Has replacing a traditional leaf-sprung rear suspension with more forgiving multilinks and coils given the new Nissan Navara the edge?
Barely 10 minutes after returning to my 18th-century hotel following a spectacular afternoon spent behind the wheel of an R8-million McLaren 675LT Spider (see CAR's June 2016 issue for a full driving impression), it was time for me to head out on my next test drive for the day. Undoubtedly, for many of my European-based journalist counterparts attending this supercar launch, the idea of trading the Spider's key for that of a bakkie wouldn't necessarily appeal. For a South African with a vested interest in the looming local double-cab tussle, however, the opportunity to have an early taster of a model that could well be a serious contender in the leisure market had me practically as excited as I was before my earlier drive.

Draped in fine Cayman Blue paintwork with imposing chrome highlights, complemented by 18-inch alloy wheels and a suitably high ride height (the vehicle pictured here sports Savannah Yellow), never have I seen a bakkie look so awkwardly posh parked among such grandeur. A marathon 11 years since the previous-generation (D40) Navara was introduced to South Africa, the new D23 model is tasked not only with reaffirming Nissan's traditional stronghold in the ever-diverse local double-cab segment, but also with carrying the hopes of two other somewhat surprising new players on the scene. As part of current alliances, the Navara-based Renault Alaskan double-cab will be introduced next year, and Mercedes-Benz has purchased technological know-how from Nissan before adding the final cladding touches to its 2018 GLT offering.

The first of the trio, the Navara looks suitably leaner than the model it replaces. Measuring 5 255 mm in overall length, it squares up nicely with the current Amarok (though both are shorter than the 5 335 mm Hilux), while it matches the current Ford Ranger for width. Despite a 50 mm shortening of the previous Navara's chassis, at 3 150 mm it's still a class-leading wheelbase that nonetheless allows for a tighter turning circle (12,4 metres). Other measurable gains over its double-cab predecessor include a 67 mm lengthening of the load bay, as well as a corresponding increase in payload to a model-dependent maximum of 1 045 kg. While still shorter and shallower (474 mm) than its direct rivals, the bay matches the Ranger's in terms of width between the arches.

Modelled on Nissan's current SUV offerings, there's a welcome sophistication to the interior of the new Navara. While specification levels for South Africa-bound units are unconfirmed, my Nissan UK-sourced, top-of-the-range Tekna derivative included a sat-nav-enabled touchscreen infotainment system similar to the one available in high-end Qashqais and X-Trails. Other nice-to-have features included cruise control, keyless entry, climate control, heated leather upholstery, a reverse camera and comprehensive trip computer. I was, however, disappointed to note the steering column still offers only rake adjustment.

The tactile quality of some of the plastics found in the new Navara also don't quite match those furnishing its SUV cousins, but it doesn't detract from the sense of solidity. It's a sturdiness accentuated from the driver's seat with a view over the steering wheel of steeply raised front wheelarches. Obviously useful for placing the vehicle on- and off-road, it's a modern Nissan design element that, on the Navara, adds a welcome sense of presence to the package, something South African double-cab fans in particular seem to enjoy. While the superior dimensions of the outgoing D40 Navara corresponded with class-leading levels of rear-passenger leg- and headroom, based on first impressions, the more compact D23, with its carefully considered new seating angles, still fares well in this department. A sliding back window and dedicated rear climate-control vents are useful touches, too.

One area where the new Nissan bakkie trumps its predecessor is in its refined on-road ride quality. Where the previous model's leaf-sprung rear suspension would sometimes struggle to cope with even small road imperfections and scars, creating the sensation that the jittery load bay was only loosely connected to the rest of the package, the new Navara's redesigned multilink-and-coil-sprung rear architecture – the SsangYong Actyon Sports is the only other bakkie in SA with this arrangement – offers a newfound harmony between the fore and aft axles.

That said, based on a test drive that included mostly subsidiary roads linking Glasgow with Scotland's east coast, the Volkswagen Amarok remains the most comfortable modern double-cab in which to cover great distances. The Nissan, however, certainly matches the Ford Ranger for second place. Incorporating a slightly tweaked version of the outgoing D40's all-wheel-drive system, a rotary switch shifts between 2WD and 4WD at speeds of up to 100 km/h, as well as low-range when required. Added to this package are an electronic differential, hill-descent control and hill-hold functionality.

While it remains to be seen whether Nissan South Africa will continue to offer its popular 3,0 dCi V6 turbodiesel engine as an option in the new range, the big talking point looks set to be Nissan's new force-fed 2,3-litre four-cylinder unit. It is available in two power outputs and Nissan claims it to be up to 24% more efficient than the outgoing 2,5-litre unit. This new 2 298 cm3 engine is supplemented by either a single turbocharger (120 kW/403 N.m) or sequential blowers (140 kW/450 N.m), depending on specification.

Mated with an optional seven-speed automatic transmission (a six-speed manual is standard), the most powerful option feels strong from low down in the rev band and never overwhelmed by the Navara's 1 921 kg mass. While the torque-converter is ultimately not as slick in its working as the Amarok's ZF-sourced example, the advantage of seven forward speeds in a relatively intuitive 'box is that you never stray too far from the engine's sweet spot (maximum torque is available between 1 500 and 2 500 r/min). Considering the traditional clatter and uneven idle associated with four-cylinder diesel units in this market, Nissan has also done well to impressively insulate unwelcome outside interferences from the Navara's cabin.

It may have been a long time coming, but on first impressions Nissan seems determined to not simply disappear into the crowd when it comes to the impending double-cab battle for supremacy. Carrying a name long associated with toughness, the new Navara clearly seeks to make the most of a global buying trend towards overall comfort and everyday usability, as opposed to outright workhorse ruggedness. It's here where the recently revised Ranger, the soon-to-be-updated Amarok and, by all accounts, the forthcoming Mitsubishi Triton have been closing the gap on the traditionally more utilitarian Hilux.

With its well-built, SUV- mimicking interior, frugal yet capable powertrains and vastly improved on-road comfort, the Navara, while not necessarily setting new standards in any particular category, looks set to offer Nissan fans and undecided buyers alike an impressively competent all-rounder that could well shake up the establishment.

Original article from Car