Can the Navara PRO-4X Warrior tow a camper and tackle tough Aussie tracks? We found out

The Warrior sits in a funny position in the ute market. It’s not a Raptor rival, not a budget spec either.

It’s Nissan’s halo dual-cab, built here by Premcar, tuned for Aussie roads and bush, specced with tyres and suspension that actually work, and wrapped with the comfort of a full factory warranty.

I spent a week with it across SA, dragging an Offline Domino Camper 650km from Adelaide. Highways, coarse-chip blacktop, fast gravel, steep rocky climbs, and the Domino’s 1200kg hanging off the back – then we did the fun stuff. Unhitched we hit the Adelaide Hills 4WD Park and its Black-rated tracks to see how far you really can go on a stock Nissan.

JUMP AHEAD

• What does it come with?
• How it stacks up against rivals
• Engine and drivetrain
• Premcar suspension upgrades
• Off-road performance
• On-road performance
• Towing and payload
• Cabin and tech
• Safety features
• Warranty and servicing
• Recommended mods
• Verdict
• Specs

What does the PRO-4X Warrior come with?

The PRO-4X Warrior is Nissan’s flagship dual-cab ute in Australia.

Built on the PRO-4X, Premcar re-engineers suspension, protection, and rolling stock to suit Aussie conditions. This test included highway kays, rough bush tracks, and towing the Domino camper.

This isn’t just a Navara with stickers. Premcar reworks the already decent PRO-4X with new springs, dampers, jounce bumpers (progressive-rate bump stops), a specially designed towbar that clears a full-size spare, thicker bash plates, full underbody protection, and Cooper AT3 all-terrains.

Crucially, the whole package is ADR-approved and sold as a genuine Nissan, meaning you get the same five-year, unlimited-kilometre warranty and nationwide dealer support as any showroom Navara. That’s the Warrior’s ace – it gives you engineered upgrades without the aftermarket headaches.

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How it stacks up to rivals

The PRO-4X Warrior’s closest rivals sit at the premium end of the dual-cab spectrum: Toyota’s HiLux GR Sport, Isuzu’s D-MAX Blade, and Ford’s Ranger Wildtrak-X. Each takes a similar approach, they all land in the same buyer’s crosshairs.

The HiLux GR Sport is Toyota’s toughest showroom ute to date. At $73,990 plus on-roads, it’s a touch pricier than the Warrior once you’re on the road, but it justifies some of that with more power and torque. Its 2.8-litre diesel with 48V mild-hybrid outputs 165kW/550Nm, giving it a healthy 100Nm advantage over the Warrior. On paper that matters for towing, though its 5850kg GCM is actually lower than Nissan’s, and its 735kg payload is pretty substandard. Its platform age is also showing: the GR Sport sits on the 2015-era HiLux chassis, with refinements but no clean-sheet changes.

The Isuzu D-MAX Blade, at $76,990 drive-away, is the most expensive of this trio but brings Walkinshaw’s suspension expertise to the table. Its 3.0-litre four-cylinder diesel (140kW/450Nm) matches the Warrior for outputs but is better known for durability than refinement. Payload is healthier than the GR-S at 970kg, and its 6000kg GCM gives it more practical towing headroom. The Blade’s strength is out-of-the-box off-road traction – thanks to Rough Terrain Mode and aggressive Goodyear Duratracs – though it too sits on a relatively new platform, launching in 2020.

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Then there’s the Ford Ranger Wildtrak-X, which debuted as a 2023MY and is the freshest of the bunch. At $75,990 plus on-roads, it’s a little pricier than the others but sits on an all-new chassis and body that make the Navara and HiLux feel dated. Its 2.0-litre bi-turbo (154kW/500Nm) splits the difference between Nissan and Toyota for outputs, and the 10-speed auto keeps it on song.

Payload comes in at 951kg, with a GCM of 6400kg – easily the best here for touring and towing. The Wildtrak-X also adds full-time 4WD and more modern safety tech, which makes the Warrior’s hydraulic steering and basic driver aids feel old-hat.

Taken together, the Warrior undercuts the competition slightly on price, and its suspension package is arguably better balanced for Aussie touring than either. But it cannot hide its 2014-era D23 platform. Against the brand-new Ranger, the Nissan feels like the older design it is – capable and confidence-inspiring, but a generation behind in cabin and driveline refinement.

Engine and drivetrain

Under the bonnet is the familiar 2.3-litre twin-turbo four-cylinder diesel, producing 140kW and 450Nm.

It’s paired with a seven-speed automatic and part-time 4WD with low range. Premcar doesn’t touch the driveline, and honestly, we wish they did. The Warrior feels engineered everywhere else, but the engine and gearbox are unchanged.

With the Domino behind, it holds 110km/h on the flat comfortably, but hills or overtakes expose the lack of grunt. Downshifts come quickly and while it hauls through, it’s never effortless. Compared to the HiLux GR Sport’s extra 100Nm or the Ranger V6’s 600Nm, the Warrior feels under-gunned.

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Unhitched, it’s adequate rather than exciting. Around town the twin-turbo setup delivers torque early, and the auto is tuned for smooth, lazy shifts. Hydraulic steering and part-time 4WD give it an old-school feel. Engage 4H on gravel and it feels surefooted, while low range creeps confidently. Traction control calibration is sharp, helping it punch above its spec sheet off-road.

Noise levels are better than expected for a ute on chunky LT Coopers. Tyre hum will increase as they wear, but out of the box it’s quieter than a D-MAX, though not as refined as a HiLux or Ranger V6. At the end of the day, the driveline is the Warrior’s limiting factor. More power would transform it from “capable” to “competitive.”

Premcar suspension upgrades

The Warrior’s suspension is its calling card, and it’s where Premcar’s fingerprints are most obvious. The work is not cosmetic – it’s real re-engineering.

Up front, the coil springs were softened by about 7%, allowing the front end to settle more naturally over small bumps and corrugations. Steering inputs feel calmer, with less kickback through the wheel, which pays dividends on long highway runs and when nosing into rocky climbs.

The rear uses a clever dual-rate progressive spring: the primary stage softened by around 6% for compliance over everyday bumps, while the secondary stage stiffened by about 13% to keep the ute level under payload or ball weight. In practice, it doesn’t sag badly when you hitch a camper, but it also doesn’t rattle your teeth when unladen. It is much smoother and compliant than any leaf-spring suspension in its class.

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Larger-bore twin-tube shocks, tuned for the revised spring rates, add heat capacity and better control over long corrugated stretches. On test they resisted fade even after hours on fast gravel and kept the chassis composed with the Domino’s 150kg of ball load. The jounce bumpers (progressive-rate bump stops) deserve credit too: instead of a harsh thump when the suspension bottoms, they compress progressively, cushioning big hits.

All this adds roughly a 40mm lift over the PRO-4X. Ground clearance grows to 260mm, and approach, departure and breakover angles all improve. More importantly, the Warrior feels engineered to carry people and gear at speed across mixed terrain, not just bounce around like a commercial ute.

The rolling stock is equally well judged: 275/70R17 Cooper Discoverer AT3 LTs on Warrior-specific alloys. They’re load-rated, aggressive enough for clay and rock, and tough enough for sharp stones. Crucially, they’re matched to the suspension tune, avoiding the vague, floaty feel common when chunky tyres are bolted onto soft stock setups. On our SA test loop they gave consistent grip across blacktop and bush.

This suspension and tyre package is what sets the Warrior apart: less sag under load, more compliance unladen, and a level of stability that inspires confidence whether towing or touring.

Off-road performance

Ground clearance climbs to 260mm, with approach at 32°, departure at 19.8° and breakover at 23°.

On test, it walked through cross-axle sections with composure, traction control tuning is sharp, and articulation is solid for a leaf-sprung ute. The Coopers made light work of clay and rock. Articulation isn’t coil-sprung LandCruiser or Prado level, but with nearly a tonne of payload capacity, that’s expected. What impressed was how planted the Warrior felt, with less axle hop and better control than rivals still running basic leaf packs.

I rarely needed the protection of the undercarriage armour – the clearance and decent departure and approach angles gave me plenty of line choice through the rocky Black-rated trails at Adelaide Hills 4WD Park. The turning circle is tight enough for switchbacks, though the heavier hydraulic steering is noticeable compared to the lighter, more modern systems in Ranger or D-MAX.

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On-road comfort

A gripe here: the D23 feels made for smaller drivers. The seats could use more padding and the driving position isn’t great for taller people. Compared to a Ranger or D-MAX, it feels cramped and dated.

The ride, however, is a win. Softer coils tame harshness while the re-valved shocks and bump stops manage weight transfer well. Steering is slower than a Ranger but stable, and highway refinement is excellent for a ute on proper LT tyres.

I drove 650km with the Offline Domino hitched and 2500km without. Some utes – especially low-spec D-MAXs – need weight in the tub to ride properly. The Warrior doesn’t. With the Domino it felt more assured, with a touch more rear-end grip, but even unladen it’s one of the best-riding factory utes today, short of a Raptor.

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Towing and payload

With the Domino (ATM 1900kg, as seen ~1500kg) in tow, the Warrior was composed.

Reasonable low-end torque, stable suspension, and good cooling. It was not hot in SA this trip at around 15–25°C although we did punch a big headwind running up to Port Germain and the temperature needle did not move.

However, the Nav claims a big 3500kg maximum braked tow capacity. Will it do it? Yes, but you wouldn’t. Subtract the max tow capacity and your kerb weight (2298kg) from the 5910kg GCM and you’re working with 112kg for passengers and gear. The Warrior is best for towing up to 2500kg which will afford you your full payload (900kg) minus your ball weight; much better.

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Cabin and tech

The D23 launched in 2014 and it feels it. Iterative updates have added some key tech like autonomous emergency braking and CarPlay, but like the Y62 Patrol, the interior is feeling old and outdone by its rivals.

Some will love that though as there is no intrusive lane departure assistance, just a beep when you cut road markings, and there is no driver alertness monitoring to give you the shits every time you look in the mirror or wear sunglasses.

It has leather-accented seats, an 8.0-inch infotainment screen with wired Apple CarPlay/Android Auto, and a dated but functional dash. Storage is a bit light on and the screen feels small compared to Ranger/Amarok and D-MAX. Comfort is fine for four adults, tight for five, but you’ll be fighting for USB plugs with only one and a cig point in the dash and a pair inside the centre console. If you are running a powered brake controller, phone and navigator, you’ll be frustrated like I was.

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Safety features

Standard kit includes AEB, blind-spot monitoring, RCTA, lane departure warning, and 360-degree camera. Adaptive cruise is absent, and lane keep is advisory rather than active. A basic suite overall, though the 360-degree camera is a great touch even if low-definition.

Of course it has ABS and ESC which seemed fine in normal conditions. Off-road it has a dedicated Offroad Mode that holds gears right to the point of stalling – this cannot be understated enough as it really makes a difference in tight rocky tracks like we had. If the driveline is moving through gears a lot, it can jerk and cause slip at the tyres. I really enjoyed the control of the Warrior in low-speed climbs. The forward-facing and passenger-side cameras also show on the main screen when in OR mode and travelling slow, great for picking lines and avoiding the worst of the sharp rocks.

When towing there is a Tow Mode that also holds gears a bit longer, good for descents and helping keep transmission oil temps down. There is a Sport Mode but this is no Ranger Raptor. Why it has it and why you’d use it beats me.

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Warranty and servicing

One of the Warrior’s strongest suits is its ownership package, which stacks up well against the competition.

It’s backed by a five-year, unlimited-kilometre warranty and Nissan’s capped-price servicing program. Service intervals are set at 12 months or 20,000km, which is class-leading in the ute segment. For anyone clocking up highway kays or touring regularly, that means fewer trips back to the dealer and more time on the road. Across 100,000km, the Warrior requires just five dealer visits, costing around $3,500–$3,800 in total – roughly $700–$760 per year.

That’s competitive against the HiLux, which needs 10 visits in the same period, at a similar total cost but with double the downtime. The D-MAX undercuts both at around $2,200-$2,400 over five years, thanks to cheaper capped-price servicing, while Ford’s Ranger sits in the middle with 15,000km intervals and slightly higher costs.

Premcar’s involvement doesn’t void any of that coverage either. The Warrior is sold and backed as a genuine Nissan model, not a dealer special, so you get the reassurance of nationwide parts, dealer support and roadside assistance. For buyers worried about warranty fights on suspension mods, that peace of mind is a big drawcard.

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Recommended mods

The fuel tank is the obvious one. 65L is just not enough in this day and age. ARB offers a 138L Frontline tank – I would get this the day I took delivery.

The standard tyres are good enough, I would not recommend swapping them out. The same can be said of the LED lightbar and bash plates. The front bar looks hot as hell (I think this is the best-looking ute in its class) but although Nissan specs said it was winch-ready, I could not see a mounting plate on our test rig so maybe you’ll want to swap to a different front bar and winch. A power system would be a good option for anyone wanting a fridge and there is a decent space under rear seats (and behind) for a slimline setup.

The fabric tonneau cover would go in the bin for me. I’d get a tub-seal kit, some MSA drawers and a Utemaster Load-Lid – that would chew up 120kg before filling them but it would be worth it to carry a RTT or bikes. Fitting a GME XRS UHF would be a good fit for the Navara as you can fit a pass-through for the handpiece in the blanks on the lower edge of the dash and hide the handpiece in the centre console when not in use.

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Verdict

The PRO-4X Warrior is not perfect – the cabin feels dated and cramped, and the driveline lacks the punch of newer rivals – but it’s also the most fun I’ve had in a ute since a Raptor.

It towed better than I expected, riding flat and stable with a camper in tow, and out on tracks the Premcar suspension makes it feel tougher than the spec sheet suggests. Price and servicing costs sit right alongside its competitors, but none look as good parked in the driveway. The Warrior still delivers honest, turn-key Aussie adventure appeal.

Specs