002

the action, as it was quick
and decisive. On sand, it was
typically useless, but on rocky
steps and other firm surfaces,
it was as good as what I
remember we saw when we
tested the new Hilux in 2017.
As with the Hilux,
Navara has a rear diff-lock
and engaging the diff-lock
disengages traction control.
The tyres were typically
passenger car (and Toyo
which reflects a change in
OEM spec for a few makers
recently) but thankfully fitted
to a 16” wheel. I say thankfully
because there’s a lot of 4WD
makers of both utes and
wagons enamoured with 18”
wheels (the STX Navara runs
them) and they are about as
useful as mammaries on a
bull. With an 18” wheel and
tyre combo comes too many
compromises off-road, fashion
triumphing over function.
The 255/70R16 on my
ST was a dopey size that you
won’t find in the bush but
replaced with an LT265/75R16
123R in an all-terrain pattern,
would give you the perfect
rubber for the bush and a
size you’ll find anywhere and
durable too.
Underneath it looked like
a trip to the aftermarket might
be in order, as the mechanical
gubbins need protection. That
beautiful aluminium casting
of front diff and axles need
a serious bash plate, so if
something gets clobbered, it
won’t be fatal. Same for the
transfer case.
Now the Navara does
have a sports-shift function
but Nissan’s engineers need a
kick up the bum coz they got
a critical LOW range moment
wrong. Especially in sand
and mud, it’s important to get
Above centre: That air-intake is in
a great spot to suck in a lung full of
water. Above: Nissan has finally sorted
out that coil sprung rear end. You’d
think they’d know wouldn’t ya. Patrol...
some early momentum going
and starting in 2nd with a
quick bump up into 3rd gets
you that necessary speed.
My test Navara follows past
Navara form only permitting
1st gear starts in the manual
mode. That’s dumb and likely
will get you bogged rather than
on your way.