Ford Ranger v Nissan Navara 2021 Comparison

The 2021 Nissan Navara is the latest 4x4 dual-cab ute to be updated in search of more sales in a booming segment.

Has Nissan done enough to warrant more popularity? There’s only one way to find out and that’s compare it against our favourite ute, the Ford Ranger.

In this case we’re matching the popular Navara ST-X against the Ranger XLT.

Both are fitted with four-cylinder twin-turbo diesel drivetrains, and because the Ford only offers a 10-speed (yes, 10-speed!) automatic, our Nissan comes with the optional seven-speed auto.

As is typical across this highly competitive segment, things like pricing, equipment levels and capability are close. So let’s dig into the detail.

Think of the 2021 Ford Ranger XLT as the King of the Blue Collar Rangers. Above it in the range are only the FX4 Max, Wildtrak and headline-grabbing Raptor.

The XLT looks a bit upmarket itself with its blacked-out grille and chrome bits stuck on the body.

Fitted with the 157kW/500Nm 2.0-litre biturbo – you can also have the XLT with the older, cheaper and less-powerful 3.2-litre five-cylinder diesel – the XLT retails at $60,940 plus on-road costs.

Given away by its prominent new snout inspired by the US Titan full-size pick-up, the updated 2021 Nissan Navara ST-X was launched in March and sits atop the range. But that’s only temporary until the new PRO-4X arrives in May. Beyond that there will also be a PRO-4X Warrior we’re already gagging to drive.

With its 140kW/450Nm 2.3-litre engine mated with the $2500 optional auto, the ST-X sells for $58,270 plus on-road costs.

So, to the equipment list. Items in common include cloth seat trim, dual-zone climate control, cruise control, an 8.0-inch touch-screen with embedded sat-nav, Apple CarPlay and Android Auto smartphone connection, six-speaker audio with AM/FM and digital radio, a remote key and push-button start, a sports bar, side steps, tow bar and alloy wheels (18s for the Nissan and 17s for the Ford).

Exclusive Navara perks include adjustable rear air-con vents, a power-sliding rear window, the Utili-Track sliding tie-down hooks in the tray, and a tub liner, although it’s plastic rather than the preferred spray-in. Our Ranger was fitted with the latter as a $300 option.

Unique Ranger features include an embedded modem that, among other features, allows remote starting, a 230V power inverter and illumination for the tray.

Missing from both as standard is power operation of even the driver’s seat, although our Nissan did have that fitted along with leather trim as part of a $1500 option pack.

Nor is there reach adjustment of the steering column. Even today that’s a common – and unacceptable – omission from utes.

Both vehicles come with a five-year/unlimited-kilometre warranty, while the Nissan adds three years of roadside assist and the Ford seven years.

Capped-price servicing is also offered for both vehicles. The Navara has 20,000km/12-month service intervals and will set you back $2847 over 100,000km/five years. The Ranger has 15,000km/12-month intervals and will cost you $2766 over 105,000km/seven years.

The biggest story for the MY21 Nissan Navara is the comprehensive upgrade in driver assist systems. Crucially, autonomous emergency braking (AEB) – a proven accident avoider and life-saver – is now standard across the range.

The 2021 Nissan Navara ST-X is now also aided by lane departure warning and intervention, blind spot warning and intervention, rear cross traffic alert, reverse parking sensors, high beam assist, rain-sensing wipers, tyre pressure monitoring and a driver alertness monitor.

Disconcertingly, our ST-X’s AEB system slammed on the brakes more than once for no apparent reason when driving uphill through Melbourne’s Burnley Tunnel. We’ve advised Nissan Australia about this and if we get an explanation we’ll add it to the story.

The Ford Ranger comes with AEB, driver alert, lane keep assist and tyre pressure monitoring, but misses out on blind spot warning and rear cross traffic alert.

The Ford gets front parking sensors and traffic sign recognition, which the Nissan misses out on. Our test Ranger added an $800 Tech Pack including adaptive cruise control and active parking assist.

The Navara also comes with a 360-degree camera and a multi-camera off-road monitor that operates in low-range four-wheel drive (4Lo). It has seven airbags and the Ranger six.

Both vehicles have trailer sway control, top tethers and ISOFIX mounts for child seats in row two. LED headlights are also standard on both vehicles, but only the Nissan gets LED foglights and tail-lights.

Navara and Ranger have five-star ANCAP ratings dating back to 2015. They really should be updated to reflect the independent test authority’s much stricter current testing methodologies.

Fundamentally, the 2021 Ford Ranger XLT and the 2021 Nissan Navara ST-X follow the dual-cab 4x4 formula: a five-seat, four-door body bolted to a ladder frame.

The 4x4 system is part-time and comes as rear-wheel drive and 4x4 high-range and low-range with a locking rear differential to aid progress in the truly gnarly stuff.

While both have a combination of front disc/rear drum brakes (several utes are now all-disc) and double wishbone front suspension, the Nissan goes its own way with coil springs rather than ubiquitous leaf springs in the rear-end.

It’s a bold play because leaves have a level of weight-bearing flexibility that encourages their ongoing use. Nissan has had a series of goes at tuning the D23 Navara’s rear-end since its 2015 introduction, including the addition of dual-rate rear springs in 2018.

This time around the rear axle has been strengthened and the brakes boosted to increase payload. The tub has also been deepened 45mm.

So let’s look at the key numbers. The ST-X’s payload (as an auto) is now 1024kg, pipping the 1003kg of the XLT. But the Ranger has the better gross vehicle mass (GVM) – 3200kg versus 3150kg – and gross combination mass (GCM) – 6000kg v 5910kg. Both vehicles can tow up to 3500kg.

The Ranger’s bed measures up better in most ways, but neither has enough space between the wheel-arches to sit an 1165x1165mm Aussie pallet flat on the floor.

Off-road the Ranger has the advantage in unladen ground clearance (237mm v 224mm) and it can wade through 800mm of water, while the Navara can cope with up to 600mm. The Navara has a better approach angle (32.7 degrees v 29 degrees) while ramp-over and departure are very close.

As already mentioned, the Ford’s ‘Panther’ engine has more power and torque than the Renault-sourced YS23DDTT engine in the Nissan. It’s also claimed to be more fuel miserly at 7.4L/100km versus 7.9L/100km.

That didn’t pan out on our varied test drive which included bitumen, gravel and some low-range off-roading, as well as a session in each vehicle with 650kg strapped in the bed. In the real world the Nissan flipped things around, averaging 9.9L/100km against 10.4L/100km for the Ford.

The Ford Ranger has been top of the pops at carsales for a while because it does so many things convincingly well.

And so our driving experience proved when back-to-backing the 2021 Ford Ranger XLT and the 2021 Nissan Navara ST-X, although the gap has narrowed between them to be closer than ever.

The Ranger is the more comfortable-riding vehicle laden or unladen, has lighter steering for low-speed manoeuvring and more accurate steering at any speed.

It does roll and oscillate a bit more than the Navara when they are both unladen, giving the Nissan the edge in confidence-inspiring body control on a winding road.

But add the 650kg load and the Ranger’s demeanour barely changes, while the Nissan feels far more affected. It rolls and lurches onto its outside corners as weight overcomes the suspension set-up.

Conversely, the Navara’s low-speed acceleration is more fuss-free because the Ranger is working its way through a procession of closely stacked small gears. It all seems a bit fussy.

Also annoying is the US-style rocker switch on the Ranger’s shifter to change gears manually. No thanks, we’ll take flappy paddles, or at least the manual shifting at the lever as per the Navara.

Not that you have to change manually that often. Both these engines are plenty gutsy left to their own devices and plenty refined as well.

Off-road at our secret testing location, these two proved hard to separate, happily clambering up and down steep tracks with low-range and/or hill-descent control engaged. Tyre choice is probably going to be the final arbiter in which can ultimately get further.

In 2021 the Nissan benefits from fresh sound deadening and that definitely makes the cabin a nicer place to be. It’s not as quiet as the Ranger though, which is very refined for a vehicle of this type.

The Ranger has an advantage in the second row where there is more space and more versatility. The backrest folds as well as the seat base, whereas the Nissan only flips up the latter.

Disappointingly, we found evidence of de-contenting in the Ranger, with the removal of insulating material from the storage containers under the rear seats. All car companies search for ways to make a buck surreptitiously by doing things like this, but it’s not nice.

Despite that the Ranger does still feel more upmarket than the Navara in the cabin because it has better trim materials. The cabin also feels airier with a wider gap between passengers and doors, making it easier to slide your arm down the side and access storage pockets.

The seating position is also better in the Ranger. No matter how low the Navara’s seat and how high the steering column, it still feels like the wheel is dumped in your lap.

One in-cabin advantage of the Navara is the new widescreen digital display in the centre of its instrument panel. It’s unarguably a clarity step-up from the old Navara as well as the Ranger.

Another plus for the Nissan is you don’t have to drill into the touch-screen to adjust air-con controls.

There is no doubt the 2021 Nissan Navara ST-X is an improved vehicle. The huge boost in safety equipment is especially laudable, while just as many – if not more – buyers will be attracted by the tougher truck looks.

But this comparo leaves little doubt the Ford Ranger XLT is the better choice, even as this Aussie-developed T6 generation heads for retirement.

It’s not a night-and-day advantage, but it is more refined, has significantly more space inside and carries a load with more aplomb.

This segment is about versatility and while the Ranger XLT isn’t great at everything, it’s better at more things than the Navara ST-X.

How much does the 2021 Ford Ranger XLT cost?
Price: $60,940 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder turbo-diesel
Output: 157kW/500Nm
Transmission: 10-speed automatic
Fuel: 7.4L/100km (ADR Combined)
CO2: 195g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2015)

How much does the 2021 Nissan Navara ST-X cost?
Price: $58,270 (plus on-road costs)
Available: Now
Engine: 2.3-litre four-cylinder turbo-diesel
Output: 140kW/450Nm
Transmission: Seven-speed automatic
Fuel: 7.9L/100km (ADR Combined)
CO2: 208g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2015)

Related: Ford Ranger XLS 2021 Review
Related: Ford Ranger v Mazda BT-50 2020 Video Comparison
Related: New Ford Ranger spotted for first time
Related: Nissan Navara 2021 Review
Related: Nissan Navara 2021 Video Review
Related: New Nissan Navara pricing, specs revealed