over angle increases to 23.4 degrees and the approach angle of 30.4 degrees provides confident entry into steep terrain.

Conclusion

As noted when we drove the ST-X, there’s a sea-change going on at Nissan. The new Navara will shoulder much of the heavy-lifting of holding the brand’s profile and market position in this country.

Navara is a flagship vehicle for Nissan as it right-sizes itself for the future, and it has definitely taken a serious step forward in terms of technology and capability.