2022 Land Rover Defender 110 SE D300 v 2022 Nissan Navara Pro-4X Warrior comparison
These two very different machines take different approaches to the same solution of moving families around town and venturing well beyond the beaten track. So, what happens if we compare the two?
Overview
They’re not exactly two peas in a pod, but this is an interesting comparison to flesh out. They’re both four-wheel drives that can never be accused of bargain status, which bring a pedigree of off-road capability and on-road competence.
And as is the nature of their breed, both the 2022 Land Rover Defender and Nissan Navara Warrior tend to include a heavy dose of practicality and utility within their off-road chops.
Both go about their business in a different manner. One, is a brutish factory-modified ute with fettled rubber and suspension in a quest for a better overall end product. The other has a nameplate steeped in traditional off-road history, but approaches it from a decidedly 21st Century point of view.
But, the hypothetical question still stands: if the keys of each car were sitting on the desk, which one should you take?
Introduction
Land Rover Defender
Even though it’s the first all-new Defender in about 70 years, Land Rover hasn’t wasted any time giving the model-year 2022 Land Rover Defender a bit of a spruce-up with new specifications, powertrains and options.
And to get the lie of the land (rover), we’ve been behind the wheel of what could potentially be the pick of the range.
Not base model, nor excruciatingly overloaded, is the 2022 Land Rover Defender 110 SE D300. While the two-door Defender 90 comes in with a lower starting price, our five-door Defender 110 model represents two jumps up from the base petrol-powered 110 P300 specification (which is priced from $81,890 plus on-road costs).
Priced from $101,950 before options and on-road costs, SE grade is the first specification to get access to the more powerful diesel engine. It’s called D300, and is an inline-six twin-turbo diesel that makes 220kW and 650Nm. All of your other engine options for the Defender 110 are petrol, including the soon-to-arrive P525 supercharged V8.
On first impressions, the Defender 110 SE seems to have a lot of the right boxes ticked: electric leather seats, centre console, matrix LED headlights, air suspension, rubber flooring throughout, premium cabin lighting and a leather-wrapped steering wheel.
Land Rover has thrown in some optional extras in this case, which is enough to push the asking price to $121,540. Some would be a no-brainer for me (bigger infotainment display, off-road pack, tow hitch). But some others seem quite expensive (folding fabric roof, domestic plug socket, privacy glass, black contrast roof).
Safe to say, you can choose your own adventure in terms of options and budget. There are plenty of paths to take, and you’ll unfortunately be waiting up to nine months for your car to arrive.
Nissan Navara
There’s never a dull moment in the four-wheel-drive ute segment. As manufacturers jostle among each other for market share, there is a constant stream of improvements, adjustments and updates.
For example, take this 2022 Nissan Navara Pro-4X Warrior. Despite getting constant changes, updates, adjustments and improvements since this coil-sprung Navara generation first landed back in 2015, Nissan has recently given its four-wheel-drive ute a thorough working over in order to keep up with the Joneses.
The Warrior specification – tuned and augmented in Australia by Premcar and Nissan – is right at the top of the Navara range. It’s priced from $69,990 before on-road costs, and brings improvements to suspension, protection, capability and specification.
This new top-specification Navara is also an indicator of how the four-wheel-drive ute segment is faring. Buyers (and therefore manufacturers) are no longer content with only high-grade models like the Ranger Wildtrak, Amarok Ultimate or HiLux Rogue. They want increased performance and augmented presence – more than what just a sticker pack and a few bolt-on accessories can muster.
Normally, buyers head to the thriving aftermarket industry to fulfil such needs. They go there in droves, and they aren’t afraid of spending a heavy quid in order to get what they want.
However, manufacturers are also getting in on the act: turn-key solutions with high specifications, upgraded mechanicals and improved driving experiences both on-road and off-road.
This new-look Navara Pro-4X Warrior picks up where the old N-Trek Warrior left off, using local engineering firm Premcar to augment the Navara into something new. And it’s something certainly more special. Specially tuned suspension – done by Premcar in Australia – increased the ride height for overall ground clearance and dampers tuned to suit the new application.
There are also larger, more aggressive Cooper all-terrain tyres on unique 17-inch wheels, underbody bash plates, improved bump stops and a winch-compatible bullbar (with an integrated light bar) that suits the Navara’s new look.
The towbar has been redesigned for improved off-road clearance, and Nissan has gone to the effort of increasing the GVM (gross vehicle mass) of the Navara Warrior by 100kg, which means the payload stays mostly intact.
Other new elements are splashes of red – on the suspension components and bash plates, as well as the front badge – to help piece together that whole ‘modified’ image.
| Key details | 2022 Land Rover Defender 110 SE D300 | 2022 Nissan Navara Pro-4X Warrior |
| Price (MSRP) | $101,950 plus on-road costs | $69,990 plus on-road costs |
| Colour of test car | Intense blue | White Diamond |
| Options | Folding fabric roof – $4810 Three-zone climate control – $2410 Black contrast roof – $2170 Tow hitch receiver – $1430 ClearSight interior rear-view mirror – $1270 20-inch, 5-spoke wheels in satin dark grey – $1210 Off-road pack inc. torque vectoring & domestic plug socket – $1020 Privacy glass – $1000 Activity key – $910 12-way heated, electric memory front seats – $810 Cabin air ionisation with PM2.5 filter – $610 Wi-Fi enabled with data plan – $600 Rough-cut walnut veneer – $600 Black contrast signature graphic – $340 11.4-inch touchscreen – $210 Air quality sensor – $190 |
None |
| Price as tested | $121,540 plus on-road costs | $69,990 plus on-road costs |
Inside
Land Rover DefenderWhat’s most impressive about the inside of the Defender is that they’ve created something modern, unique and practical, but still carrying shades of inspiration from the old, cramped and tractor-like forebear. An open, minimalist (Land Rover likes the term ‘reductive’) dashboard is loaded with opportunities for storing you daily accoutrements.
Engineers and designers have kept a close eye on the details here as well, and haven’t left any spaces bare. The little slot next to the infotainment display is useful, as is the small spot on the driver’s side of the steering wheel.
While I might love the idea of the front-row jump seat for idyllic drives with kids in the front, I don’t think I could go past the centre console like we have here. It’s big, multi-layered and full of storage, and comes with some additional power outlets. In total, there are stacks of outlets in this car.
The electric seats in this model are comfortable and have a stack of adjustment, and the electric steering column adds a touch of (arguably unnecessary) luxury. We’d like to see seat venting for the price of the option, however, which is probably going to get more use in Australia overall than a heated seat.
You’ll see a lot of neoprene-like material inside the Defender, on door cards, the centre console, and across the Jesus bar. It feels nice but shows up marks quickly. After my kids had their way with the Defender’s interior, I noted that the surfaces all wiped down easily with baby wipes back to clean. That’s a big plus for a family car.
Another good one for families and four-wheel drivers is the addition of well-designed and good quality rubber floor mats. Many would probably find rubber flooring in a $120,000 European SUV a misstep, but it’s a detail that speaks to the Defender’s roots as a raw utility vehicle. These floor mats are deep-dish – catching debris well – and securely mounted with push-on clips. They are easy to remove and shake out, or even hose off.
Buttons at the back help the Defender dip its bum for easier loading, and there are a handful of other features like hooks and tie-down points for helpful practicality.
Land Rover quotes 972L (wet) of storage space in the back, which sounds impressive. But if it were done against VDA methods of measurement, that number likely wouldn’t be as high. The hard plastics – with a tough chequer plate finish – help in the practicality stakes, as does the variety of additional storage spots around the place.
If you fold down the second row that wet number grows to 2277L. Once again, it’s not fair to directly compare this number to other measurements, but you’ve still got a large amount of available space on offer. The second-row seats don’t fold completely flat, but they do sport hard plastic covers on the back for being loading up.
Since it launched back in 2014, Nissan’s new Navara hasn’t managed to hold the same slice of pie that the previous-generation D40 Navara enjoyed for many years. It used to be a constant number two in the segment behind the Toyota HiLux.
These days – in terms of sales numbers – the Navara has been bested by the likes of Ford Ranger and Mitsubishi Triton, as well as the Isuzu D-Max. If the Navara were as good as this iteration straight off the bat – the fifth major update – it might not have conceded so much territory.
Inside, the Navara Pro-4X Warrior benefits from a variety of changes that mostly debuted across the range before this update. There’s a new steering wheel design, a bigger and better infotainment display and updated instrument cluster.
This Navara Warrior gets a new seat design with electric adjustment. It’s lacking heating in this specification, and doesn’t have the same degree of adjustment that other ute pews have. The Navara is also missing reach adjustment – a symptom of the platform’s age – but I found once I was in and behind the wheel, I was comfortable.
There’s a good selection of power outlets, with a USB-C spot hiding in the centre console along with a USB-A and 12V in the dashboard. Storage is also decent but not as good as the Isuzu D-Max or Toyota HiLux.
Air vents in the second row will be appreciated by those stuck in the back, along with the USB-A power outlet. Space and general comfort in the back are good, with enough room for adults to get comfortable.
Underneath the seat bases is a small amount of usable storage among the scissor jack and wheel brace. Or that seat can remain flipped upwards for those who might want to use the second row for straight storage.
It’s a small detail, but I do love that sliding rear window in the back of the Navara. It helps to keep the fresh air flowing while driving without as much buffeting and noise.
| 2022 Land Rover Defender 110 SE D300 | 2022 Nissan Navara Pro-4X Warrior | |
| Seats | Five | Five |
| Boot volume | 972L seats up / 2277L seats folded | 1560mm wide / 1469mm long |
| Length | 5018mm | 5350mm |
| Width | 2008mm | 1920mm |
| Height | 1967mm | 1895mm |
| Wheelbase | 3022mm | 3150mm |
Infotainment and Connectivity
Land Rover DefenderWhile the standard 10.0-inch infotainment display in a Land Rover Defender is great, I was taken aback by the improvement that came with the larger, optional 11.4-inch unit. I assumed it wouldn’t make much difference, but it’s quite impressive. Maybe it’s the slight curvature of the screen, or maybe it’s the brightness and crispness of the display. I don’t know, it’s just seriously nice.
There is plenty of power behind the screen as well. There’s Apple CarPlay and Android Auto – both of which can run wirelessly – the ability to connect multiple devices at once, plus digital radio and native navigation. The operating system is a cracker as well. It’s smooth and easy to use, balancing that trick of having plenty of functionality without feeling bogged down by the details.
While there are plenty of pixels for driver and passenger to dig through, it’s not the same ultra-techy experience as you’d find in a modern Mercedes-Benz or Audi. The digital instrument cluster mostly mimics analogue with its dials and readouts, but you can adjust this with things like full-screen mapping if you so desire.
Continuing the whole ‘antithesis of the forebear’ kind of theme, the new Defender is capable of software updates over the air. That means the car is connected to the internet, and can install software updates like your phone or computer does. It also has the ability to monitor the mechanical condition of the vehicle, and can call in an earlier service or dealer assistance when needed.
Nissan’s new-generation infotainment display – measuring in at 8.0 inches and first appearing just before the facelift – is good. It’s got Apple CarPlay, Android Auto, digital radio, navigation and an easy-to-use operating system. There are buttons to push and knobs to twist, which makes operating it on the fly easy.
The size is good enough, but those wanting maximum infotainment real estate will look elsewhere (like the Isuzu D-Max and Mazda BT-50). And, of course, new models on the horizon (like the Ford Ranger) will continue to push the boundaries of what a ‘normal’ screen size is. Keeping up with the Joneses is no easy task, after all.
However, if you’re content not to be at the pointy end of the pixel arms race that most cars are part of, this Navara’s system has absolutely nothing wrong with it. You’ve also got the benefit of a 360-degree surround-view camera – something of a rarity in this segment.
The instrument cluster in the Navara persists with analogue gauges – again, nothing wrong with it at all – supplemented by a larger screen in the middle. This has a bit more functionality going on these days, with more information to easily dig through.
We particularly like the tyre pressure monitoring on a four-wheel-drive. It’s handy when you head out into the bush and forget your tyre gauge (me), as well as for those longer touring-type trips. Knowing exactly what your pressures are doing all the time is quite a luxury, and adds in a good dose of peace of mind.
Safety & Technology
Land Rover DefenderNaturally, the new Land Rover Defender takes a quantum leap forward when it comes to safety. While it makes do without a front centre airbag that is becoming increasingly commonplace on passenger cars and SUVs, the new Defender still managed a five-star ANCAP safety rating against stringent 2020 requirements.
There’s autonomous emergency braking (which includes junction, pedestrian and cyclist detection), blind-spot monitoring and assistance, a 360-degree surround-view camera (with wonderful image quality), clear exit monitor for occupants getting out, lane-keep assistance, traffic-sign recognition, adaptive cruise control (with stop-and-go), and parking assistance.
There is also something called rear collision monitor – which acts like a low-speed autonomous emergency braking in reverse – that operates in tandem with rear cross-traffic alert and includes steering support.
There’s a lot of driver assistance technology to dig through via the convex display. There are all manner of readouts and information, including a handy display of vehicle dimensions for when you’re tackling underground carparks. Don’t forget about the height-adjustable air suspension, so you can squeeze into spaces lower than 2.0m. Just.
A lot of the technology on board the Defender centres around off-road usage, with a variety of selectable off-road modes to choose from. Depending on how well-specified your vehicle is, you’ll get the more advanced Terrain Response 2 system that has a bit of extra technological firepower. On top of your typical off-road driving modes, you also get a configurable Terrain Response mode and Land Rover’s take on an off-road cruise control: All Terrain Progress Control.
A big part of why the Navara scored an update is to help accommodate a new wave of advanced safety equipment. Along with looking more brash and certainly more American, it also scores autonomous emergency braking – keeping up with more Joneses. There is a five-star ANCAP safety rating, with the original 2015 result being updated in 2020 to reflect the new active safety equipment.
There’s also blind-spot monitoring and rear cross-traffic alert, but the Navara is missing adaptive cruise control, speed sign recognition and a front-centre airbag, which was debuted by the Isuzu D-Max and Mazda BT-50 twins for this segment.
| At a glance | 2022 Land Rover Defender 110 SE D300 | 2022 Nissan Navara Pro-4X Warrior |
| ANCAP rating & year tested | Five stars (tested 2020) | Five stars (tested 2015) |
| Safety report | ANCAP report | ANCAP report |
Value for Money
Land Rover DefenderIn some respects, the Land Rover Defender can be seen as a good value proposition. It’s not a cheap vehicle by any stretch of the imagination. But considering how much vehicle and specification we’ve got here, in comparison to a Toyota LandCruiser 300 Series, then you could say that the Defender is better value for money.
Even with the large volume of options that have been thrown onto our test car – many of which you could happily live without – we are a long distance away from the top-spec LandCruiser GR Sport or Sahara ZX.
Nissan’s Patrol is much better value, yes. And it’s sporting few weaknesses through its petrol-only powertrain and driving experience. However, it also feels quite old in comparison to this Defender.
Of course, you can spend a lot more on a 2022 Land Rover Defender if you feel so inclined. Either on the long options list or opting for a higher specification, you can get something that starts with a ‘two’ easily enough. But for our money, this diesel feels like a comfortable fit for the Defender’s intended purpose.
Diesel power still makes sense for a vehicle of this size, keeping fuel consumption impressively low. This is especially the case on the highway, and you don’t seem to have much of a performance deficit. The 3.0-litre diesel engine – now the only diesel option in the Defender 110 range – sits not far behind Toyota’s larger 3.3-litre V6: 220kW/650Nm versus 227kW/700Nm.
And for those who prefer petrol propulsion, the P400 petrol 3.0-litre turbocharged inline-six nearly exactly matches the naturally aspirated 5.6-litre V8 of the Nissan Patrol: 294kW/550Nm plays 298kW/560Nm.
Servicing costs $2650 over five years, and Land Rover’s warranty covers five years and unlimited kilometres.
Instead of having traditional service intervals, the Defender keeps an eye on operating hours, kilometres covered, your driving style and conditions to indicate when a service is due.
And while the claimed fuel economy is an impressive 7.9 litres per 100 kilometres, we didn’t match that. Perhaps we were too busy listening to six-in-a-row at higher revs, but we saw around 9.5L/100km from our time in the car.
There are a few different angles to look at this Navara with the value scope in mind.
Firstly, one can look at it like a discount Ranger Raptor: something that performs similarly at a lower price. The Navara Warrior scores points for maintaining its 3500kg towing and near-tonne payload as well; something the Raptor cannot match. However, when it comes to the significance of the modifications and the overall impact on the end result, the Ranger Raptor is still a cut above.
Another way to look at the Navara Warrior is like a pre-modifed Navara straight off the showroom floor. And that makes sense, because all of the additions you see on this Navara are common for modified four-wheel drives: wheels, tyres, suspension and protection.
Does it represent good value for money? Costing around $10,000 more than the Pro-4X on which it’s based, you could easily argue that. Ten gorillas will get easily sucked up through suspension, wheels, tyres and a fitted bullbar. Add in some finer details like bump stops, bash plates and the modified towbar, and the Warrior starts to make even more sense.
Aftermarket offerings – no matter how good or personalised they are – cannot match a few things this Navara Warrior does. Firstly, a seamless integration with the factory manufacturer’s warranty. And secondly, the 100kg bump in GVM (and therefore payload).
And in order to get a suspension set-up that matches or improves what this Warrior does, you’ll have to spend a considerable amount of money and time on something of high enough quality. In other words, don’t go shopping on eBay for springs and shocks.
But, at the same time, some punters out there would be able to match (or even better) the equipment offering of the Navara Warrior for less money, if they were more selective with their choice of aftermarket equipment. That will be a horses-for-courses argument and will depend upon personal tastes and requirements.
And while modifications and warranties have been known to butt heads from time to time, the ability for one to choose specific accessories and modifications to suit their tastes, wants and budgets is never a bad thing.
However, aftermarket equipment will need to be quality stuff – of which there is plenty available from big and small companies alike – if it wants to match the Warrior for fit and finish.
The good thing about the Warrior specification is that it makes the Navara better in just about every facet: to sit in, look at, drive on-road and off-road. And not losing those workhorse characteristics of a good payload and towing capacity will help sway their opinion, especially if they plan on using their specced-up ute for weekly work duties.
And while the modifications have already begun, it doesn’t mean they will stop. Adding things like storage, 12V, recovery equipment (especially a winch, which will now fit) will always be on the minds of current and prospective owners.
The 2022 Nissan Navara Warrior gets a five year and unlimited-kilometre warranty – equal with most in the segment – and a capped-price servicing schedule. It’s reasonably priced from a four-wheel drive ute, as well: visit every 12 months or 15,000 kilometres, and you’ll be spending $2847 over the five years. That equals out to $596.40 per year. There are cheaper examples of this, but don’t forget that a four-wheel drive ute has more oily bits than most others.
| At a glance | 2022 Land Rover Defender 110 SE D300 | 2022 Nissan Navara Pro-4X Warrior |
| Warranty | Five years / unlimited km | Five years / unlimited km |
| Servicing costs | $2650 (5 years) | $1744 (3 years) | $2304 (4 years) | $2847 (5 years) |
| Fuel cons. (claimed) | 7.9L/100km | 8.1L/100km |
| Fuel cons. (on test) | 9.5L/100km | 8.8L/100km |
| Fuel type | Diesel | Diesel |
| Fuel tank size | 89L | 80L |
Driving
Land Rover DefenderBack when I first drove the Defender, engineers explained that although they had a thoroughly modern vehicle with plenty of electronic controls, they wanted the vehicle to imbibe a mechanical, connected feeling. The steering is electrically assisted, and the braking system doesn’t use a hydraulic master cylinder. Instead, it’s brake-by-wire using computer controls.
Rear and centre differentials are computer-controlled for variable locking and slip, and you’ve got height-adjustable air suspension and a very active traction-control system.
However, despite this onslaught of technology – the absolute antithesis of the original Defender – this new Defender does maintain a wonderful sense of ‘feel’ and engagement while driving. It’s a tricky thing to define and value, but it’s something my wife picked up on while driving. “It’s just so nice!” she remarked, a few times while punting around town.
And I agree. I won’t get tied up in knots trying to explain the feeling of the steering, body and brakes with vague and oblique words. I’ll just say that it’s a pleasure to drive.
Perhaps much less challenging to describe is the engine, which is a joy. Although not fast, there is enough power available to make the Defender feel positively brisk.
The 220kW and 650Nm outputs are stout numbers, no doubt. But don’t forget they have to shove nearly 2.5 tonnes’ worth of Slovakian-built British metal. And while there are plenty of examples of joyous and soulful V6s, this engine reminded me of how nice an inline six can really be.
This doesn’t bark or scream with any big delivery of decibels; it’s an impressively muted, smooth and refined diesel powertrain. The noise – both from the exhaust and the engine itself – is still quite pleasurable.
It’s an engine handled well by the ZF eight-speed automatic gearbox matched by a typically long-travel accelerator pedal. And while the Defender maintains nice feeling of steering through corners, it can only hide the height and weight so long. Don’t drive it like you stole it, and you’ll find it quite enjoyable.
Off-road, it’s a bit of a different story. Not in terms of capability, because that is there in spades.
Although, the urban-focussed 20-inch wheels do let down the package overall for proper low-range bush driving. There just isn’t enough sidewall available, and the wheels are in the firing line for scratches and damage.
Where the real strength of the Defender comes through is in two important off-road disciplines: clearance and traction.
Jack the air suspension up to the off-road setting, and your available clearance goes from good to great. The wheels are already close to the outside corners, which eliminates big overhangs. The tyre diameter is quite large overall, and there aren’t any live axles underneath to get hung up on.
For reference’s sake, I reckon there is plenty more underbody clearance in this standard Defender than you would get on a traditional live-axle four-wheel drive with 35-inch tyres.
Next, traction. Articulation is decent, with the interlinked air suspension somewhat able to mimic live-axle flexing and keep wheels on the ground where possible. It’s not what you’d call slinky and long-travel, but it’s pretty good.
Where most of the strength comes from is in the electronic off-road smarts, and this is where that difference lies.
Whereas the driver feels engaged and intrinsic on-road, you can sometimes feel like a bystander when you are off-road. There are times you can sense that the Defender actively looks to disengage your participation because it knows better.
And it’s right.
Getting the best out of the Defender off-road often involves a slow dose of momentum, steady throttle inputs, and a mite of patience as the Defender looks to find a way forward. Like Magnus Carlsen moving pawns, the Defender shuffles various amounts of torque between wheels as it looks to find the perfect attacking combination.
It’s perhaps not the choice for someone who wants to challenge themselves and their own driving skill, because the Defender is too smart and capable in its own right. But if your endgame is more about getting through the challenge – whether that is for reaching the idyllic campsite or just because you want to – then the Defender will likely do it. Just think about your choice of wheels and tyres first.
Nissan Navara
Without any changes to the engine and gearbox for this Navara Warrior, the driving experience does mimic cheaper Navara variants in many ways. The 2.3-litre four-cylinder twin-turbo diesel engine might sound a little rattly at times in comparison to other engines out there, but develops a thick and purposeful push of torque not far above idle.
The engine seems at its strongest around the lower and middle rev ranges, which is something matched well by the seven-speed automatic gearbox. Its 140kW and 450Nm aren’t shabby, and feel like enough for this Navara tootling around town and cruising along the highway.
There is a little bit of breathlessness that comes into play at the upper end of the rev range, and feeling less comfortable and willing if the engine is forced to slog away around the vicinity of the redline for too long. It’s not bad, and is something more noticeable when fully loaded up or towing. Unladen, you’ll be doing well to notice it.
The ride quality afforded by the pumped-up suspension in this Navara Warrior yields a big and obvious benefit over ‘normal’ Navara variants. After a few attempts to get it right, Nissan fiddled with the steering as well and finally ended up with a car that is quite competent around town overall.
It’s good, yes, but this Warrior is better. There’s a sense of cushioning and suppleness, but also good body control and a nice steering feel that help elevate the driving experience. One can push harder along rough surfaces quite happily, as well as unsealed roads with more control and confidence.
The inevitable comparison between Warrior and Raptor will be made, and there is a difference there. The Warrior’s smartly tuned and big twin-tube shock absorbers can’t match the internal-bypassing Fox Shocks, but one shouldn’t expect it to either.
Off-road, the increased ground clearance and protection yield a solid bump in overall performance. Add in good-quality 32-inch all-terrain tyres – with light truck construction no less – and a locking rear differential, and this Navara Warrior packs a solid off-road punch overall.
Bash plates are solid – 3mm steel – and able to take a good hit off-road, which will inevitably happen when you start taking on some more challenging tracks. The side steps are unchanged, and from our experience are easy to damage off-road when you run out of sill clearance. At least they are higher off the ground in this case thanks to the suspension and taller tyres.
The fact that Nissan allows traction control to operate on the front wheels while the rear diff is locked – not every ute does this – also helps. The rear differential locks the rear wheels together, but the Navara’s ABS module is able to nip away at the front wheels and pull traction to the right wheels when the going gets tough.
We found the standard Navara to be quite a good jigger off-road at our recent off-road mega test, and a bit of a dark horse in comparison to others in the segment. And the good news is that the Navara Warrior is able to build upon these strengths.
| Key details | 2022 Land Rover Defender 110 SE D300 | 2022 Nissan Navara Pro-4X Warrior |
| Engine | 3.0-litre inline six-cylinder twin-turbo diesel | 2.3-litre four-cylinder twin-turbo diesel |
| Power | 220kW @ 4000rpm | 140kW @ 3750rpm |
| Torque | 650Nm @ 1500-2500rpm | 450Nm @ 1500-2500rpm |
| Drive type | Permanent four-wheel drive, low-range transfer case | Four-wheel drive, low-range with locking rear differential |
| Transmission | Eight-speed torque convertor automatic | Seven-speed torque convertor automatic |
| Power to weight ratio | 91.1kW/t | 60.9kW/t |
| Weight | 2415kg | 2298kg |
| Tow rating | 3500kg braked, 750kg unbraked | 3500kg braked, 750kg unbraked |
| Turning circle | 12.8m | 12.5m |
Conclusion
One could easily mount an argument that these two vehicles aren’t likely to be cross-shopped by buyers. But maybe they should. Both are coming from a similar point of view, adding off-road ability
Naturally, those who want the benefits of a ute (payload and a tub)
However, the more spacious and comfortable 2nd row of the Defender
The Navara Warrior is impressive: while the changes to suspension, wheels and tyres bring clear and solid improvement to off-road capability, the work done
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