All killer, with no filler. Or something like that, anyway. Imagine the Nissan Navara entry-level variant with some mechanical upgrades seen on the Navara Pro-4X, but do without the other nice-to-have stuff.

So you've got big all-terrain tyres, upgraded suspension, bar work and an increased GVM – matched to cloth seats, rubber flooring and pared-back tech.

It's a breath of fresh air. When all other bakkies are gunning for new decor, improved comfort and increased technology, this Nissan Navara bakkie will feel like it is zigging against the zags. Does it add up, though? Could this modified Navara strike the right balance and be a four-wheel driver's best friend?

One thing that's certainly in its favour (in comparison to the more comprehensively performance-oriented Ranger Raptor) is the fact that the Nissan Navara DC keeps a very healthy price gap. And don't forget that the Navara range holds a healthy payload and full-fat braked towing capacity, something that the Ranger Raptor cannot match.

Inside the Navara, your experience is all classic Nissan Navara. Albeit, it's a base specification.

While many ute buyers might like the idea of – of feeling accustomed to – the feel of fancy leathers and the sight of some embroidery, there often isn't much wrong with a base-specification offering. And in this case, you are forced to look more acutely at things like storage, practicalities and ergonomics. From that point of view, the Navara is a solid base that makes a good value-for-money case.

The seating position feels relatively high and lacks a little bit of adjustment that you can see in other four-wheel-drive utes. It's also the same case in more expensive variants, so you're better off saving your money.

The build quality feels good overall, and the combination of hard plastics, cloth, and vinyl materials lends it well to a life of serious usage. Both weekday work and weekend recreation.

There is a USB and 12V power outlet up front, with a handy spot for your wallet, along with the same again (plus with a USB-C point) tucked away in the small centre console. Smaller smartphones will fit in the storage slot, but larger ones will sit somewhat awkwardly.

The button blanks that sit in front of the cupholders are a reminder that you didn't splurge on a higher-specification model, but will also work well for those who are eyeing off some accessories like a winch, extra lighting, or other 12V goodies.

The second row of the Navara is reasonably spacious and comfortable – as far as dual-cab utes go – and would work for a part-time split between family and work. There are air vents for back passengers but no power outlets.

The amount of legroom and headroom is around on par with other utes in the segment, and bottles can fit indoors. The storage slot below the air vents is very small, but a fold-down armrest in the middle seat does free up some extra space.

The tub of the Navara benefits from a drop-in-style tub liner, and misses out on the (purely aesthetic) sports bar of more expensive variants. There are four tie-down points in here, but no adjustable load rail or power outlet.

Infotainment in the Navara comes via a good quality 8.0-inch infotainment display, which was upgraded to Nissan's latest in the recent round of updates to the Navara platform.

It's a good one as well. The base Navara misses out on some elements such as native navigation and digital radio, but the important inclusions of wired Apple CarPlay and Android Auto are there, and the operating system is easy to use. Some physical buttons on each side of the screen help with navigation, and the two dials, one for volume and one for tuning, are always an important inclusion.

However, this base spec doesn't skimp on size and screen clarity, and you get a good 7.0-inch colour multifunction display in front of the driver. Another important point to note here is that during our time with the car, the infotainment system worked without any issues.

Nissan's Navara scored a five-star ANCAP safety score back in 2015 when requirements were not as stringent as they are today. There are seven airbags inside, along with autonomous emergency braking and forward collision warning.

However, lower-spec Navara models (including this Navara) miss out on the more comprehensive suite of active safety equipment: lane-departure warning (and collision avoidance), blind-spot monitoring (and avoidance), rear cross-traffic alert, and tyre pressure monitoring are missing from this cheaper variant.

The Navara base variant also misses out on reverse parking sensors and the surround-view camera system.

Nissan's 2.5-litre Intercooled Turbo diesel engine is a relatively frugal operator, and uses an additional turbocharger to make up for the relatively low overall capacity. But with a seven-speed automatic gearbox, the Navara has often been one of the more efficient in the range of four-wheel-drive bakkies.

Although, the taller all-terrain tyres and the additional weight from accessories would make this Navara a little less efficient in comparison to a more 'standard' Navara.

In comparison to the claim of 7.9 litres per hundred kilometres, we got 9.2L/100km overall in our test drive, which included highway driving, off-roading and cruising around town.

The improvements to the Navara through suspension upgrades – along with Nissan's constant fettling with the platform over the years – have resulted in a vehicle that is better in every regard for the driver. Not just off-road, where the benefits are more obvious. The on-road driving experience is better as well.

There's a 40mm ride height increase, along with a 30mm increase in track width from the Navara's new wheels. More height might not sound like a good start for road-going characteristics, but the net gains are certainly in the Navara's benefits.

Mostly, it comes from ride quality. It feels both more cosseting and assured at the same time, able to soak up larger bumps smartly but feeling more connected and communicative. It combines well with the steering feel, which is still hydraulically assisted in the Navara.

The 2.5-litre, four-cylinder diesel engine feels quite willing from the get-go, combining well with the seven-speed automatic gearbox to provide smooth and easy performance.

Only when up at highway speeds, and looking to get even more out of the powertrain through overtaking, does the engine start to feel like it's working overtime. The torque in the lower middle rev ranges is good, but power at the top end of the range is less impressive under heavier loads. We have noticed this before when towing heavy loads, where the Navara's performance isn't as impressive as other utes in the segment.

Off-road, the combination of good torque and good gearing makes the Navara feel happy at low speeds. A crawl ratio of 44.5:1 is good for a standard four-wheel drive, and when combined with a softly tuned throttle, it allows the driver to negotiate tricky obstacles with a controllable low speed.

The additional ground clearance is of clear benefit, along with better (and taller) tyres giving much more assuredness to the driver over obstacles. Aside from a Ranger Raptor and Jeep Gladiator Rubicon, this would be one of the better off-road utes off the showroom floor.

Another small element that the Navara misses out on is the ability to select different driving modes – including an off-road mode. It's a nice thing to have, and no doubt heralds driving modes as a more common inclusion amongst future utes.

However, we also didn't mind not having it. A locked rear differential working in conjunction with effective traction control, good underbody clearance and supple, balanced suspension makes the Navara one of the better utes off-road. This is only improved with the Navara treatment.

There is some nice attention to detail underneath as well. The shape of the rear differential (complete with diff breathers) is complementary to off-road ground clearance, and there are no side steps or leaf spring perches to worry about getting hung up on. It's a genuinely good bakkie off-road.

Higher-speed off-road driving – on rough dirt roads and fire trails – also yields benefits. This isn't something that will keep up with a Ranger Raptor, but it's significantly more capable, comfortable and composed in these conditions. And considering the kind of buyer I have in mind for this vehicle this is an important point.

This Navara works well overall. Aside from missing out on some important safety technology, cost-saving omissions made on this vehicle don't seem to detract from the base offering. And in some cases, it allows the elements of suspension, bolt-ons and better rubber to shine even more.

The Navara platform is getting old these days, but it's still a nice car to spend time in. It steers nicely (for a ute), and the Navara's coil-spring suspension at all four corners is made even better by the Navara treatment.

Parts of this car will always live in the shadow of the Ford Ranger Raptor as a serious off-road offering. But because of those cohesive suspension and tyre improvements (along with important details like the GVM upgrade and redesigned tow bar), you've got something that's more compelling to core four-wheel-drive wants than a Toyota HiLux Rogue and its widened wheel track.

And don't forget, the thousand-kilo payload and 3500kg braked towing capacity will be welcome news to those who want to use their utes more seriously in a professional or recreational manner.

However, the main competition for this Navara Navara won't be from other bakkies, but rather from the Navara owners and the aftermarket industry.

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Review compiled by https://www.drive.com.au/