2026 Nissan Navara PRO-4X review (video)

An Aussie ute has to be many things at once. It has to carry a tradie’s tools on Monday, tow a boat on Saturday, survive a muddy track on Sunday and still be comfortable enough to handle the school run without making everyone feel like they’re riding in a farm implement.

The 2026 Navara is Nissan’s answer to that difficult brief. Now in its fifth generation in Australia, the new D27 Navara takes a very different approach from its predecessor, sharing much of its mechanical architecture with Mitsubishi’s Triton while receiving extensive local suspension and steering development from Melbourne-based Premcar.

At the top of the launch range sits the PRO-4X. It adds tougher styling, all-terrain tyres, a ‘Super 4WD’ system and a more upmarket interior to a work-focussed package. However, at $68,418 before on-road costs, it enters a seriously competitive part of the ute market. Does the new Navara have enough going for it to stand out?

2026 Nissan Navara PRO-4X: Specifications

Engine: 2.4-litre twin-turbo four-cylinder
Output: 150kW@3500rpm / 470Nm@1500rpm
Gearbox: Six-speed auto
Drive type: RWD/4WD, dual-range
Wheels: F & R: 17×7.5, 265/65
ANCAP: Five stars
Tare weight: 2171kg
Power-to-weight: 14.47:1 (kg:kW)
Official consumption: 7.7L/100km
Our consumption: 8.5L/100km
Fuel tank/Fuel type: 75L/Diesel

Power efficiency: 19.48kW:L/100km
0-60km/h: 4.85 seconds*
0-100km/h: 10.45 seconds*
60-110km/h: 7.51 seconds*
1/4 mile: 17.45 seconds at 132.3km/h*
Max acceleration: 0.727g*
100-0km/h braking: 42.52m in 3.48 seconds*
Max deceleration: -1.167g*
Decibel at idle: 50*
Peak decibel at 60-100km/h: 84*
Starting price: $68,418

*Figures as tested by Driving Enthusiast on the day. Manufacturers’ claims may be different

2026 Nissan Navara PRO-4X: How much does it cost?

The 2026 Navara range starts at $53,348 (before on-road costs) for the SL, and progresses to the ST ($56,765), ST-X ($63,177), and finally the PRO-4X at $68,418. The range is slimmed as all four are now sold in Australia exclusively as dual-cab 4×4 pick-ups with a six-speed automatic transmission.

That price makes the PRO-4X a fairly serious investment. But Nissan has positioned the PRO-4X as a slightly bargained top-spec option among the competition. A Mitsubishi Triton Raider is listed at $74,990, while the Ford Ranger Wildtrak starts from $68,590. Toyota’s new-generation HiLux Rogue 48V sits higher again at $71,990, while an Isuzu D-Max Blade peaks at $80,900.

Being the range-topper, the PRO-4X gets 17-inch matt black alloy wheels wrapped in 265/65R17 all-terrain tyres, black roof rails, black sports bar, black exterior detailing and distinctive lava-orange/red accents. A genuine Nissan towbar is also standard, which is worth remembering when comparing models – because adding a towbar to a new ute can easily add another $1000-plus to the bill.

Ownership costs are helped by Nissan’s ‘MORE’ program. The standard warranty is 5 year with unlimited kilometres, but servicing through an authorised Nissan dealer can activate coverage out to 10 years or 300,000km, whichever comes first. Roadside assistance can also extend to 10 years, while the first five scheduled services are covered under Nissan’s flat-price servicing program at $499 each.

The scheduled servicing interval is 15,000km or 12 months, whichever comes first. For buyers intending to keep a new ute for many years, the service-activated 10-year warranty is a real highlight.

2026 Nissan Navara PRO-4X: Interior & packaging

Starting with the cabin, the PRO-4X is a substantial step forward from the previous Navara, although it isn’t going to make a Ranger Wildtrak or Amarok look old-fashioned. The layout is straightforward and deliberately functional. There are proper physical controls for important functions, and still conventional analogue instruments with a 7.0-inch display between them.

A 9.0-inch centre touch-screen isn’t large by 2026 standards, but it is easy to reach and relatively simple to operate. Wireless Apple CarPlay, digital radio and NissanConnect services are included. But strangely, Android Auto is only offered via a clunky wired connection, and there is no premium-branded sound system.

That simplicity is one of the better things about the Navara. You don’t have to burrow through multiple touch-screen menus to change basic functions, and the physical controls are easy to understand.

PRO-4X gets leather-accented seats with contrasting orange stitching and suede-like bolsters, along with PRO-4X logos embossed into the fronts. The steering wheel receives matching orange stitching, while black-painted door handles and orange detailing around the console give the cabin an edgier appearance.

It feels more premium than the lower Navara grades, although there are still plenty of hard-wearing plastics that remind you this vehicle is ultimately designed for rough conditions. It’s a shame to see piano black plastic around the console as well, as a high-traffic area, it is going to look mucky pretty quick.

The front seats provide good adjustment, including an 8-way electrically adjustable driver’s seat with lumbar adjustment. Heated front seats are also standard, along with dual-zone climate control.

Rear seat space is reasonable rather than exceptional. The cabin has enough room for a family, but the rear bench doesn’t offer the same level of legroom or under-thigh support found in some of the larger dual-cab utes. There are also no elaborate rear-seat luxury features here that you see in some of the rivals, such as seat heating.

Storage is good, with two gloveboxes on the higher grades and useful console storage. The PRO-4X also gets a wireless charging pad and the usual collection of USB-A and -C, and 12-volt connections.

Then there’s the tray. The cargo tub measures 1555mm long, 1545mm wide and 525mm deep, with 1135mm between the wheel arches. The PRO-4X receives a drop-in tub-liner and tailgate dampers, although there is no standard tub lighting, rack-rails or power outlet, or tonneau cover, which seems strange on a flagship ute.

Safety equipment is comprehensive. The new Navara comes with eight airbags, autonomous emergency braking, lane departure warning, emergency lane keeping, blind-spot warning, front and rear cross-traffic alert, driver monitoring, traffic-sign recognition, parking sensors, trailer sway control and an ‘Intelligent Around View Monitor’. The Navara carries a 5-star ANCAP safety rating applying to all D27 dual-cab variants using technical information and additional data from the closely related Mitsubishi Triton.

2026 Nissan Navara PRO-4X: Powertrain & handling

The Navara gets its motivation from a 2.4-litre four-cylinder bi-turbo diesel engine that produces 150kW and 470Nm. It is the same engine seen in the Mitsubishi Triton, paired exclusively with a six-speed automatic transmission – no manual option anymore. There is a healthy spread of torque through the mid-range and enough grunt to move the Navara confidently without requiring constant high-rpm effort.

It isn’t the most powerful engine in this class, especially when put against bigger 3.0L engines seen in Ford’s Ranger or Volkswagen’s Amarok, or the new GWM Alpha 3.0L. But it feels capable among similar capacity engines. We found there is rarely a situation where we needed a heap more power. We tested 0-100km/h in 10.45 seconds, which is right in the meaty end of the segment – not the quickest, but far from the slowest.

Claimed combined fuel consumption is 7.7L/100km, although actual consumption will obviously vary substantially depending on driving style. We recorded a reasonable 8.5L/100km over a mix of urban and highway journeys. That’s a commendable figure when you consider the heavy-duty capabilities being lugged around. It’s interesting to see Nissan has not introduced any hybrid or mild-hybrid tech to improve fuel consumption just yet.

Where Nissan has concentrated heavily is the chassis. It has worked with Melbourne-based Premcar to develop different suspension calibrations for different grades rather than simply fitting one setup across the range. The PRO-4X uses three-leaf rear springs, with the tuning designed around a mixture of recreational driving, off-road use and towing.

Nissan explains that development involved extensive Australian testing across sealed roads, gravel, corrugations and off-road terrain. And kudos to them for putting in that effort. You can feel it behind the wheel. Many newer brands save costs on skipping customising their cars to suit the regions where they are sold.

A clever addition is an internal rebound spring within the front dampers. It allows for control of body movement without simply increasing damper stiffness, helping the suspension maintain comfort while also improving roll control and steering response.

That matters because traditional dual-cab utes have always had to compromise between carrying heavy loads and riding acceptably when empty. Too much damping makes an unloaded ute feel harsh; too little leaves it bouncing around. Again, that extra engineering effort shows. The PRO-4X feels surprisingly liveable around the suburbs, and undisturbed and secure over uneven surfaces. Its track feels invincible.

With 17-inch wheels and proper all-terrain tyres, these offer more sidewall and thus more compliance than the ST-X’s 18-inch package, while giving the ute more durability and grip when the road disappears.

The steering has also seen a significant change. The new Navara introduces electronic power steering, allowing assistance to vary according to speed. It’s lighter at low speeds for parking and manoeuvring, and then firms up as speeds rise. We think it certainly feels more manageable in tight spaces, yet solid and predictable during higher speeds.

Both the ST-X and PRO-4X receive Nissan’s ‘Super 4WD’ system rather than the simpler part-time setup used in the SL and ST. In 4H, a Torsen limited-slip centre differential provides an intelligent four-wheel drive mode with a nominal 40:60 front-to-rear torque split. It can continuously adjust torque distribution according to available grip.

This means you can leave it in four-wheel drive on wet roads and gravel, and it doesn’t matter if the road suddenly turns dry; this provides AWD-like functionality so you don’t have to flick back to 2H. Not all competitors offer this. You have 2H, 4HLc (centre locked) and 4LLc settings (centre locked and low range), with a rear diff lock via a separate button. The system is also supported by seven drive modes: Normal, Eco, Gravel, Snow, Mud, Sand and Rock. Hill Descent Control is also standard.

Off-road geometry has also improved. Ground clearance is now 228mm, with a 30.4-degree approach angle, 23.4-degree breakover angle and 22.8-degree departure angle. The latter is a meaningful improvement over the previous Navara and helps when dropping off ledges or climbing out of steep gullies. During our off-road tests, it tackled and conquered all of our standardised lines, including the very tough ‘Beast’ section, with only light under-body scuffing. It’s an excellent off-road ute.

Payload is rated at 964kg, so it falls under the novated lease threshold of 1000kg, but it isn’t as capable as some rivals, such as the Triton GSR (1030kg) if load-carrying is the highest priority for you. It meets the maximum towing capacity rating of 3500kg. With a 6250kg GCM and 3190kg GVM, and accounting for the 2226k kerb weight and 350kg download, you’re left with 614kg of GVM at max towing. But you’ll run into the GCM first, with 524kg leftover (excluding the weight of any accessories and the tow bar).

Even so, that is a big number for this class. Some rivals only leave you with 200-300kg for passengers and any cargo. At 524kg, that’s potentially five passengers and some gear, or four passengers and lots of gear. It’s good for towing. At least legally/on paper.

2026 Nissan Navara PRO-4X: Key attractions/reasons to buy

• Locally tuned suspension: The Premcar-developed chassis is one of the Navara’s biggest selling points.
• Excellent off-road hardware and capability: The Super 4WD system means you have ‘AWD’ functionality on the road, along with heavy-duty capability with centre and rear diff locks for off road.
• Strong towing credentials: With around 524kg of leftover GCM at max 3500kg towing, you can easily tow 3500kg with 4 or even 5 passengers on board. Many of the rivals fall well short of that leftover payload.
• Distinctive PRO-4X specification: The black alloys, orange accents, sports bar, roof rails, tub liner, leather-accented/suede-trimmed seats and PRO-4X detailing give the flagship Navara considerably more personality than the lower grades.
• Long-term ownership support: $499 flat-price services for the first five years, 15,000km service intervals and potential 10-year/300,000km warranty provide a strong ownership proposition.

2026 Nissan Navara PRO-4X: Key considerations before you buy

• 9.0-inch touch-screen: The infotainment system is easy to use but it is small and the graphics and menus are a bit basic compared with some rivals. No wireless Android Auto either (wired only). But it is great to see a 360-degree parking camera.
• The cabin still shows its workhorse roots: The PRO-4X’s leather-accented trim and orange detailing lift the ambience, but the underlying dashboard, plastics and rear-seat accommodation remain functional rather than genuinely ‘top-spec’.
• Driver monitoring tech: The Navara’s driver-attention monitoring system can be overly sensitive, issuing warnings when it believes the driver’s attention has wandered; regularly not getting it right.

2026 Nissan Navara PRO-4X: Video