Let’s begin with a little trivia about automotive giant Nissan. Back in 1959, when they were still known as Datsun, they produced the first compact pickup truck. Twenty years later, they introduced the first mini-truck with an extended cab exterior design which Nissan coined the “King Cab”. Soon thereafter, they developed the market’s very first “crew cab” one ton pickup configuration – which I believe is solely responsible for the success this automotive segment enjoys to this very day. Nissan has also a built a legacy in engine building over the last 5 decades. Given Nissan’s pioneering contributions to the pickup truck industry and it’s motor building savvy, the expectation for their latest truck is, to say the least, at an exorbitant level.

Bulky flared fenders, hefty grill and bumper ensemble provide the Navara its intimidating looks. It bears a scaled down resemblance to its massive North American cousin, the Titan. In cab, the Navara does not disappoint … Hold it! Before I get carried away, the boys at bigbigcar.com will give you all the dainty details about the Navara inside and out. They will also report how this little Titan behaves on the road. My role here is pretty clear cut, to determine how Nissan’s latest 4×4 truck the ’08 Frontier Navara D40 performs off road (sheesh… why didn’t they drop the “Frontier” moniker?).

I did get to drive the Navara a few kilometers on the pavement to get to the trail site. The first thing I took notice of was the how the truck lunged forward when I stomped on the accelerator. I shouted “yeah!” with glee as my head snapped back. I began to believe the manufacturer’s claims that its truck has the torquiest CRDi power plant in it’s class. Every 4×4 pickup in the market has at least a 3 liter, heck Mitsubishi’s Strada is a 3.2! Nissan thumbs its nose at the competition and enters a petite 2.5 liter that kicks everyone’s backside with a whopping 403 Nm of axle twisting force. I grinned as I envisioned how this little beast would climb and crawl in low range mode.

Not long after gray concrete beneath the truck transformed to red earth. It was time for 4WD action. The D40 has a simple dial to switch from 2-wheel drive to 4-wheel drive. Like the competition, it has a shift-on-the-fly system when engaging to and fro 2- and 4-high. Unlike the competition, the transfer system is smooth and prompt especially when switching from high range to low range and back. As the terrain began to deteriorate with deep ruts and slopes, I slowed the four-by to a halt and switched to 4-low. It engaged almost instantly and I was moving forward once more. Attacking hills was such a delight because this little titan did it with the littlest of effort. At one point I was negotiating a near 30-degree ascent on 1st gear at only 800 rpm. Every 4×4 off roader worth his salt will concede that the unbelievable torque of the Navara’s engine combined with its exceptionally low, low range ratio of 2.625 make for a terrific off road ride.

However, the new Frontier is vertically challenged. It is severely limited from venturing into more adventurous terrain by its ground clearance and it’s approach angle. A measly 29 degrees compared to 37 degrees by its Isuzu counterpart. The angle of approach is the indication of the steepest incline angle that a vehicle can approach and drive up without encountering front bumper or undercarriage damage.

We encountered a heavily rutted portion on the trail that had deep ditches snaking through the path. It was also damp and slippery from rain the day before. With the aid of a spotter, we negotiated the obstacle with success. Thanks to the ultra-low crawl ratio and the traction aiding limited slip differential on the rear axles. The D40 was also protected by its factory equipped nerf bars. These are tubular side bars that act as steps for entry into the vehicle, and as protection from rocks and ruts when off road. I’ve seen these nerf bars on Nissans since the gen. 1 Pathfinder, I’m glad they are still around.

Soon after the trail had heavily degraded, there was no way a stock 4×4 would make it through and we had to turn back. Turning back was a monumental effort in itself. Maneuvering a long wheel based truck on a narrow single lane path is not fun. You will have to inch the vehicle forward and reverse and repeat the process until the vehicle has done a full 180. I have done this many times before on a truck with a similar wheelbase. What made it more difficult this time was the poor turning radius of the Navara. Shifting to reverse on the stick was a chore because I kept getting it into 6th gear. When we finally got the D40 to turn tail, thanks to a clearing in the path and more spotting – disaster struck! Our support vehicle, a 70 series Land Cruiser was dangerously teetering on its side as it was negotiating the same heavily rutted portion the Navara went through. It did not fall on its side but the wheels were wedged in a deep rut. And the rear differential was high-centered. The Cruiser was equipped with a winch and, fortunately, a huge Narra tree was nearby to act as an anchor.

On the way back we encountered steep and slippery ascents that stalled the Frontier momentarily. Easing off the gas pedal and steering slowly from side to side gave bite to the tires. We were back on track. I forgot to mention that we were running stock tires – 255 70 R 16 highway terrain Dunlops. Not the ideal type of tire tread for off roading. Again the LSD and low gearing did its work.

All in all, the new Frontier Navara is a marvelous pickup truck for all-around use. I know this truck will receive rave reviews for power, handling, and ride comfort. But from an off road standpoint, in stock form, this truck won’t cut it due to its poor angle of approach and ground clearance. Nonetheless, raising the D40′s body or suspension and fitting taller tires will remedy this handicap.

Nissan describes its treatment to it’s latest Navara as “refined ruggedness”. It is a catchy phrase filled with contradiction. The end result is a compromise that pleases the refined and disappoints the rugged.

Pros:

• The “torquiest” engine in it’s class
• Comfy suspension
• Simple and prompt 4WD system
• Nerf bars
• Fuel efficient

Cons:

• Poor approach angle
• Poor ground clearance
• Annoying D&PS seat adjustment lever
• Wide turning circle

Sizing up the Navara 4×4 versus the competition

Credits: Carl Steve Ong (photos), Niky Tamayo (photos), Carlo R. Sapera (photos), Atty. Romy Alcantara (recovery vehicle), Alfred Rasay (recovery vehicle), Tess Rasay (The Diva)