It’s been nearly twelve years, but it’s finally here; the new 2026 Nissan Navara has landed in New Zealand.
First landing in New Zealand in 1986, the Nissan Navara has established itself a reputation as one of the most capable utes then available. Since then, over 500,000 Nissan Navaras have been sold across Australasia (around 70,000 of which were sold in New Zealand), across four different model generations.
The year 2026 marks the fifth-generation D7 Nissan Navara, with its arrival timed alongside its 40th anniversary in New Zealand.
Although, the arrival of the new Navara hasn’t been met with the same previous fanfare among Nissan loyalists. That’s likely because the new Navara shares its platform with the Mitsubishi Triton –like the Volkswagen Amarok does with the Ford Ranger, and Mazda BT-50 with the Isuzu D-Max.
Still, Nissan believes this fifth-generation is the most refined and capable Navara yet. They also reckon they’ve differentiated it from its Mitsubishi sibling, providing it with the feel of a proper Navara.
Nissan were confident enough to invite Drivelife across the ditch to Canberra to test it out, for the official launch of the new 2026 Nissan Navara.
The Range
The cheapest Navara kicks off the range from $54,690, while the top of the range (for now) starts at $67,690.
| Model | Body Style | Standard Price | Promotional price |
| Navara SL | Dual-Cab | $54,690 | – |
| Navara ST | Dual-Cab | $57,690 | – |
| Navara ST-X | Dual-Cab | $62,690 | $59,620 |
| Navara Pro-4X | Dual-Cab | $67,690 | $64,690 |
The trims for the new Navara are the same as they were on the outgoing ute, comprising four different grades (SL, ST, ST-X and Pro-4X. All models are exclusively dual-cabs, with the single, king and extended cabs being discontinued.
For its launch, Nissan is offering a promotional price for the ST-X and Pro-4X, discounting them by $3,000 on new orders until the end of March 2026.
There are eight exterior colours offered for the new Navara, three of those are offered standard and a further five i.e. the ‘premium’ colours, are offered for an additional $500.
Standard Colours:
- Alpine White
- Midnight Black
- Outback Red
Premium Colours:
- Blizzard White
- Summit Silver
- Boulder Grey
- Horizon Blue (ST-X and Pro4X only)
- Kimberly Orange (ST-X only).
For more information about the new Nissan Navara, check out the Nissan NZ website.
The New 2026 Nissan Navara
Anybody who has kept tabs on the new Nissan Navara will be aware the new Navara has a twin under-the-skin in the form of the Mitsubishi Triton.
For those unaware, the new Navara and the latest-generation Mitsubishi Triton share the same underlying Alliance-developed platform. I say ‘Alliance-developed’, but it was Mitsubishi that led its development.
Saying both utes ‘share a platform’ is probably understatement, because the Navara is mostly a Triton from the outside-in. From the exterior metal to the cabin trimmings, through to the engine and chassis underneath it, all of it is virtually identical to the Triton.
The initial reception amongst some online, or should I say the disappointment, has been palpable.
Certain Navara loyalists loved the old-generation D23 for its whooshy 2.3-litre twin-turbo diesel, its coil-sprung rear suspension, and sliding rear window, all of which have been ditched on the new ute, in favour of the Triton’s hardware.
This means the new Navara has a 2.4-litre twin-turbo diesel, leaf springs for the rear suspension, and no more sliding rear window.
Admittedly, I can empathise with some of the negative criticism. These characteristics made previous-gen Navara unique in the 3.5-tonne ute segment, and the loss of this hardware could spell an identity crisis for the Navara.
It leaves a lingering question of ‘why buy the Navara and not a Triton?’.
Yet, I wouldn’t be so quick to dismiss the new Navara as a cynical badge-engineering attempt, because Nissan has differentiated the Navara in more ways than you’d expect. The obvious difference is at the front, where Nissan has designed its own front facia for the Navara – which is already better looking than the Triton.
There are also some other surface-level tweaks, like freshly-designed alloy wheels, certain standard equipment changes (such LED lights being standard across all specs), and other improvements like the tailgate being properly damped, and no longer feeling like it’s loaded full of lead (as it does on the Triton).
Yet, the Navara’s biggest selling point is that Nissan commissioned a comprehensive re-tune of the Navara’s suspension, resulting in three unique suspension tunes across the four different Navara models.
So, what does this comprehensive suspension tune mean, exactly? In developing the new Navara, Nissan recruited Melbourne-based engineering consultancy, Premcar, to tune the Navara’s suspension for the Australasian market.
If your memory is old enough, you’ll remember that Premcar was once called ProDrive Australia, and before that, Tickford Vehicle Engineering. You’ll probably also remember all the fast Falcons which the firm had a hand at producing in 2000’s.
More recently, Premcar have been responsible for helping Nissan develop the first D23 Navara Warrior, and lately, the Nissan Patrol Warrior. Yes, that’s the one with the side pipes.
For the new Navara, Premcar performed more than 18,500kms of real-world testing across Australia and New Zealand, and experimented over 550 different shims and placements in the dampers to get the results they were after.
Premcar’s chief executive Bernie Quinn told us their priorities for the tune was improved primary ride control – which involves managing oscillations to ‘settle’ the vehicle – better secondary ride comfort (or plushness), along with improved steering response and feel, linear handling behaviour and confident towing stability.
Bernie said that Premcar worked closely with their damper supplier Tenneco to develop the shocks for Nissan, even utilising a trailer-rigged damper dyno to limit test their shocks across different conditions to ensure their performance and longevity. Naturally, Premcar also benchmarked the competition as well. The result is suspension that is uniquely tuned for Australian conditions according to Nissan, which few utes in the segment can rightfully claim.
Anyway, all of this sounds great on a PowerPoint presentation, but does it actually make a difference in the real world?
We’d soon find this out for ourselves, as Nissan had planned us a full day of road testing the new Navara.
The Drive: The 2026 Nissan Navara Pro-4X
The first leg of our journey would be spent riding shotgun in the new Navara Pro-4X, as we left the hotel heading south-west toward the Bullen Range and Tidbinbilla Nature Reserves.
From the outset, there seemed little to differentiate the Navara from the equivalent Triton. The cabin is virtually identical, using the same dashboard, trims, and switchgear as in the Triton. The technology is also the same, with the dash-top mounted infotainment screen running the same software, along with the partially digital instrument cluster.
Pressing the engine start-button awoke the familiar rattle of the Triton’s 2.4-litre twin turbo-diesel, and the chimes of the active safety systems rang out in the same tune as in the Triton. The only immediately obvious difference was that the front seats were embossed with the word “Navara”.
You can see how this would upset some of the more ardent Navara supporters.
But I’ll defend Nissan for their choice. Firstly, building and developing an all-new Navara would’ve been costly for Nissan, and they’d be doing so against a backdrop of ever tightening emissions and safety standards, along with exploding fuel costs.
Not to mention that you’d be putting this new Navara straight into a segment that’s hotly competitive, with new entrants seemingly emerging by the week. Secondly, the underlying recipe of the Triton is actually very good.
The 2.4-litre 4-cylinder twin turbo-diesel powerplant of the Triton (and Navara) develops 150kW of power and 470Nm of torque, up 10kW and 20Nm over the 2.3-litre diesel powerplant in the D23 Navara.
The engine is more responsive, with peak torque developing from 1,500rpm. The new twin-turbo arrangement produces boost more consistently across the entire rev-range, and does so before the downshift. The result is a noticeably stronger mid-range and improved throttle response. Not to mention that it’s more fuel efficient too, with a claimed fuel consumption figure of 7.7-litres per 100Kms – 0.2L per 100kms better than the D23.
The six-speed gearbox is well optimised, and the chassis and 4WD system are also excellent. More on this later.
Anyway, Nissan were probably right to utilise this platform and build from it, despite all the similarities.
Although, it didn’t take long to realise the Navara drove quite differently to the Triton. Navigating our way through traffic, the Navara’s front-end felt more compliant and was less disturbed by higher frequency bumps.
It became even clearer when I hopped into the driver’s seat, halfway through the first leg of our journey. At this point, we’d made it out onto the rural roads on the outskirts of ACT. The Navara felt more planted, and was quicker to settle when travelling over undulating rural roads at pace.
In general, the whole chassis felt more settled. Sure, the rear-end remained somewhat juddery – you can’t really escape this with leaf springs – but it didn’t gyrate as much as I recall the Triton doing.
Not only does this translate into more confidence behind the wheel, it also reduces the head-toss you’d experience when travelling such roads at pace.
According to PremCar, a secret ingredient in achieving these changes was the use of internal rebound springs inside the dampers, which improve stability over bumps, but also smooth out transitions when the suspension unloads.
I am imagining that some readers won’t be convinced, and will swear by the rear coil-spring suspension of the D23 Navara. In my view, the front-end control of the new Navara is better, even if the rear isn’t quite as plush.
Even if you don’t believe me, you might believe Mr Quinn, who indicated to DriveLife that PremCar did have initial concerns about the flexibility they would have when tuning suspension with leaf springs. However, their engineers quickly realised that this platform allowed more flexibility owing partially to the increased amount of shock travel compared to the D23.
They even tested the suspension against one of their own creations – a D23 Navara Warrior – and were pleased with the results.
After navigating the outskirts of Canberra, we pulled off the tarmac onto the dirt to begin the next section of our test, where we’d take the Navara on an offroad trail past Bullen Range and alongside the Murrumbidgee River.
Fortunately, we’d lucked out being in the Navara Pro-4X for most of this section. According to Nissan, the Navara Pro-4X is pitched at the recreational or lifestyle buyer. Not only does it have all the trimmings, but Nissan has configured this Navara to be the most offroad adept out of its siblings.
The Pro-4X comes standard with 17-inch alloys cased in offroad-biased Toyo all-terrain tyres, providing greater tyre sidewall compliance and impact absorption. The suspension has also been calibrated to allow freer wheel articulation over uneven terrain.
The off-road section started out light, navigating some corrugated roads before we got to the more challenging terrain, where we’d have an opportunity to utilise the Navara’s Super 4WD system. Super 4WD is standard on the ST-X and Pro-4X Navara models. Essentially, it’s the same as Mitsubishi’s Super Select Two off-roading system.
This system utilises a variable to fully-locking torsion limited-slip differential in the middle, providing the ability to have switch-on-the-fly four-wheel-drive for on-road use, and also the capability of being fully-locked when off-road.
It’s even controlled with the same knob as found in the Triton, with the same switchable modes denoted as 2WD, 4WD, 4HLC (4WD, High Range, locked centre) and 4LLC (4WD, Low Range, locked centre).
There’s also the added bonus of a seven-mode drive selector, adjusting the traction control settings between Normal, Eco, Gravel, Snow, Mud, Sand and Rock.
If this weren’t enough already, Nissan also provides a rear-electronically locking differential across all grades.
As the ground got rockier and ruttier, the Navara navigated the terrain with the enthusiasm a Labrador has for water. I’ll admit; we weren’t exactly pushing the limits of the Navara (thus saving us from any awkward conversations with the insurers) but it was more than enough to demonstrate the Navara’s breadth of abilities.
If anything, the off-roading further demonstrated the advantages underlying this Alliance platform. Not only do Super 4WD and the traction control systems perform excellently, but the Navara also benefits from extra ground clearance (+8mm) and an improved departure angle (+2.2 degrees). The improved throttle response and traction control mapping, also provided greater ability to control torque off-road.
We didn’t even need to use the locking rear differential, which Nissan provides as standard across all models.
The Drive: The 2026 Nissan Navara ST-X
Emerging from the mountains with the flanks of our Navara’s suitably muddied, we headed back towards civilisation.
For this leg, we’d swapped into another Navara – the ST-X. The ST-X is the more road-biased Navara. It flies under the radar compared to the Pro-4X, without any orange accents, flared arches or chunky dual terrains to draw attention to it. Instead, the ST-X wears a more modest set of clothes, including a set of 18’’ alloys – one inch up from the Pro-4X, wrapped with Maxxis Bravo all-terrain tyres.
The ST-X has its own unique suspension tune, that’s set up slightly softer than the Pro-4X. This is deliberately done to account for its larger wheels and tyres with stiffer sidewalls, which naturally provide some firmness.
You wouldn’t expect such subtle changes to have any meaningful impact at first, yet the difference became apparent after swinging the ST-X into a fast downhill left-hander. Where many utes would lean over like a well-known Italian tower, where the ST-X showed off its superior body control, loading itself progressively and controlling its lateral yaw surprisingly well.
Translated to the driver’s seat, you can have considerably more confidence in the ST-X and its road holding ability.
Admittedly, the ST-X wasn’t quite as good as the Pro-4X over smaller undulations, but after experiencing it through those quicker corners, I reckon the ST-X’s superior body control could make it the sweet spot of the Navara range.
By this point, we’d been behind the wheel of the new Navara (or rather, the Navaras) for a few hours. Naturally, driving almost continuously for this amount of time is when fatigue can start creeping in. Yet neither myself nor my co-driver for the journey felt noticeably tired. Sure, we were quite engaged piloting this 2.5 tonne dual-cab over rough terrain and through quick corners, but there was another factor at play – namely, the new Navara’s steering feel.
Steering feel is not only something which car enthusiasts love in performance cars, but in a more ordinary road car, a lack of steering feel can be a contributing factor to driver fatigue. If the steering is too vague, or if you’re constantly searching for ‘texture’ in the wheel, the more micro-corrections drivers feel they need to keep the vehicle tracking on its line. Basically, vague steering means less information about grip, and more conscious effort is needed to maintain your lane position. This isn’t something you’d notice on a 20-minute test drive, but the mental load does accumulate after a few hours.
Bernie Quinn told us that steering feel was another focus area for the team when tuning the new Navara, and much of the improvement comes from changes made at the rear of the ute.
If the rear suspension is too soft, you’ll get light steering, that’s less precise and causes the vehicle to porpoise. Contrarily, if the rear is overly stiff, the steering becomes heavy and more precise, but requires more effort and diminishes the ride quality.
It’s a delicate balance, but Premcar seems to have nailed it. The new Navara has better steering feedback, without being too light nor too heavy. It also has a more consistent texture, and eliminates some of the dead spots in the Triton’s steering.
Between this, and better primary ride quality, the Navara should be better than the Triton for longer trips.
The Drive: The 2026 Nissan Navara ST
After an excellent lunch from Pillagio Estate, it was time to head out for another jaunt. This time, we’d be in the Navara ST.
The ST is pitched more towards the commercial or fleet buyer, alongside the base-spec Navara SL. It is suitably more utilitarian on the inside, with cloth upholstery, exposed plastics on the doors, and other stripped back materials.
Of course, the ST is one rung above the SL, meaning you get a few extra goodies such as 17-inch alloy wheels, LED fog lamps, heated and electronically-folding wing mirrors, a leather-wrapped steering wheel and an auto-dimming rear-view mirror. Oh, and the ST has carpets instead of the vinyl flooring in the SL.
Despite being the entry models, Nissan doesn’t leave you high-and-dry on equipment. In fact, Nissan reckons the standard specifications of the Navara range will be another carrot to tempt buyers, with both models featuring 9-inch infotainment screens with Apple CarPlay and Android Auto, LED headlights and taillights, along with Easy-Select 4WD featuring a dual-range transfer case and an electronically locking rear-differential.
Anyway, the SL and ST share their own suspension tune. The rear leaf-spring suspension is configured with four leaves instead of the three leaves on the ST-X and Pro4-X, providing them with a greater payload capacity of more than a tonne. It also doesn’t benefit from having the rebound springs incorporated into the front shocks, like the ST-X and the Pro-4X.
With expectations set accordingly, we were sent out to evaluate its ride quality. Nissan also strapped a few hundred kilos into the tray before letting a cohort of journalists take the helm. Nissan’s logic is that the Navara ST (and the base model SL) are working utes, and more often than not, will be carrying a load in or over the back.
One could say that Nissan was cheating by doing this, but to balance the field, Nissan didn’t just direct us down some immaculate tarmac to test it. Instead, we’d be sending it down gravel, littered with potholes.
Anybody who has driven a fleet-spec ute through such conditions will know that it’s hardly a pleasant experience. However, the primary ride enhancements PremCar has incorporated in this ‘working’ Navara made the experience far better than you’d expect.
While nobody with all their faculties would describe the experience as comfortable, the changes PremCar have made allows this Navara to manage the patchy surfaces better than most of its competitors.
Because of this, I would imagine that your workmates at the job site would be keener to join you in your Navara at the end of the day, compared to your colleagues equivalent Hilux or Triton.
Towing: The 2026 Nissan Navara SL
Of course, our test wouldn’t be complete until we’d had a go at towing. Fortunately, Nissan Australia came prepared, with a Navara SL connected up to a 2.2 tonne Jayco Off-road Caravan.
The Jayco came with a trick brake controller, which could configure the braking bias via an App on your smartphone. Of course, this isn’t about the caravan, but it’s worth mentioning that having the right supporting equipment matters when towing a load that’s around the same weight as your vehicle.
With the caravan rigged, we headed out towards Canberra’s highways. Naturally, there was some start-stop traffic and some intersections to navigate on the way.
I’ll admit, my following and stopping distances started shrinking without me realising. That was because I wasn’t feeling much ‘trailer-push’, or the force that’s exerted by the trailer against the rear of the vehicle when stopping. Honestly, it was so well managed, that you might even second guess whether you’re towing anything if you couldn’t see behind you.
Admittedly, at least some of the credit is owed to the Jayco’s braking system, but the Navara did a great job as the leading tow vehicle.
Yet, I was more impressed by the gearbox calibration. Despite not having a dedicated towing mode, the six-speed behaved exactly how you’d want it. Accelerating from 30kph to 100kph on the highway on-ramp, the Navara utilised its full RPM range without prematurely upshifting. Once up to motorway speeds, the Navara settled comfortably in 5th gear.
The gearbox tuning is unchanged relative to the Triton, again showing that Nissan were probably wise in using this platform given its out-of-the-box performance.
Verdict
So, what is our verdict now that we’ve had a good run-through of the new Navara range?
Essentially, Nissan has taken the tried-and-tested Mitsubishi Triton and optimised it for the Australasian market.
The Premcar developed-dampers get far more out of the chassis than the Triton ever did, with greatly improved on-road ride quality, superior body control, and improved steering response across the Navara variants.
The new front-end design is sharper, and some smaller details, such as the tailgate being lighter and LED lights being standard equipment across lower trims, have added polish the Triton arguably always needed.
The rest of it has all the same strengths of the Triton, using its stout 2.4-litre twin-turbo diesel engine, its robust 6-speed transmission and Easy/Super 4WD (Super Select 2), which together provide strong performance on and off-road.
I still appreciate that some might struggle to move past the price difference, but after spending time with the new Navara, I’m more convinced that the value is there – particularly for those spending longer hours behind the wheel.
And yes, the new Navara might have slightly less of a Nissan flavour compared to the old one, but it is a much better ute.
We’ll be keen to get behind-the-wheel of the Navara later this year for our full review.
A massive thank you to Nissan Australia for hosting us at the launch of the new Navara.
Bonus Images
