The Nissan X-Trail has always been one of the favourites amongst Aussie buyers. But with the previous-generation model getting long in the tooth, especially amongst fresher rivals, the new model can’t arrive soon enough.

Now into its fourth generation, the T33 2024 Nissan X-Trail has big shoes to fill in one of the country’s most hotly contested segments.

First impression has been good, though. Built on Nissan’s CMF-C platform that employs considerably more lightweight materials including aluminium on most body panels along with more high-strength steel than ever before for increased torsional stiffness.

Nissan has also made significant upgrades to the car’s suspension and steering for a much better driving experience than before.

But the biggest improvement reveals itself behind the doors, for the X-Trail’s interior has been thoroughly revamped and look and feel properly premium.

If you have been in the latest Mitsubishi Outlander, you might even spot a few similarities, as both models are built on the same platform and share common parts, including the infotainment and digital instrument cluster, as well as steering wheel design.

That’s not a bad thing as it’s a significant step up from before. It’s also one of a few in its class, along with the aforementioned Outlander, to be available with either five or seven seats.

We spent some time with the non-hybrid 2024 Nissan X-Trail range to find out whether it deserves a spot on your shopping list.

How much is the Nissan X-Trail?

The five-tier Nissan X-Trail kicks off with the front-wheel drive and five seats ST and ST-L, with all-wheel drive and seven seats available as a bundle for approximately $3,000 extra.

Stepping up to the Ti and Ti-L brings all-wheel drive but only five seats as standard. So if you need seven seats, you’re relegated to the entry-level variants.

2024 Nissan X-Trail pricing (excluding on-road costs):

• Nissan X-Trail ST 2WD 5-seat: $37,250
• Nissan X-Trail ST AWD 7-seat: $40,290
• Nissan X-Trail ST-L 2WD 5-seat: $43,690
• Nissan X-Trail Ti AWD 5-seat: $50,490
• Nissan X-Trail Ti-L AWD 5-seat: $53,490

Nissan has also added the X-Trail e-Power hybrid to the range early last year:

• Nissan X-Trail ST-L e-Power 5-seat: $49,990
• Nissan X-Trail Ti e-Power 5-seat: $54,690
• Nssan X-Trail Ti-L e-Power 5-seat: $57,690

The X-Trail is offered with the following colours with all but Scarlett Ember a $700 cost option.

• Black Diamond – Metallic
• Caspian Blue – Metallic
• Ceramic Grey – Pearl
• Gun Metallic – Metallic
• Brilliant Silver – Metallic
• Champagne Silver – Metallic
• Ivory Pearl – Pearl

Buyers can also opt for a black roof for an extra $1,200:

• Caspian Blue/Black Roof – Metallic
• Ceramic Grey/Black Roof – Metallic
• Sunset Orange/Black Roof – Metallic
• Champagne Silver/Black Roof – Metallic
• Ivory Pearl/Black Roof – Pearl

What do you get?

Like most cars these days, the 2024 Nissan X-Trail is well equipped.

X-Trail ST:

• Auto LED head- and taillights
• High-beam assist
• 17-inch alloy wheels
• Roof rails
• Auto-folding and heated wing mirrors
• Reverse camera
• Rear parking sensors
• 0-inch infotainment touchscreen
• 6-speakers
• DAB+ digital radio
• Apple CarPlay and Android Auto
• 0-inch TFT cluster display
• Fabric upholstery
• 2-way power adjustable driver lumbar
• 5 or 7 seats

X-Trail ST-L adds:

• Rear privacy glass
• 18-inch alloy wheels
• ProPILOT with Lane Keep Assist
• Surround-view camera
• Front parking sensors
• Dual-zone climate control
• Power driver’s seat
• Front seats heating
• Synthetic leather accented seats
• Leather-wrapped steering wheel
• Auto-dimming rear-view mirror
• Sliding rear seats with 40:20:40 split folding

X-Trail Ti adds:

• 19-inch alloy wheels
• Adaptive matrix LED headlights
• Digital rear-view mirror
• Rain-sensing wipers
• Panoramic sunroof
• Power tailgate
• Tri-zone climate control
• Leather accented seats
• 10-way power front passenger seat with power lumbar
• 3-inch touchscreen infotainment system
• Built-in satellite navigation
• Wireless Apple CarPlay
• Wireless phone charger
• 3-inch digital instrument cluster
• 8-inch head-up display
• Ambient lighting on dashboard
• AWD

X-Trail Ti-L adds:

• Remote engine start
• Reverse-tilt power mirrors with memory
• Hands-free power tailgate
• Heated steering wheel
• Driver’s memory seat pre-sets
• Heated second row outboard seats
• Quilted Nappa leather upholstery
• Rear door sunshades
• 10-speaker Bose audio system
• Ambient lighting on doors

What is it like inside?

While the previous generation X-Trail was capable, its decade long tenure mean things are looking a little tired the moment you hop into the cabin.

The new X-Trail however changes all that even on the base ST variant, with features and materials that bring the car into the 2^nd decade of the 21^st century.

The 10.8-inch widescreen head-up display, claimed to be one of the largest in the segment, is impressively crisp and colourful, while the Ti and Ti-L’s massive 12.3-inch touchscreen and similarly sized digital driver’s display are equally eye-catching with smooth graphics and crystal-clear clarity.

Away from the pre-requisite and high-tech screens, the interior itself oozes premium feel, especially in the top-spec variants with leather upholstery, LED mood lighting and panoramic sunroof. The soft-touch brown dash top – standard on all variants – is particularly smart and contrasts well with the dark grey colour scheme elsewhere.

Piano black is so last decade and thankfully, Nissan has wisely chosen a black faux timber trim instead which looks and feels great. All switchgear and dials have a quality feel to them and are a big step up from before.

The interior is well thought-out with plenty of bins and storage compartments dotted around the cabin along with intuitively laid out switches and dials. The floating style centre console provides space underneath for things like handbags or iPads and is hidden from prying eyes.

All variants benefit from two USB ports (one USB-A and one USB-C) up front, while Ti and Ti-L also get wireless phone charger and wireless Apple CarPlay (wired for Android Auto).

The rear doors open conveniently wide at an 85-degree angle which makes it easy to climb in and out (especially to the 3^rd-row of seats if equipped) and loading small children in the child seats. There are three child seat tether points along with outboard ISOFIX anchors which allow a centre child seat position.

The rear seat, which can slide back and forth, can accommodate three adults in relative comfort with adjustable backrest recline angle. Leg and headroom are good even with the headroom pinching sunroof installed.

Those with longer limbs might find under-thigh support a little lacking, however.

Rear passengers enjoy amenities such as rear air vents, map pockets behind both front seats, a USB-C and USB-A port each, door bins with bottle holders, and if the middle seat isn’t in use, two cupholders in the fold-down centre armrest.

Ti and Ti-L also provide rear seat climate control.

Moving further aback, five-seat variants get 585L of boot space, while the seven-seat configuration sees capacity shrinks it to 465L. The clever ‘Divide and Hide’ storage system (5-seat only) takes no time to set up and allow up to 16 different configurations to hide valuables or store lengthier items.

Ti and Ti-L variants also come with power tailgate although there are no bag hooks or seatback release handles whatsoever in the X-Trail.

What’s under the bonnet?

All non-hybrid variants are powered by a revised version of the old model’s 2.5-litre naturally aspirated four-cylinder petrol engine producing 135kW at 6,000rpm and 244Nm at 3,600rpm.

Outputs are up 9kW and 19Nm compared to the superseded model.

The engine is married to the same CVT carried over from before but retuned to provide better response.

Combined fuel consumption is officially rated at 7.4L/100km for front-wheel drive variants, and 7.8L/100km for AWD models.

How does the Nissan X-Trail drive?

The latest Nissan X-Trail shares its platform with the Mitsubishi Outlander and thanks to a complete revamp of the suspension and chassis tuning, drives and rides significantly better than before.

The new platform is also more rigid, with torsional stiffness improving by 27 per cent. As a result, body roll is well contained and turn in more responsive. Along with a more direct and sharper steering, the X-Trail feels confident.

It’s comfortable around town with notably low road noise and a compliant ride quality. However, the Ti’s larger 19-inch wheel, while filling the wheel arches better, does bring with it a more jittery ride over low-amplitude corrugations and road imperfections.

It’s not as dynamically accomplished as a Mazda CX-5 but for most buyers, the X-Trail’s balance of ride and handling is a good one.

CVTs have come a long way and while I’m still not a fan of them, the new generation ones like those fitted to the X-Trail tend to behave much like a conventional transmission if you don’t ask too much of them but can still be drony during sustained acceleration.

And while the carried over engine is mostly adequate, a turbocharger would definitely make the most of the new and capable chassis.

How safe is the Nissan X-Trail?

The new X-Trail gets five-star ANCAP safety rating based on testing of its partner model, the Nissan Qashqai which shares its platform.

For the full assessment report, head over ANCAP’s officlal page here.

Safety features on all variants:

• Autonomous emergency braking (AEB) with
  • Pedestrian and cyclist detection
  • Junction assist
  • Reverse AEB with Pedestrian detection
• 7 airbags, incl. front-centre airbag
• Blind-spot assist
• Lane departure warning
• Lane keep assist
• Traffic sign recognition
• Automatic high-beam
• Adaptive cruise control

ST-L and above gains:

• ProPILOT with active lane-centring function

Ownership

The X-Trail comes with Nissan’s five-year, unlimited kilometre warranty and five-years roadside assist.

Its servicing interval is slightly shorter than some rivals at 10,000km or 12 months, whichever comes first. For comparison, the related Mitsubishi Outlander which shares the same engine offers 15,000km.

Servicing cost average $498 per service for the first 6 years for the X-Trail 2WD and $509 for the X-Trail AWD.

Verdict

2024 Nissan X-Trail Pricing and Specification

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The beefy Nissan Navara PRO-4X Warrior has been a hit with punters wanting tough looks with matching off-road performance.

Engineered in collaboration with Premcar, the Warrior-badged Navara comes with a hefty price tag of nearly $70,000.

To cater to the budget conscious while retaining the impressive off-road handling and rugged looks, Nissan has taken the best off-roading hardware from the posh PRO-4X and applied them to a more affordable Navara SL Warrior package, trimming $9,515 off the price tag in the process.

Prices start from $58,750 for the SL Warrior manual, while the 7-speed auto commands an extra $2,500 at $61,250, both before on-road costs.

So, is less really more when it comes to the Navara Warrior? Let’s find out.

What do you get?

If the name isn’t a giveaway enough, the SL Warrior is based on the entry-level Navara SL Dual Cab before it undergoes its transformation at Premcar in Melbourne where it receives an unpainted hooped bulbar at the front that’s not only winch compatible but comes equipped with an integrated LED light bar.

Below this is a Navara-branded bash plate to protect it from rocks and the likes when off-roading.

The new bulbar means approach angle has improved from 32 degrees to 36 degrees, with a near identical departure angle of 19 degrees, down from 19.8 degrees.

It share’s the PRO-4’s black finished 17-inch alloy wheels which are wrapped in Cooper Discoverer All Terrain AT3 all-terrain tyres measuring 275/70/R17and extended wheel arches. A full-sized alloy spare is mounted underneath the ute.

Around the back, the budget Warrior eschew the PRO-4X’s painted rear bar but receives the same tow bar as standard.

Like it’s posher sibling, the SL Warrior gets Australian engineered suspension that gives it an extra 40mm of ground clearance at 260mm. Its spring rates have also been reduced for a softer ride both on and off road.

Compared to the SL, the Warrior gets 30mm wider track front and rear. What’s unchanged is the SL’s 3,500kg braked towing capacity and 1 tonne payload which should please the Navara’s diehards.

What’s the interior like?

It should come as no surprise the SL Warrior’s interior is rather basic and misses out on the more lavish trimmings of the PRO-4X.

The quilted leather seats with electric adjustments are replaced with basic cloth seats (with electric adjustment on the driver’s seat only) and hard, scratchy plastics meets your hands in most of the interior surfaces.

You also get a good old fashion key slot to fire the ute up instead of a push-button start.

Unlike the latest Ford Ranger and Volkswagen Amarok, the aging interior make do with analogue gauges with a small multi-information display sandwiched in between.

The 8.0-inch infotainment display feels equally dated although it serves its purpose and comes with wired Apple CarPlay and Android Auto.

Beneath this, you get a three-dial manually operated air conditioning that controls the temperature, fan speed and air-direction.

One thing we are not complaining about is the standard off-road friendly rubber floor mats that makes cleaning a breeze.

There’s plenty of leg and headroom in the front row, along with large door bins and a deep centre console to make any road trips comfortable. The driving position is decent too, although could be better with steering wheel reach adjustment.

The rear bench, like most utes, are relatively upright and tight for legroom. There are at least rear air vents to make things more comfortable.

While the SL Warrior’s interior is nothing special, it’s unlikely to be an issue for the ute’s intended market. It also doesn’t detract from what is still a very user-friendly interior.

What’s under the bonnet?

While Premcar has worked its magic on the chassis, the Navara’s 2.3-litre twin-turbo diesel has been left untouched.

It produces 140kW at 3,750rpm and 450Nm from 1,500 to 2500rpm, sent to all four corners via a seven-speed auto or six-speed manual.

Nissan has supplied the automatic version for this test as it is the transmission of choice for most buyers.

Over the course of our weeklong test, the SL Warrior returned an average consumption of 10.8L/100km over a mix of urban, freeway and off-road testing. This is against Nissan’s claim of 7.9L/100km.

How does the Navara SL Warrior drive?

There is enough oomph for most situations although the auto can get caught out sometimes, taking a split second to process your inputs before churning out a lower gear. This isn’t such an issue off the beaten track as there’s plenty of torque from low down to tackle rough terrains.

The added ride height also makes itself useful when you are crawling over large obstacles and the occasional shallow creek.

Grip from the Cooper all-terrain tyres is outstanding, whether on- or off-road.

The ute’s 4WD system remains unchanged. That means a dual-range transfer case with selectable 2WD, 4WD high-range and 4WD low-range, along with a lockable rear differential and hill descent control.

It’s a highly capable system and couple with the Warrior’s chassis modification, is one of the most capable wallet-friendly off-roader straight out of the box.

Despite the extensive suspension tweaks, the SL Warrior inherits the superior ride comfort of its donor car regardless of whether it’s on or off the tarmac. It soaks up every bit of harsh corrugations and potholes the roads can throw at it with ease.

Around town, the diesel engine can make itself heard more than we’d like it to but that’s a relatively common trait amongst utes.

One area that lets the Warrior down like most of its rivals, is its heavy and slow steering. And while it’s not much of an issue when you’re avoiding rocks crawling through muddy terrains, it feels vague on the road.

How safe is the Navara SL Warrior?

The SL Warrior’s safety features are relatively basic as you’d expect. You’ll get the pre-requisite front, side, curtain and driver’s knee airbags, Forward Collision Warning and AEB, along with ABS, vehicle dynamic control and driver alert but things like blind-spot assist and lane keep assist are all missing.

You also get basic cruise control, not the adaptive type that adjusts the ute’s speed based on the traffic ahead.

And while you do get a standard reversing camera, its quality is a little grainy.

Ownership

The Navara SL Warrior comes standard with a 5-year, unlimited kilomtres warranty and complimentary 5 years roadside assist.

It only requires a visit to the dealer every 20,000km or 12 months, whichever is earlier.

Servicing costs $4,203 for the auto, and $4,249 for the manual for the first 6 scheduled services, which works out to be an annual average of $700 and $708, respectively.

Verdict

2023 Nissan Navara SL Warrior Pricing and Specification

The post 2023 Nissan Navara SL Warrior Review appeared first on ForceGT.com.

Nissan this week officially revealed the new Z Nismo, the more focused variant of the Z sports car.

The exterior gets all the usual Nismo styling cues, including Nismo-specific front bumper, rear bumper, side skirts and rear boot lid spoiler. Red accents, another Nismo signature, run along the lower edge of the front and rear fascia, as well as the side skirts.

The Nismo treatment isn’t just cosmetics, as it’s claimed to improved aerodynamic. The restyled front grille opening is shaped thinly to reduce drag while still permitting sufficient cooling air to the engine bay. Elsewhere, canards at the car’s front corners create vortexes over the front wheels for better aero.

At the rear, the rear bumper corners are shaped to aid with air separation, while the rear lid spoiler reduces turbulence air around the rear of the vehicle.

The Z Nismo boasts a dark metallic gray window line to complement its black roof and gloss black 19-inch RAYS wheels. A new ‘Stealth’ grey exterior colour is exclusive to the Z Nismo.

Inside, the two-seater cabin has been spiced up with an array of Nismo details. The engine start/stop and drive mode selection buttons are anodized red. The graphics in the fully digital TFT meter display feature a red outline around the tachometer, a Nismo logo and a special red “flash” during the start-up animation.

But the biggest differentiation are those special leather/Alcantara Recaro seats with a red centre section and Nismo logos in the headrests. A new steering wheel, also finished in leather and Alcantara, adds a further sporting touch with its racing-inspired red accent mark at the 12 o’clock position.

No true Nismo is complete without some sort of performance upgrade. The Z Nismo takes the 3.0-litre twin-turbo V6 engine output to 313kW and 520Nm, an increase from the standard Z’s 298kW and 475Nm. The Nismo version also produces peak torque from 2000rpm through to 5200rpm.

The boost in engine performance is courtesy of improved cooling, revised electronic wastegate control providing increased turbocharger boost and turbine speed, and an independent ignition spark timing strategy similar to that used by the GT-R Nismo.

• READ MORE: Nissan Z Manual Review

While the standard Z is available with the option of a 6-speed manual gearbox, the Z Nismo comes exclusively with a 9-speed torque converter automatic. Tuned for optimised lap times, the automatic transmission has quicker shift time than the regular Z auto, with launch control featured to deliver the fastest standing-start acceleration.

In addition to Normal and Sport, Z Nismo adds a new Sport+ drive mode. This delivers a more dynamic, racetrack-tuned shift program for circuit driving, taking advantage of the powertrain’s faster downshift capability. Nissan says the shift programming delivers such responsive shifts for performance driving that a driver does not need to use the shift paddles on track – though manual shifting via steering-mounted paddles is still available.

The Z Nismo has unique stabilizer bars, a stiffer spring rate and larger, retuned dampers. The overarching tuning ethos was to deliver accurate, “one-shot” steering that helps drivers to pick their line through a turn with minimal steering adjustment.

To deliver track-ready performance, the car is fitted with Dunlop SP Sport Maxx GT600 tyres, a version of which are also used on the GT-R. The rear tires are 10 mm wider than those on the standard Z – 285/35R19 versus 275/35R19.

The tyres are fitted to lightweight, Nismo-specific RAYS 19-inch wheels which are 0.5 inch wider than the 19-inch wheels on the standard car. The lighter forged Nismo wheels measure 10 inches wide front and 10.5 inches wide rear.

Sharper handling is also expected thanks to a stiffened chassis. Nismo enhancements include additional front, rear and rear underfloor bracing, helping increase torsional rigidity by 2.5% compared to the standard Z. Stiffer front and rear suspension bushings, and a stiffer mounting bushing for the steering rack, further increase lateral rigidity.

Finally, braking performance has also improved, with the front brakes employing larger, 15.0-inch rotors matched to 13.8-inch rear brake rotors. A more performance-focused brake pad compound further helps the Z Nismo shed speeds.

Z Nismo is confirmed to launch in Australia. Final Australian price and specification will be confirmed closer to local launch.

The post 2024 Nissan Z Nismo: how different is it to a regular Z? appeared first on ForceGT.com.

The ute segment is arguably the most progressive of all vehicle markets. What started out as a workhorse has evolved to become a lifestyle machine. During the week it gets work done, and on weekends it goes out of town seeking for the best camping ground or fishing spot. Owners are increasingly demanding that their utes look good, come pack with features and ride comfortably.

As such, increasing number of buyers are willing to splash on range-topping, highly specified ute variants like the Toyota HiLux Rogue, Ford Ranger Wildtrack and Volkswagen Amarok Aventura. But lately even these tech-laden, luxuriously appointed ute models aren’t enough to satisfy the appetite of ute fans, especially those with very deep pockets. They want more, something fully kitted out with higher performance, something that stands out from the crowd.

Manufacturers get that and are more than happy to respond. The Nissan Navara PRO-4X Warrior is one such model. The adventurous name isn’t just for marketing sake, for it’s got the goods to back it up. The expertise behind the Warrior is by Australian company Premcar, a leading OEM partner with capability in special product development and engineering. The augmented Warrior certainly comes off as something quite special, one that’s distinguishable from the rest of the Navara range.

Priced at $69,990 plus on-road costs, the Warrior is about $7,000 dearer than the PRO-4X on which it is based, or a $10,000 premium over the ST-X, the range topper of the standard Navara line-up. It may seem like a significant hike from the lesser models, especially the ST-X, but Nissan is marketing the Warrior as a turnkey product that offers better value than aftermarket solutions, with the added bonus of factory-backed warranty.

Whether or not Nissan’s sales pitch is true depends on how much one is spending on aftermarket parts and the quality of those parts. But the Warrior’s list of enhancement is quite substantial, including a body colour-coded, Nissan Genuine winch-compatible, Safari-style bulbar with integrated light bar, a Warrrior-specific towbar, and a Navara branded red bash plate and a 3mm steel second-stage under body protection plate.

The suspension has been specifically revised for the Warrior for improved off-road capability, handling and ride comfort. There’re new spring rates for more front-end support and less body roll, along with revised front and rear damping for better compliance, improved isolation from impacts and reduced float when towing or carrying a load. The suspension jounce bumper is also larger and taller for better control of wheel movement and reduced transmission of bumps into the cabin.

The updated suspension increases ground clearance from 220mm to 260mm, and widens the track from 1,570mm to 1,600mm. Thanks to the new bulbar, approach angle has improved from 32 degrees to 36 degrees, with near-identical departure angle, from 19.8 degrees to 19 degrees

The ute rolls on larger tyres in the form of Cooper Discoverer All Terrain AT3 measuring 275/70/R17 all around. A full-sized spare tyre with alloy wheel stows underneath the ute.

Nissan has even gone the extra length to increase the GVM (Gross Vehicle Mass) by 100kg, now 3,250kg, meaning its near-tonne payload is mostly retained. Also intact is the towing capacity – 3,500kg braked and 750kg unbraked.

Befitting its flagship status, the Warrior is dressed up with Warrior-specific fender flares, decals, a black grille with red Nissan badging, black side mirror caps, black roof rails and black sports bar. It all adds up to one tough-looking ute that is sure to garner attention from 4×4 enthusiasts.

Compared to the beefed up exterior, the interior is much more ordinary. It’s pretty much a carried over of the PRO-4X cabin, save for some Warrior headrest embroidery. The black themed dashboard features black trim inserts in place of silver on the centre console, along with black Nissan emblem with red highlights on the steering wheel.

The seats are quilted in black leather with red stitching. They are comfortable yet supportive. Unlike those in the PRO-4X, the Warrior front seats have electric adjustment, though seat heating is still lacking. Finding a comfortable seating position isn’t hard, but it’d be even easier if the steering wheel had reach adjustment.

There’s decent space front and back, with good size storage under the front centre armrest, door pockets and glove box. Also unlike the PRO-4X, the Warrior’s rear seat bases can be flipped upwards for extra cabin storage.

One neat feature unique to the Navara is the power operated sliding rear window. Not only does it let in fresh air without the buffeting that you get when using the side windows, the opening is also useful if you carry your dog in the rear tub and need to communicate with it.

In terms of tech and connectivity, the Warrior includes a 7.0-inch driving instrument cluster display complimenting conventional gauges and a relatively user-friendly 8.0-inch touchscreen centre display with Apple CarPlay and Android Auto connectivity, digital radio DAB+ and Bluetooth. A 6-speaker sound system will play your favourite tunes with decent quality.

Safety is taken care of by Forward Collision Warning, Automatic Emergency Braking, Driver Alertness, Lane Departure Warning, Lane Intervention, Blind Spot Warning and Intervention, 360-degree Around View Monitor, including an Off-Road Monitor, and Rear Cross Traffic Alert.

Disappointingly, the Warrior is missing adaptive cruise control and speed sign recognition, features that are now standard in almost all range-topping utes.

For folks wishing for more power in the Warrior, they’ll need help from aftermarket. The Warrior is powered by the same 2.3-litre intercooled twin-turbo diesel engine that propels all 4×4 Navara variants. The engine might not be the smoothest and most refined oiler in the segment, but it sure is dependable thanks to a healthy 140kW and 450Nm, the latter peaks between 1,500rpm and 2,500rpm.

Hooked to a seven-speed automatic transmission as fitted to our test car (6-speed manual is also available), the diesel mill feels like it’s got enough to haul the 2.3-tonne Warrior around town and on the freeway. Fully laden or when towing though, it might just feel a little out of puff at the top end of the rev range but it’s never bogged down.

Featuring a coil spring rear suspension instead of the more common leaf spring set up, the Navara is one of the most comfortable utes around, and the Warrior is no exception. Despite all the off-road focused tweaks to the suspension and chassis, the Warrior managed to maintain the suppleness and compliance that the standard Navara is so well known for. On or off road, the Warrior’s ride is never jittery, even with an empty tub. The handling is neat, too, with the ute maintaining good body control around bends.

The Warrior’s 4WD system is inherited from the standard 4×4 Navara. It has a dual-range transfer case that allows drivers to switch between 2WD (two-wheel drive), 4H (4WD high-range) and 4Lo (4WD low-range) drive modes via a dial in the console. The 4WD system is backed by a lockable rear differential and hill descent control.

The 4WD system is a solid piece of kit, delivering good traction over a diverse range of rough terrain. But it is those Warrior specific modifications that truly take the ute’s off-road performance to the next level. The higher ground clearance, greater approach angle, tweaked suspension, added under body protection and larger all-terrain tyres combine to make a substantial difference to the Warrior’s bush-bashing ability. With those upgrades, the Warrior is better at extracting the most from the 4WD system. Tackling rougher, more challenging terrains is just easier in the Warrior than a regular Navara.

Long distance drivers will appreciate the thriftiness of the twin-turbo diesel on the freeway, where it zips around 7.2L/100km. It isn’t too shabby around town, either, hovering at around 10.2L/100km. At the end of the tests, the Warrior averaged 9.8L/100km, with a mostly unladen tub and a good mix of urban and country driving. This is against a factory rated 8.1L/100km.

It has a long service interval, only requiring a visit to the dealer every 20,000km or 12 months, whichever comes first.

The warranty period is 5 years with no cap on kilometres. A complementary roadside assist of 5 years is included as well.

Verdict

2023 Nissan Navara PRO-4x Warrior Pricing and Specification

The post 2023 Nissan Navara PRO-4X Warrior Review appeared first on ForceGT.com.

We are at a turning point of the automotive industry. The push for electrification means car makers have to rethink where they direct their money and resources. Electric and more environmentally friendly cars are left, right and centre of almost every major car maker’s strategic planning today. Something has to give for those plans to succeed and what’s more appropriate than culling the fun models which only cater to a niche market?

For Nissan, we all thought the 370Z was the last straw in the Z badge’s illustrious history that dates back to the 60s. Since its launch in 2009, the 370Z has had all sorts of updates and special edition models but no proper replacement, until now.

Yep, the Z nameplate got its first all-new model in 13 years! And the name is no longer prefixed with digits that represent engine displacement. The new car is now simply called the Nissan Z. Whatever Nissan fancies calling it, we can’t be more grateful that a new one – complete with a sizzling engine and manual gearbox – is brought out in this new era of responsible mobility. Clean cars are necessary but fun cars need to survive.

Australia’s appetite for high performance cars remains sky high, as evident by the initial limited edition Z Proto selling out in record time even before the arrival of the first shipment of Z cars in the country. The Z Proto, with its exclusive Ikazuchi Yellow paint work and matching yellow brake callipers, costs $80,700 plus on-road costs. The regular Z comes in a single specification level equipped with either a 6-speed manual or a 9-speed automatic transmission. Both variants are identically priced at $73,300 plus ORCs.

The pricing strategy places the Z right in the middle of its two closest arch rivals, undercutting the $86,494 Toyota GR Supra GT but costing more than the $65,290 Ford Mustang GT Manual. All prices exclude ORCs.

With the intro out of the way, let’s dive into it. The design is perhaps the biggest talking point of the new Z. It fuses modern styling with classic elements from the original Z model, the 240Z, also known as the Fairlady Z in its home country of Japan, as well as the 300ZX.

The bonnet design, the canted, teardrop-shaped LED headlights and the rectangular grille all hark back to the 240Z. Hues of the original classic continue on the sides where, in contrast to the 350Z and 370Z, the rear haunches adopt a squarer design and the roofline flows to a lower rear deck. The Z badge on the C pillar also pays homage to the original.

The taillights take inspiration from the 300ZX, where a black section runs the width of the rear and wraps around the outer edges, punctuated by sharp glowing LED lighting.

We have seen this kind of retro styling exercises end up in quite a bad way elsewhere (Chrysler PT Cruiser is one) but on this occasion it works. Yes, the rectangular grille is probably the hardest to digest, but overall the new Z looks sporty without being over the top, modern yet respectful of its past, mature while intriguing.

The two-seater cabin has been revamped, with the biggest highlight being the new 12.3-inch fully digital instrument cluster providing Z specific driving gauges. An 8.0-inch infotainment touchscreen at the centre of the dash is also new and supports DAB+ as well as Apple CarPlay and Android Auto integration, with sound played through a punchy 8-speaker Bose premium sound system. There’s no built-in satellite navigation though, which seems questionable at this price point.

As with every generation of Z, bar the 300ZX, a trio of analogue gauges sit atop the dash and angled toward the driver for that racy feel. They certainly look the part, if not a little mismatch with the digital instrumentation.

Past Z owners will be able to instantly distinguish some of the interior parts that came straight from the old 370Z and even the 350Z, namely the door release latch, door-mounted air vent, power window buttons and handbrake lever. It’s certainly a result of cost-saving, which is just fine as those old parts are still good.

That all said, in a sports car everything in the cabin is secondary to the driving position and the feel behind the wheel. And we’re glad to say that it is a good one. You sit low and tight, the sports bucket seats with electric adjustment is supportive yet comfortable, the leather-trimmed steering wheel falls nicely to hand and the short-throw manual gear stick feels slick to operate.

The only complaint we have is that the aluminium pedals, while nicely weighted and look brilliant, are spaced a little too far apart for effective heel and toe. That’s only if you want to DIY, as the Z manual comes standard with an auto rev-match function that automatically blips the throttle on downshift for perfectly synchronised gear changes.

Not that owners would care but the Z is not a practical car, though there is space behind the seats for the odds and sods in case the 241-litre boot isn’t enough. For perspective, the new boot is actually smaller than the old 275-litre one.

Safety is taken care of with five airbags and a suite of active safety features including Automatic Emergency Braking with pedestrian detection, forward collision warning, lane departure warning, rear cross-traffic alert, blind spot monitoring and high beam assist. With limited visibility out the rear, front and rear parking sensors and a rear camera are included to help with parking.

Moving on to the bits that matter, the new Z finally sees the return of turbos (yay!). Driving the rear wheels is now a twin-turbo 3.0-litre V6 petrol developing a potent 298kW / 475Nm. This engine has been on Australian roads before, nestled within the Infiniti Q50 and Q60 Red Sport that were sold here up until six years ago, when Nissan’s luxury arm pulled the plug and left Australia due to slow sales.

Yup, the engine is new to the Z but itself is not exactly new. Not that it matters because it’s 53kW and 112Nm stronger than the naturally aspirated 3.7-litre V6 in the 370Z. However, power output is one thing, experience is another.

Immediately noticeable upon accelerating away in the Z is the progressive build up of power right across the rev range. Peak power arrives at a high 6400rpm but torque is at your full disposal from just 1600rpm and hangs around until 5600rpm. Finesse the clutch and throttle at launch and the Z will take off with just a chirp of a wheel spin in the back before hurling toward the horizon at savage speed. The V6 is eager to rev and that prodigious torque pins you to the back of your seat with every upshift, with no signs of fading until you’re well over the legal speed limit. This is the fastest Z to date.

Nissan has no interest in stating the official 0-100km/h sprint time, but our best attempt out of three saw the Z stopping the watch at 4.6 seconds. And that’s without using launch control. A time of low 4s is completely plausible if launch control was used in ideal condition.

It’s worth noting that despite rolling on fat 275/35R19 Bridgestone Potenza S007 rear tyres, the Z is quite tail-happy if you’re not careful with your throttle. Drifters will love how easy it is to go sideways in the Z, but for the weekend blast around the hills it’s best to keep the electronic guards on and go easy with your throttle application in the lower gears.

Drive the Z with respect and you’ll be rewarded a beautifully locked down front end, flat cornering stance and quick direction changes. Dynamically, the Z is right up there with the best in the game – Supra, Cayman and M2 to name a few.

Where the old 370Z felt a bit gruff in places like the gearbox and steering, the new car is a lot more precise and finely tuned in those areas. There’s ample stopping power, too, provided by those 355mm front and 350mm rear vented brake discs clamped by 4-piston front brakes and 2-piston rear brakes.

Perhaps, the driving experience is most let down by the lack of noise and drama. While the engine sounds quite enthusiastic when prodded, there’s just nothing at all from the exhaust. It’s almost as quiet as a Nissan Pulsar. The old 370Z certainly has more attitude in its soundtrack. But there’s nothing the aftermarket world can’t fix, especially for a Z.

Around town the Z is truly one of the most comfortable sports cars we have driven. The fixed damper set-up is a fine example of a well engineered and tuned suspension, one that delivers the goods in both handling and ride comfort. The Z is a very liveable daily driver.

The Z is covered by a five year, unlimited kilometre warranty, complimented by free roadside assistance for the duration. Its service interval is 12 months or 10,000km, with capped price servicing available for the first six years.

Verdict

2023 Nissan Z Pricing and Specification

The post 2023 Nissan Z Manual Review appeared first on ForceGT.com.

The all-new Nissan Z is the first renewed Z model in 12 years, replacing the long-running 370Z. For the first time, new Z has dropped its numeric moniker in its name and is called simply the Nissan Z.

For a performance model with more than 50 years of heritage, Nissan’s team of designers and engineers forged a fresh path with the new Z Coupe, one which draws inspiration from the past and a showcase of the present.

Design

Penned by Nissan’s design studio in Japan, the new Z boasts a modern silhouette that communicates respect for the original Z model. The colour palette welcomes the return of the bright yellow pearlescent paint – a tribute to a popular paint scheme on both the first generation Z (S30) and the 300ZX (Z32) – and a black roof.

The shape of the bonnet and the canted, teardrop-shaped LED headlights are both unmistakable reminders of the original Z, while the rectangular grille’s dimensions are similar to the current model with the addition of oval grille fins to offer an updated modern look.

Drivetrain

Chosen for this seventh-generation Z was Nissan’s VR30DDTT twin-turbo 3.0-litre V6, which improves power to weight by almost 13 per cent over the previous 370Z, with improved structural rigidity and a faster sprint capability.

Underpinning the Z is all-alloy double wishbone front suspension, with a multi-link alloy independent rear. Stopping power is provided by ventilated front and rear discs, enclosed by 19-inch forged-alloy wheels.

The six-speed manual transmission variant is matched to an Exedy clutch system, with power fed to the rear wheels via a carbon-fibre composite tailshaft for lightness and strength. Automatic rev-matching is also offered for smooth downshifts.

The automatic is a shift-by-wire nine-speed transmission, with paddle shifters on either side of the leather-accented steering wheel. Two driving modes are available: Standard and Sport, which unlocks performance by changing the steering profile, activating the Active Sound Enhancement system, and engaging sports mode in the Vehicle Dynamic Control.

Both automatic and manual models also feature launch control, a first for the Z.

High levels of passive and active safety are included, with the Z featuring the full suite of Nissan Intelligent Mobility features including Intelligent Emergency Braking with pedestrian detection, Intelligent Forward Collision Warning, Blind Spot Monitoring, High Beam Assist, Land Departure Warning and Rear Cross Traffic Alert. Parking sensors are fitted front and rear, with a rear camera.

Interior

The new Z redesigned two-seater cabin is accessed via vertical handles hidden within the door apertures.

Highlight of the new cockpit is the new 12.3-inch full LCD instrumentation display. It can be switched between three settings: Standard, Enhanced and Sport, the latter putting the tachometer centrally in the display, with an electronic upshift alert at the 12 o’clock position.

Recessed across the middle of instrument panel is the traditional three-gauge Z display, while below is an 8.0-inch touchscreen display which operates the infotainment system.

A premium eight-speaker Bose sound system is standard equipment, as is Apple CarPlay and Android Auto. Two USB connection are also provided for extra charging and connectivity options.

A leather-and-suede-accented sports interior, with heated, four-way power-adjustable driver and passenger seats, and a steering wheel adjustable for height and tilt, make for a comfortable yet sporty driving environment.

Grade Walk

Nissan Z Coupe

Price: $73,300 (excluding on-road costs)

Powertrain:

• 3.0-litre twin-turbo (VR30DDTT) DOHC V6, fuel-injected, four-valve-per-cylinder alloy engine which produces 298kW (up 22 per cent on 370Z), and 475Nm of torque (up 112Nm on 370Z)
• Choice of six-speed manual transmission or nine-speed shift-by-wire automatic with manual mode
• Both manual and automatic transmissions feature launch control
• Six-speed manual features synchronised rev-matching control, and high-performance clutch by EXEDY
• Carbon fibre composite driveshaft (MT only)
• Rear wheel drive with mechanical limited-slip differential
• Automatic transmission models feature aluminium paddle shifters and Standard mode and Sport mode, which unlocks sports steering profile, Active Sound Enhancement and sports Vehicle Dynamic Control (VDC) setting
• Power-to-weight ratio improved by 12.8 per cent (over 370Z)
• Fuel consumption is 10.8 litres/100kms for the manual version, and 9.8 litres/100kms for the automatic (combined)

Suspension:

• Double-wishbone aluminium-alloy front suspension with aluminium subframe at front
• Multi-link aluminium-alloy and steel rear suspension with steel subframe

Wheels:

• 19” forged RAYS alloys in dark metallic with red calipers

Brakes:

• 355mm front and 350mm rear vented brake discs – 4-piston front brakes and 2-piston rear brakes with red caliper finish

Tyres:

• Front: 255/40R19 front Bridgestone Potenza S007 high-performance
• Rear:  275/35R19 rear Bridgestone Potenza S007 high-performance

Infotainment:

• All models feature a multi-mode 12.3-inch TFT driver instrumentation display with three driver modes: Normal (with tachometer, speedometer and audio shown); Enhanced (which pushes tachometer and speedometer to the edges and displays technical information at the centre) and: Sport (which puts the tachometer centrally with a shift-up light at 12 o’clock, and potential for G-meter and boost control displays)
• 8.0-inch central infotainment display with eight-speaker BOSE audio system, incorporating standard integrated Android Auto and Apple CarPlay
• Three gauge analogue display (boost, turbo fan speed, voltage)

Exterior design features:

• Auto-levelling LED headlights with welcome signature and LED DTRL
• Automatic dusk sensor
• Kick plates with Z branding
• Front, side sill and rear spoilers
• Dual tailpipe exhaust
• High-mounted LED stop light
• Rear fog light

Interior trim and comfort features:

• Electrically heated, leather-accented seats with suede trim door finisher
• Active Noise Cancellation & Active Sound Enhancement
• Drive Mode Selector (A/T model only)
• Intelligent Key with push-button start and panic alarm
• 12V power outlet
• Climate-control air conditioning
• Power-folding and heated door mirrors with integrated turn signal
• Four cup holders (doors and centre console)
• Bluetooth hands free phone system
• Auto-dipping rear mirror and illuminated vanity mirrors
• Aluminium pedals
• Manual tilt & telescopic steering wheel adjustment
• Four-way power-adjust driver seat with manual lifter, thigh & lumbar support
• Four-way power-adjust front passenger seat
• Premium leather-accented steering wheel

Safety:

Full suite of Nissan Intelligent Mobility features including:

• Intelligent Emergency Braking with pedestrian detection
• Intelligent Forward Collision Warning
• Blind Sport Warning
• Rear Cross Traffic Alert
• Lane Departure Warning
• High Beam Assist
• Traffic Sign Recognition

Comprehensive safety offering also includes:

• Front and rear parking sensors
• Rear camera with predictive path technology
• Electronic Brakeforce Distribution (EBD) and Brake Assist (BA)
• Front, side front and side curtain airbags
• 3-point seat belts with pre-tensioners and load limiters
• Active head restraint system
• Intelligent Cruise Control
• Hill Start Assist
• Tyre pressure monitoring system
• Vehicle Dynamic Control with cancel switch
• ISOFIX child seat tether
• Traction control system

Nissan Z Coupe PROTO (sold out)

Price: $80,700 (excluding on-road costs)

In addition to Z Coupe, PROTO variant features:

• 19” Bronze Forged alloy wheels with yellow calipers
• Black leather-accented interior with unique yellow accents and stitching
• Available only in Ikazuchi Yellow pearlescent paint with Super Black roof

The post Nissan Z: full pricing and specification appeared first on ForceGT.com.

Nissan has completely revamped its SUV line-up with the launch of all-new Qashqai, X-Trail and Pathfinder models.

All arriving into Australian showrooms in the second half of 2022, the new SUV models will complete Nissan’s full renewal of its passenger car portfolio, together with the imminent arrival of the highly anticipated, all-new Z sports car.

Nissan Qashqai

The all-new Nissan Qashqai compact crossover will launch with four variants, each with improved specification and features over the outgoing grade.

The highlight of the new model is the new 1.3-litre turbocharged engine, with power increased by 4kW, and torque boosted by 50Nm, lifting overall outputs to 110kW and 250Nm. It’s mated to a newly developed X-Tronic CVT automatic transmission.

ST – $33,890

The five-star safety package comes standard with centre far-side airbag for occupant-to-occupant protection, rear camera, rear parking sensors, Forward Collision Warning with Forward Emergency Braking (Junction/Pedestrian/Cyclist), Lane Departure Warning with Intelligent Lane Intervention, Intelligent Blind Spot Intervention, Traffic Sign Recognition, Rear Cross-Traffic Alert with AEB,  Intelligent Cruise Control and High Beam Assist.

Stay connected as standard, with an 8.0-inch infotainment screen with Apple CarPlay and Android Auto, six speakers, a 7.0-inch TFT and an Intelligent Key with push-button start.

ST+ – $37,890

The ST+ grade adds fog lights, 18-inch alloys, 12.3-inch HD infotainment with wireless Apple Carplay, wired Android Auto, satellite navigation and Around View monitor, amongst other features.

ST-L – $42,190

The ST-L is feature-packed with Nissan’s ProPILOT semi-autonomous driving and safety aids, and adaptive LED headlights, which split the Qashqai’s high beam into 12 individually controlled light segments, detect traffic ahead and adjust the beam output accordingly. There’s also rear privacy glass, LED turn signals, part-leather accented seating, 19-inch alloys, an eight-way powered driver’s seat and dual-zone climate control.

Ti – $47,390

The flagship model introduces a huge 10.8-inch Head Up Display, using double free-form mirror technology integrated with the navigation and infotainment systems, a premium quilted leather accented interior with massage function on the front seats, hands-free power tailgate, 10-speaker premium BOSE audio system and more.

Nissan X-Trail

The all-new X-Trail is regarded by its maker as the most advanced Nissan mid-size SUV ever, with it introducing a bold new exterior, a family focused interior and a comprehensive suite of safety systems.

It’s offered in four well-equipped grades, a choice between five or seven seats, and the option of two- or four-wheel drive.

Power comes from a revised 2.5-litre engine delivering a 9kW lift in power, and a 18Nm increase in torque, to 135kW and 244Nm.

ST

2WD – $36,750

4WD 7 Seat – $39,790

The range opening ST model delivers LED lighting front and rear, roof rails, shift-by-wire, high-beam assist, a rear parking camera and sensors. An 8.0-inch infotainment screen is Apple CarPlay and Android Auto compatible, 4 USB slots (2 Type-A +2 Type-C) with 17-inch alloy wheels and a comprehensive suite of active safety that includes, AEB with pedestrian and cyclist detection, rear AEB with pedestrian detection and cross-traffic alert, Lane departure prevention and Intelligent Cruise Control.

ST-L

2WD – $43,190

4WD 7 Seat – $46,290

Builds on the ST model’s equipment with the introduction of ProPILOT with Lane Keep Assist, privacy glass, fog lights, a digital Around-View monitor, heated front seats, dual-zone climate control, sliding rear seats, front parking sensors, synthetic leather trim, practical 40:20:40 split rear seats, Tyre pressure sensor monitor and 18-inch alloy wheels complete the ST-L offering.

Ti

4WD – $49,990

Positioned as the premium grade, the X-Trail Ti introduces genuine leather-accented seating, 19-inch alloy wheels, a panoramic sunroof, LED turn signals, a Smart Rear View Mirror, tri-zone climate control, Adaptive Driving Beam, Auto wipers and power operated rear tailgate.  The technology offering is significant, with a 12.3-inch, navigation-equipped touchscreen, a 10.8-inch Head-Up Display, wireless phone charging and wireless Apple CarPlay, and a 12.3-inch TFT digital driver display.

Ti-L

4WD – $52,990

The flagship model in the X-Trail range, the Ti-L features a heated steering wheel, Bose 10-speaker sound system, full Nappa leather seating with memory seat function, rear sunshades, hands free rear tailgate, heated rear outboard seats, remote engine start and more.

Nissan Pathfinder

Nissan’s flagship SUV, the Pathfinder is available in four grades. It offers spacious seating for up to eight and a wealth of new safety and technology features to compliment its redesigned looks.

The Pathfinder introduces an all-new nine-speed automatic transmission, all-new Intelligent 4WD with seven-position Drive and Terrain Mode Selector, as well as impressive towing capability.

A new nine-speed automatic transmission is introduced for the 202kW / 340Nm 3.5-litre direct-injection V6 petrol engine, replacing the previous CVT.

Seven drive and terrain settings are available for the Intelligent 4WD system, with five settings on 2WD models.

ST

2WD – $54,190

This ST model delivers a comprehensive safety package from the standard Nissan Intelligent Mobility Suite, a rearview camera with parking sensors, a 9.0-inch touchscreen, 10.8-inch Head Up Display, 7.0-inch TFT Advanced Drive-Assist instrument cluster display, sat-nav, LED dusk-sensing headlights with high-beam assist, 18-inch alloys, eight-way powered driver’s seat with lumbar control and EZ Flex latch-and-glide seating adjustment.

ST-L

4WD – $59,990

The ST-L builds on the ST’s comprehensive safety offering with a Pro-PILOT semi-autonomous driving system with Lane Keep Assist and Traffic Jam Pilot, Around View monitor with moving-object detection. Roof rails, LED fog lights and a powered tailgate also feature on the standard equipment list.

Ti

2WD -$63,990

4WD – $67,990

The Ti introduces a truly premium cabin experience, with leather-accented interior trim with rear-seat heaters, wireless phone charging, a 12-speaker BOSE audio system and more.

Ti-L

4WD – $77,890

The Ti-L flagship introduces wrap-around cabin ambient lighting, panoramic glass sunroof, 20-inch alloys, underbody protection, captain’s chairs in the second row (reverting seating capacity to seven), ventilated front seats, “smart” rearview mirror with switchable digital imagery, and more.

Note: all prices exclude on-road costs.

The post Nissan SUV push: 2023 Qashqai, X-Trail and Pathfinder price and specs appeared first on ForceGT.com.

The current third-generation Nissan Navara has been around in Australia since 2015, but incremental updates over the years have kept it fresh. New grades and special edition models were introduced, adjustment and refinement to the chassis were made, and safety features were boosted.

In what is quite possibly the biggest update to the Navara yet, 2021 sees the workhorse receiving range-wide styling enhancements, yet another round of chassis tweaks and stronger safety credentials.

But headlining the update is a sporty new range-topper called the PRO-4X, which now joins the simplified line-up consisting of the SL, ST and ST-X variants (the DX and RX variants are no longer offered).

If the already adventurous PRO-4X isn’t enough for you off-road junkies, there’s also the fully ruggedised PRO-4X Warrior which is designed to go head-to-head with off-road focused utes from rival makes such as the Toyota HiLux Rugged X and Mazda BT-50 Thunder.

2021 Nissan Navara Pricing

Private driveaway pricing for the 12-variant 2021 Nissan Navara range starts at $33,890 for the SL grade single cab chassis 4×2 manual, stretching to $62,790 for the PRO-4X dual cab 4×4 automatic.

The PRO-4X Warrior special edition comes in as the priciest Navara ever, with the manual version asking $67,490 and the auto fetching a $2,500 premium at $69,990. Both stickers exclude on-road costs.

We tested the ST-X dual cab 4×4 auto with cloth interior which is priced at $58,790 driveaway. Our tester has been optionally beefed up with a few genuine Nissan factory-fitted off-road goodies. They include a polished bulbar ($3,238), bonnet protector ($160), LED Light Bar ($956), winch ($2,295), winch mount kit ($852) and fender flares ($1,051).

That’s a total of $8,552 worth of accessories, bringing the final price of our tested ST-X to $67,342 driveaway (additional dealer-fitment costs may apply).

It’s worth noting that many of these accessories are fitted as standard on the PRO-4X Warrior, which in addition also comes with all terrain tyres and an off-road focused suspension complete with a wider track and an increased ground clearance.

We will be testing the PRO-4X Warrior in the new year but in this review, in addition to the ST-X we also drove the PRO-4X auto.

New Styling

Utes are fast becoming lifestyle vehicles, which means they work during the week and play on weekends. This also means agricultural looks just don’t cut it anymore. Ute buyers now appreciate good styling and the third-gen Navara has always been one of the better-looking utes.

This round of styling update gives the Navara an even more purposeful look. The front fascia is where most of the design changes have taken place. The prominent grille with its thick surrounds instantly identifies the Navara and it’s obvious the design is inspired by the Nissan Titan – the brand’s American market full-size pickup.

Sandwiching the new grille are redesigned headlights with new clusters for the daytime running lights. They are matched to a new bumper with restyled fog light bezels and skid plate.

At the rear the changes are a lot subtler, with updates limited to the tailgate, taillights and bumper. Strangely, the strip of plastic protector that lined the top of the tailgate in the previous model has now been removed. This means there’s now nothing to protect the top of the tailgate from being scratched by objects resting on it. It’s not a biggie but it seems odd that Nissan chose to delete it.

The new PRO-4X model is differentiated by matte black grille and front bumper skid plate, gloss black door handles, side mirror caps, roof racks and running boards, accented by 17-inch black wheels wrapped in Yokohama Geolander all-terrain tyres tucked under subtle black wheel arch mouldings.

The design is taken up another notch with lively red accents on the front and rear Nissan emblem, skid plate and wheel arches.

Draped in the exclusive solid grey paint work as is on our test vehicle, the PRO-4X is easily one of the most striking and sporty utes on the market today. It even turned quite a few heads everywhere we went during our weeklong test.

Interior

The interior has stayed largely the same for 2021, design wise at least, with notable changes including a new steering wheel and redesigned instrumentation panel.

Much of the update is under the skin, where extra sound deadening insulation results in a quieter cabin – not that the previous cabin was noisy by any means. Cruising on the freeway, noise level inside is very SUV-like, with not much road and engine noise at all.

Seat comfort is good for all on board, with rear passengers benefitting from upgrades to the seat cushions and back shapes. For added convenience, rear passengers in the back can also now utilise the new rear armrest with built-in cup holders to store beverages or smartphones.

All variants get an 8-inch infotainment touchscreen with Apple CarPlay and Android Auto connectivity, with ST-X grades and above also featuring satellite navigation and DAB+ digital radio.

In addition to conventional USB ports in the front and back, the updated interior has also scored a new generator USB Type C port in the centre console, which supports fast charging of devices.

Matching its black and red accented exterior, the PRO-4X cabin features a black Nissan emblem with red highlights on the steering wheel, black trim inserts in place of silver on the console and quilted black leather seats with red stitching with PRO-4X embroilment.

Disappointingly, the front seats in the PRO-4X are manually adjusted, not powered. The feature can be opted in the ST-X grade as part of an optional pack, but in the PRO-4X it’s not even available as an option.

It’s the same story with the sunroof, where it’s optional in the ST-X but not offered at all in the PRO-4X.

It’s questionable that the PRO-4X misses out on these convenient features given its range-topping status.

Oddly also, unlike the ST-X, the rear seat base in the PRO-4X cannot be lifted and folded to create extra cabin storage.

Powertrain

There were no changes under the bonnet. All 4×4 Navara variants are powered by the proven 2.3-litre intercooled twin-turbo diesel engine that outputs 140kW of power at 3,750rpm and 450Nm of torque between 1,500rpm and 2,500rpm.

It’s hooked to a seven-speed automatic transmission as fitted to both our test vehicles (or standard 6-speed manual).

Also intact in this round of update is the Navara’s part-time 4WD system. It has a dual-range transfer case that allows drivers to switch between 2WD (two-wheel drive), 4H (4WD high-range) and 4Lo (4WD low-range) drive modes via a dial in the console. The 4WD system is backed by a lockable rear differential and hill descent control.

Like before, towing capacity is rated at 3,500kg braked and 750kg unbraked.

Driving Impression

Back when it was first launched, the third-gen Navara copped quite a bit of criticism for its controversial use of coil spring rear suspension instead of the more common leaf spring set up. The idea was to give the ute a more comfortable ride, but the tub was known to sag under a heavy payload.

Over the years the rear chassis has been relentlessly tweaked and refined to a point that it’s finally right. The Navara’s SUV-like ride comfort is given, but it’s now also capable of keeping a relatively straight posture when heavy cargo is strapped to its back.

If you’re looking to use your ute as more of a lifestyle vehicle, with the occasional off road excursion, and less as an out-and-out heavy duty workhorse, you’d be more than pleased with the Navara’s all rounded performance.

While other utes suffer from jiggly ride when unladen, the Navara remains smooth. Potholes, level crossings and rough roads are far less of a battle in the Navara than in other utes.

Chuck the Navara into a bend and it continues to impress with neat handling and lots of grip. Throttle response is good for a diesel and the turning the steering isn’t like a wrestling match.

On the rough stuff, the Navara’s 4WD exhibits excellent torque distribution, ensuring good traction on a variety of terrain.

The PRO-4X’s all-terrain tyres do offer a slight advantage on slippery surfaces compared to the standard rubber on the regular models, but more heavy-duty tyres are recommended for serious off-roading.

Running Costs

In terms of running cost, the Navara doesn’t disappoint. The twin-turbo diesel is remarkably thrifty on the freeway, zipping around 6.0L/100km on test. It isn’t too shabby around town, too, hovering at around 9.0L/100km. At the end of the tests, both the ST-X and PRO-4X’s averaged around 8.5L/100km, with a mostly unladen tub and a good mix of urban and country driving. This is against a factory rated 8.1L/100km.

It has a long service interval, only requiring a visit to the dealer every 20,000km or 12 months, whichever comes first.

The warranty period is 5 years with no cap on kilometres. A complementary roadside assist of 5 years is included.

Verdict

2021 Nissan Navara ST-X and PRO-4x Pricing and Specification

Competitors:

Toyota Hilux, Mitsubishi Triton, Ford Ranger, Holden Colorado, Volkswagen Amarok, Mazda BT-50, Isuzu D-Max

The post 2021 Nissan Navara ST-X and PRO-4X Review appeared first on ForceGT.com.

The young and active are flocking to small city crossovers for multiple reasons. The so called ‘jacked up hatchback’ is perceived to be more fun and less domesticated than the traditional city car, the higher ride height also affords a more commanding view, and certain models have all-wheel drive which give better versatility.

The segment is saturated and buyers are spoilt for choice. The Mazda CX-3 has long been one of the strong performers, while the aging Mitsubishi ASX is still pulling in crowd with unrivalled value. So, instead of those two, we look at two alternatives instead.

Nissan Juke

The Juke is one of the segment’s pioneering models. Launched in 2010, the original Juke started out as a quirky looking thing that wasn’t everyone’s cup of tea. That said, it was sized right, with practicality to boot. It was this formula that inspired the slew of competitors we see in the segment today.

Pricing before on-road costs for the Juke starts at $27,990 for the entry level ST grade, working its way up to $36,490 for the range-topping Ti tested here.

Toyota Yaris Cross

A complete opposite to the Juke, the Yaris Cross has just joined the party. As Toyota’s smallest SUV, the first-ever Yaris Cross now completes the company’s comprehensive SUV portfolio and serves to reach out to the younger crowd with an already familiar name – the Yaris.

Pricing starts from $26,990 and topped at $37,990 for the top-spec Urban grade driven here.

And so, let the showdown begin…

Which is more interesting to look at?

The new Juke is one hell of a transformation from before, in a good way. The oddball design of the old model is gone (thank goodness), replaced by something much easier on the eye. We like that the design is still one that is unconventional, yet pretty to look at.

Strong shoulder lines, a tapered floating roof and flared wheel arches characterise the new Juke styling, giving it a sporty and athletic appearance. Impressively, the remake has preserved many of the Juke’s defining design elements, namely those round headlights, short rear overhang and hidden rear door handles.

If the Juke is sporty, then the Yaris Cross is funky. The upright two-box design is made interesting with a two-tonne colour scheme with a black roof, boxed wheel fenders and lots of black accenting.

It shares no design elements with the Yaris hatch on which it is based, and that’s a good thing considering the Yaris isn’t quite a looker anyway.

Of the pair, the Juke has a sleeker and tauter stance, paired with larger 19-inch wheels (ST-L and Ti grades) compared to the Yaris Cross’ 18-inch items (Urban model). In our eyes the Juke is the better-looking car.

What are they like inside?

The Juke’s stylish design carries through to the interior. The round air vents accentuate the sporty feel inside, lifted further by the flat-bottomed steering wheel, round gear level bezel and Bose speakers on either side of the front headrests (Ti model only).

On the other hand, the Yaris Cross’ interior feels more generic and lower budget, though the semi digital instrumentation cluster does look quite cool.

The Nissan also does better in material use. In our top-spec Ti model, premium feel Alcantara-like suede covering is applied across the upper dashboard, door cards and front centre armrest, while deep and glossy piano black trims are used generously on the centre console and door switch surrounds. Elsewhere, those polished aluminium-look trim inserts around the air vents, steering wheel spoke, gear lever bezel and door grabs add a premium feel.

Meanwhile, the Toyota feels more plasticky everywhere you touch, and we’re not quite sure about the brown-black colour theme.

So, it’s the Juke again when it comes to interior presentation.

What about practicality?

The table is turned in the practicality department. The Yaris Cross’ boxy shape pays dividend when it comes to carving out interior space. Head and legroom at the front and in the back is much more generous than that in the Juke. With larger windows, there’s also more natural light inside the Toyota.

The Juke’s tighter rear space is not helped by that small rear door aperture, which has that sloping roof line to blame. The cup and bottle holders in the Juke are also slightly smaller and shallower in comparison to the Yaris Cross, though the present of a centre armrest in the former makes for a more comfortable long drive.

Surprisingly, the Juke has a larger boot at 422 litres compared to the Yaris Cross’ 390 litres, though the latter has a flatter boot floor and lower lip for easier loading, plus a powered tailgate (Urban model).

What are the features?

Both crossovers in range-topping guise come standard with built-in satellite navigation, DAB+ digital radio, Bluetooth, Apple CarPlay and Android Auto connectivity. There’re also keyless entry and pushbutton start in both vehicles, though head-up display (HUD) is only fitted to the Toyota.

At eight inches, the Juke’s touchscreen is an inch larger than that of the Yaris Cross. It also has a more modern and intuitive interface. Audiophiles would certainly prefer the punchy 8-speaker Bose premium surround sound system in the Juke over the 6-speaker set up in the Yaris Cross.

How about safety?

Safety is up to date in both vehicles, with features fitted to both top spec models including autonomous emergency braking (with pedestrian and cyclist detection), forward-collision warning, lane departure warning, blind spot warning, rear cross traffic alert and speed sign recognition.

The Juke goes one step further by featuring a 360-degree around view camera that will no doubt help in parking.

If you live in the rural areas and often drive at night, then the Yaris Cross’ automatic high beam will surely come in handy.

Let’s talk performance…

The Juke is powered by a 1.0-litre turbocharged 3-cylinder petrol engine, driving the front wheels only – there’s no all-wheel drive option. Tiny the engine may seem, and the 84kW of power it churns out at 5250rpm may look modest, it’s backed by a decent 180Nm of torque that comes in at a relatively early 2400Nm.

There’s not much of a lag, and at full throttle it does gather pace quite quickly. But even when you’re just making it work half as hard, there’s good midrange torque to get you through the daily grind. The only issue with this engine is that it’s a bit gruff on idle and around slow traffic.

The pint size engine is paired with a 7-speed dual clutch automatic transmission that shifts intelligently and snappily.

There’re two engine options for the Yaris Cross – a 1.5-litre 3-cylinder normally aspirated petrol engine and a 1.5-litre 3-cylinder petrol-electric hybrid. The former produces 88kW at 6600rpm, matched with 145Nm from 4800-5200rpm, while the latter is good for a combined output of 85kW and 120Nm.

Both powerplants drive through a CVT automatic, with the petrol model front wheel driven only and the hybrid available with the option of all-wheel drive, where the rear wheels are solely electrically driven.

The non-hybrid 3-pot in the Toyota runs smoother than that in the Nissan, with less NVH (noise, vibration and harness) overall.

The hybrid Yaris Cross is even more refined, and despite appearing less powerful on paper, is actually more eager than the non-hybrid model. This is largely thanks to the instant torque of the electric motor assisting the engine.

Still, the hybrid is no match to the turbocharged Juke.

How do they drive?

Building on its good engine performance, the Juke feels rigid and alert on the road. The chassis is set up for good response and control, plus there’s plenty of grip even though it’s front wheel-drive.

Despite the sporty dynamics, the Juke still manages to maintain comfort. Admittedly, the ride is firm but it never crashes badly on bumps and potholes. Our Ti rides on 19s but it still feels fairly forgiving.

Road noise is generally kept at bay but on rougher tarmac the thin tyres on our Ti model can get vocal.

The Yaris Cross’ bulkier physics means it’s inherently less chuckable than the Juke. That’s not to say it’s sloppy, but it feels just a tad softer in the corners.

The comfort-tuned suspension does also mean it despatches potholes better and rides a little smoother on broken roads.

In the long run

The 3-cylinder turbo is amazingly economical on the freeway, zipping around 4.5L/100km on test. It isn’t too shabby around town, too, hovering at around 8.0L/100km. At the end of our weeklong test with mostly urban commute, the Juke returned a very respectable 7.1L/100km, against its rated 5.8L/100km. It does require RON95 premium unleaded fuel though.

The Yaris Cross’ is even more economical than the Juke, with the petrol version returning 7.2L/100km and the hybrid AWD averaging 4.5L/100km at the end of test. On paper, they are rated at 5.4L/100km and 4.0L/100km respectively.

The Juke has a long service interval, only requiring a visit to the dealer every 20,000km or 12 months, whichever comes first. The Yaris Cross’ is slightly shorter at 15,000km or 12 months.

Both cars come with a factory warranty of 5 years with no cap on kilometres, with the Juke’s deal sweetened further with complimentary 5-year roadside assist.

Verdict

A compact urban crossover has a lot to satisfy these days. It needs to be stylish, have decent space, equipped with the latest features and finally, economical.

Both the Nissan Juke and Toyota Yaris Cross have got all that covered. And so, only the small details separate these two.

The Juke is more fun to drive and has a better interior. The Yaris Cross scores better in interior space, refinement, comfort, and in hybrid guise, fuel economy. All important criteria for city runabout. And for that the more all-rounded Yaris Cross edges the Juke by just a whisker.

Pricing and Specifications

The post 2021 Nissan Juke vs Toyota Yaris Cross Comparison Review appeared first on ForceGT.com.

The first all-new Nissan Z sports car in 13 years was launched to much fanfare earlier this year. The two-seater coupe is sleek, purposeful and contemporary. But where to from here?

If there’s one body form that is getting increasingly popular, it’s the shooting brake. And automotive renderer Sugar Design seems to think it’s a good idea to transform the Nissan Z from a coupe to a shooting brake.

Having shown us recently that a Tesla Model 3 hatch can absolutely work, they have managed to work their magic again with the Z shooting brake. The front of the car is no different to the coupe, featuring a long bonnet, squared off intake grille and teardrop-shaped LED headlights inspired by the original Z headlights. From the B pillar back however, the car takes on a completely different shape, with the coupe’s sweeping roof replaced by a wagon style rear end.

The shooting brake rear styling blends remarkably well with the original taillights from the coupe. The blacked out roof is also a feature of the coupe that has been tweaked well to suit the shooting brake body.

All in all, the idea of a Z shooting brake seems to work, and it’s perhaps something that Nissan should seriously consider.

To recap, the new Z is powered by a 3.0-litre twin turbo V6 developing 298kW (400hp) at 6,400rpm, accompanied with 475Nm (350 lb-ft) of torque from 1,600 to 5,600rpm. The VR30DDTT is the same engine found in the Infiniti Q60 Redline Coupe. It’s paired with a 9-speed automatic transmission, with a 6-speed manual also available to the delight of purists.

The post Nissan Z shooting brake is a convincing proposition appeared first on ForceGT.com.