Nissan Qashqai VS Renault Kadjar
Nissan Qashqai
Likes
- Attractive design inside and out
- Strong yet frugal performance in e-Power
- ICE version’s athleticism
Dislikes
- e-Power still not available in cheaper grades
- Requires 95 RON premium unleaded
- No spare wheel in Ti-L e-Power
Renault Kadjar
Likes
- Cool styling inside and out
- Bose stereo
- Leather seats
Dislikes
- Jerky dual-clutch auto at low speeds
- Falling behind in advanced safety tech
- Pricey
Summary
Nissan Qashqai
Sometimes you wait ages for a new Nissan SUV to arrive, and then suddenly two come along in quick succession.
We’re talking about the third-generation Qashqai, which has already been facelifted inside and out after barely two years on sale in Australia.
But the real difference – and it’s something that may make you reconsider buying a Mazda CX-30, Subaru Crosstrek or even an Audi Q3 – is what’s behind the car.
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It’s something any new small SUV buyer won’t want to miss.
Let’s go!
| Safety rating | |
|---|---|
| Engine Type | 1.3L |
| Fuel Type | 95 Ron |
| Fuel Efficiency | 6.1L/100km |
| Seating | 5 seats |
Renault Kadjar
Don’t let people talk you into buying a tiny car just because you live in the city. That’s what I’ve learnt from being a car reviewer and living about eight kilometres from the CBD.
Yes, car spaces are small, or almost non existent, but the people that live there are as full-sized as people elsewhere and they often carry around just as much gear. What you need is a big, little car and the Renault Kadjar is that – a small SUV which is actually bigger than most.
The Kadjar is also French, and that’s appealing to us city folk because even though there are millions of us living in one square metre we like to think of ourselves as different, as individuals, cosmopolitan, metropolitan.
So the Kadjar looks perfect then, right?
Well, it’s good yes… in some ways, but after reading this you might prefer its Japanese cousin, the Nissan Qashqai. Let me explain...
| Safety rating | |
|---|---|
| Engine Type | 1.3L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 6.3L/100km |
| Seating | 5 seats |
Verdict
Nissan Qashqai8.5/10
The Qashqai is a rare case of being beyond the sum of its parts.
While far from perfect, the small SUV manages to be a high-quality, enjoyable, spacious, dynamic and very economical (in e-Power guise) proposition. Its upmarket aspirations aren’t overly ambitious.
But much more than that, the MY25 facelift gains the very welcome backing of Nissan in a way that no other car company currently offers across the board, making it an essential entrant on every small SUV shortlist.
Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.
Renault Kadjar7/10
The Renault Kadjar Intens ticks a lot of the urban boxes. It’s small, which is good for navigating narrow city streets and parking in tight spaces, but it’s also spacious and practical. The Kadjar is fuel efficient for a four-cylinder petrol engine and it has that sophisticated French styling.
The Intens is expensive, though, and unless you absolutely have to have leather seats, a glass roof, and the Bose stereo I’d go for the mid-range Zen grade and save yourself $5K but still have all the same safety tech. That said the Intens has auto parking as standard which is a nice convenience for the city.
Safety could be better. The AEB system doesn’t have pedestrian and cyclist detection, rear cross traffic alert, or reverse emergency braking.
Finally, the dual-clutch automatic and 1.3-litre turbo-petrol engine while a fuel efficient combination, isn’t all that easy to live with and can make driving a less-than-smooth experience. The Nissan Qashqai’s combination of CVT auto and four-cylinder naturally aspirated engine is better suited to the urban jungle - something to think about there.
Now the scores, the Kadjar Intens gets the same mark for daily driving and its urban talents – it could be smoother to drive, but there’s still lots to like.
Design
Nissan Qashqai
Now in its third iteration since 2007 (the original was launched in Australia as the Dualis), today’s generation switches to a global Renault-Nissan-Mitsubishi Alliance architecture dubbed CMF-CD.
Designed and engineered in the UK as before, it is still very recognisably a Qashqai despite growing in all dimensions. And why not – consistently strong demand has seen the series become one of the best-selling British vehicles of all time.
To keep the weight from ballooning, aluminium is used in the doors, bonnet and front guards, for a 60kg saving, while body-in-white stiffness improves by 41 per cent.
For the MY25 facelift, the Nissan has gone for a more premium look and feel inside and out.
A dramatically themed nose adopts quite the LED light show, flanking a 3D-effect grille inspired by traditional Japanese Samurai shield design.
More up-spec models gain new, body-coloured side mouldings, as well as fresh alloy wheel styles, with the continuing 18 and 19-inch items now joined by quite striking 20-inch ones that fill out the mudguards nicely.
From the rear, you might also notice the now-clear tail-light lenses with different LED motifs. Otherwise, that’s essentially it for the MY25 Qashqai’s exterior changes.
The ambience also enjoys a lift inside.
Renault Kadjar
People talk about French design being good. Well if you want to see just how good take a look at the Nissan Qashqai, because the Kadjar is fundamentally the same SUV with Renault’s design spin applied.
Yep, as I mentioned about 15 seconds ago, Renault and Nissan are part of an alliance that allows them to share the same cars, but each brand has room to ‘make it their own’ with styling that delivers a very different look, inside and out.
Now, the Qashqai is not an ugly car, but I think the Kadjar is more stylish and premium looking in the same way the larger Renault Koleos SUV is gorgeous compared to the relatively straight-laced Nissan X-Trail it’s based on.
There’s no doubt the Kadjar is a Renault thanks to the giant diamond logo on the plunging grille. I like the way the front bumper rises up into the bonnet like it’s all one piece, but I’m not completely sold on the rear of the car which looks a bit like its shirt is tucked into the back of its pants, which makes no sense unless you look at the images.
Still, the tail-lights have a prestige feel and the Kadjar model name spelled out across the tailgate is a confident statement, also adopted recently by other brands such as Volkswagen (T-Cross) and Ford (Puma).
Telling the Intens apart from the other two grades is fairly easy, it has 19-inch wheels (the others have 17-inch rims), there’s the enormous glass roof, and it also has a chrome effect on the front and rear bumpers, side skirts, and around the fog lights. It’s a more premium look.
That higher-end feel goes into the cabin as well with the Intens’ black leather upholstery and colourful ambient lighting. The touchscreen is tiny, though, and there isn’t a great deal inside that you don’t get in the entry-grade Kadjar’s cabin, which is also almost as stylish.
The Kadjar is classified as a small SUV, which means nothing really when it comes to wondering if it’s going to fit in your garage or in the tiny parking spaces we’re faced with in the city.
So, I’ve mapped it out for you. The Kadjar’s dimensions are, 4449mm long, 2058 mm across (including the wing mirrors), and 1612mm tall.
Another interesting thing – each B-pillar is adorned with a little French flag. I’m not sure if they're a sign of Gallic national pride or to remind everybody that meets the Kadjar that Renaults are French.
Either way, you don’t see this type of thing on other cars and for many buyers the appeal of a Renault is having a car that’s not like everybody else’s.
Practicality
Nissan Qashqai
The Qashqai is roomier than previous generations, thanks to a 19mm wheelbase stretch, improving the proportions as well as entry/egress, rear-seat legroom and cargo capacity compared to the older design.
But while that’s the same as last year’s model, a boost in materials and trim across the grades underlines the Nissan’s European heritage. It’s also said to be quieter, due to more sound-deadening in the firewall.
The N-Design cops some smart suede covering on the dash, which seems very posh, while the passenger side of the fascia has been slightly redesigned to give it a squared-off look.
Instrumentation remains clear and concise, with plenty of configuration to match an increase in ambient lighting choices in the more-expensive grades, while all Qashqais including the ST now feature the larger of the central display options – in this case a 12.3-inch touchscreen.
Otherwise, it's the usual, quality third-gen Qashqai fare inside. That translates to great seats, a decent amount of space up front, excellent storage, and intuitive (and most welcome) buttons and controls.
We’re also glad that the panoramic roof, where fitted, retains a solid cover. Other brands should pay attention to this.
This is a very user-friendly interface experience.
On the other hand, rear vision is limited, while the overall design is beginning to look a little dated compared to fresher rivals. It’s still easy on the eye, though.
Moving back, the (non-reclinable and non-slidable) rear seat is fairly spacious for most needs, given this is a small SUV. Taller occupants may find that knee room is limited. Otherwise, amenities abound, including a centre armrest with cupholders, overhead grab handles, air vents and (extra) USB-C ports.
Finally, out back, while the e-Power version of the Qashqai does lose up to 100L of cargo capacity compared to the ICE version (which ranges from 479L to 504L depending on the size of the alloys), the N-Design (404L) does boast a temporary spare wheel – a super bonus in a hybrid SUV – while the Ti-L e-Power (452L) doesn’t, oddly.
Meanwhile, under the bonnet, things remain interesting.
Renault Kadjar
The Kadjar is a big-small SUV, in that it’s longer than many in the same segment at 4.4m with a wheelbase of more than 2.6m, which means more space inside for people and their stuff.
That said, don’t expect limousine legroom, but at 191cm (6'3") tall, I can sit behind my driving position with my knees only just touching the front seat back, which is pretty darn good for a small SUV.
Making life a bit more comfortable back there, too, are directional air vents, two USB charging ports and a 12V power outlet. There are another two USB ports and a 12V up front, too.
Cabin storage is okay. The door pockets in the back are big enough for a 500ml bottle, while there are larger ones in the front, along with two cupholders and another circular hole, which looks like it’s for coins, if anybody still uses those?
The centre console bin is pretty decent in size and so too is the boot which has a cargo capacity of 408 litres with all seats up and 1478 litres with the second row folded flat.
Price and features
Nissan Qashqai
Here’s a fun fact.
The just superseded Qashqai was actually meant to debut way back in 2020, but the pandemic delayed it for Australia until the 2023 model year.
That’s why this new facelift has arrived so soon.
Now, prices rise by about $300 over last year’s amounts, meaning that the range commences from $34,665 (all figures are before on-road costs).
While they remain significantly higher than cheap Chinese equivalents like the Chery Omoda 5, GWM Haval Jolion and MG ZS, the latest Qashqai more or less lines up with quality Japanese and Korean rivals like the CX-30, Crosstrek, Toyota Corolla Cross, Honda’s HR-V and ZR-V, Hyundai Kona and Kia Seltos.
That said, Nissan is mimicking some Chinese brands with an “introductory offer”, with the lowest ST and ST-L grades discounted by $2000 and $1000 respectively – but only until April 30.
This is the cheapest that this-generation Qashqai has ever been, and that’s without factoring in the extra features that the MY25 models gain.
All grades now include a large touchscreen, wireless Apple CarPlay/Android Auto, dual-zone climate control, auto walkaway unlocking and a new three-year connected app subscription, offering remote functionality, security alerts, location services and somesuch.
There’s also a host of advanced driver-assist technologies as standard. More on those in the Safety section below.
Result? You could now happily live with the base model and not feel like you should have studied harder at school! And the ST-L, adding 18-inch alloys, a surround-view monitor, phone charger, sat-nav and front parking sensors, is now very nicely equipped from $38,665.
Meanwhile, the intriguing, EV-first hybrid model marketed as e-Power switches from the previous Ti spec (widescreen digital instrumentation, powered driver’s seat, heated front seats, PVC/leather upholstery, ambient lighting, 19-inch alloys, roof rails, and all from $42,965) to more-luxurious Ti-L guise (boasting 20-inch alloys, glass roof, massaging front seats and more), with only a slight price bump. From $48,165 (internal combustion engine, or ICE) and $52,365 (e-Power).
Keep in mind that the new sporty N-Design from $54,365 is e-Power-only, so no ICE equivalent exists for now, and serves as the Qashqai’s racy-looking flagship.
To refresh, Nissan pitches e-Power against more-conventional hybrid electric vehicles (HEV), including the C-HR HEV, HR-V e:HEV, ZR-V e:HEV, Kona N-Line HEV, GWM Jolion Hybrid and MG ZS Hybrid+.
Disappointingly, however, and despite previously hinting at it otherwise, the company hasn’t imported a lower-spec Qashqai e-Power to Australia.
That all said, value remains the name of the game for the MY25 version. And it isn’t even the most compelling thing about Nissan’s latest European small SUV.
Let’s check out what’s changed on the outside.
Renault Kadjar
The Intens is the highest grade of Kadjar you can buy and has a list price of $37,990. As a point of reference, the entry-grade Kadjar with an automatic transmission is $29,990. So, what are you getting for an extra $8K?
Well, the entry-level Kadjar comes with a 7.0-inch touchscreen with Apple CarPlay and Android Auto, cloth seats, dual-zone climate control, privacy glass and 17-inch alloy wheels. The Intens gets 19-inch alloys, leather seats (heated up front), a seven-speaker Bose sound system, leather steering wheel, panoramic sunroof, as well as LED headlights and fog lights.
The Intens also comes standard with auto parking, and even the most determined DIY parkers will appreciate that in the city.
The Intens also has more advanced safety equipment than the entry-grade, although the same tech also comes on the mid-spec Zen for $32,990.
You may already know this, but the Kadjar and the Nissan Qashqai are essentially the same car. Renault and Nissan have an alliance which lets them share technology and as well as entire models.
So, you might want to compare the Kadjar Intens to a Qashqai Ti which lists for $38,790. Other models to check are the Mitsubishi ASX and Toyota C-HR.
Under the bonnet
Nissan Qashqai
Nothing's changed under the bonnet, which means that you still receive a 1.3-litre four-cylinder turbo petrol internal combustion engine (ICE), driving the front wheels via a continuously variable transmission (CVT).
Renault, Mercedes-Benz and others also employ this unit. In Qashqai for Australia, it produces 110kW of power at 5500rpm and 250Nm of torque between 1600-3750rpm.
Alternatively, the e-Power hybrid consists of a 1.5-litre, three-cylinder petrol turbo engine with variable compression ratio, that charges a 2.1kWh lithium-ion battery, to power the electric motor to also drive the front wheels.
This means that, rather than having a gearbox, it uses a single-speed reduction-drive transmission.
The e-Power engine alone makes 116kW and 250Nm, while combined power and torque outputs are 140kW and 330Nm respectively.
Along with eco, standard and sport driving modes, the e-Power adds the choice of a one-pedal driving function, that acts as a dynamo to slow the car down (not to a full stop, mind) while providing some additional battery recharge.
E-Power, then, remains as an easy yet effective stepping stone between a regular hybrid and a full EV. And you won’t need to plug it in, ever.
Note, however, that the e-Power’s braked towing capacity is halved from the ICE version’s 1500kg.
Keeping all that under control is a MacPherson style strut-front and multi-link rear suspension set-up.
Renault Kadjar
While the Renault Kadjar and Nissan Qashqai are essentially the same car, they don’t share the same powertrain. The Kadjar has a smaller but more powerful engine – a 1.3-litre turbo-petrol four-cylinder making 117kW/260Nm.
Shifting gears is a seven-speed dual-clutch auto. There’s no manual available, and all Kadjars are front-wheel drive.
Frankly, the Qashqai four cylinder with less grunt and CVT are a smoother combination. The dual-clutch auto and turbo lag means power delivery and acceleration are delayed, while low-speed gear shifts can be jerky.
Efficiency
Nissan Qashqai
Nissan claims the ICE and e-Power Qashqais average between 5.8 and 6.1 litres per 100km, and 4.8L/100km, respectively.
Brimming the 55L fuel tank, expect a theoretical range of up to about 940km (ICE) and 1140km (hybrid) between refills for the latter.
These figures translate to CO2 ratings between 134 and 138 grams per kilometre (ICE) and 112g/km (hybrid) – not too bad for a small-ish hybrid SUV that weights up to 1732kg (kerb).
Note, though, that they have a thirst for more-expensive 95 RON premium unleaded petrol.
So much for the theory.
On our 200km or so launch loop in the ICE version of the Qashqai, we managed a frankly disappointing 10L/100km, although the engine was very new and tight, whilst the e-Power delivered an extremely respectable 5.5L/100km.
That’s a hard figure to ignore, particularly when you consider how much more oomph electrification brings.
Renault Kadjar
Renault says after a combination of open and urban roads the Kadjar will have used 6.3L/100km. In my own testing I measured 6.5L/100km at the fuel pump. That’s outstanding.
Driving
Nissan Qashqai
So, what's the MY25 Qashqai like from behind the wheel?
Given that there have been no changes mechanically, it's no surprise to learn that the Nissan feels the same to drive compared to last year's model.
In the e-Power, this means ultra-smooth and near-silent acceleration, at least initially, backed up by a surge of instant torque, highlighting the EV-first powertrain at play here.
And while you do notice the petrol engine chiming with an oddly consistent drone to help replenish the battery, it isn’t too loud or unpleasant. And the extra muscle it provides helps make the hybrid Qashqai a rapid point-to-point machine.
Responsive steering is another plus point, for engaging and precise handling. And, unlike most hybrids and some EVs, the e-Power somehow manages to avoid the dreaded dead/wooden brake-pedal syndrome, and instead delivers reassuringly progressive stopping abilities.
However, in one example of the N-Design e-Power wearing the standard 20-inch wheel/tyre package, we experienced a dramatic weight shift when attempting a fast left-right turn through a roundabout, causing the rear to break traction and swing out slightly. The stability control immediately prevented a spin, staving off any potential whoopsies, but it was disconcerting, especially as this happened on a hot, dry day.
In contrast, the standard 1.3-litre turbo-petrol engine versions felt altogether lighter and more athletic – no shock given their 200kg advantage compared to e-Power equivalents. And that manifests itself in a car with greater agility, a little bit more control, and ultimately a more fun small SUV to drive.
The ICE Qashqai is also quite a quick thing, as long as you're willing to prod the pedal a bit longer and harder, since it doesn’t enjoy the electric motor assistance (or real-world economy) of its hybrid sister. You’d also be hard pressed to pick it as a CVT, unless you fang it.
From an overall model-range point of view, on the 20-inch wheel Ti-L and N-Design grades, the suspension feels fairly compliant, at least on the roads we tested them on, balancing comfort and control. The larger alloys do make the ride feel a bit firmer over some surfaces, but never harsh or crashy. The Euro Nissans provide pleasing refinement.
Credit, too, for the company bothering to expertly road tune the software. The electronic driver-assist systems work with and not against the driver, intervening with a level of nuance that roundly shames the many ill-sorted Chinese SUV alternatives in this area – including more-expensive EV models. No paranoid chimes, incessant buzzes or obtrusive wheel tugging here to annoy, distract and infuriate.
Indeed, dynamically, the Qashqai is right up there with many premium European SUVs costing much more.
If it wore an Infiniti badge rather than a Nissan one, nobody would bat an eyelid. Worth the premium over cheaper, less complete alternatives? We think so.
Renault Kadjar
Renault’s Kadjar may be a better-looking version of Nissan’s Qashqai, but it doesn’t drive as well. This comes down to the engine and transmission Renault has gone with.
There’s turbo lag with that small four-cylinder and this delay is made more pronounced by a dual-clutch transmission that causes the vehicle to lurch during shifts.
This type of shemozzle is not uncommon, the Ford Puma and Nissan Juke behave in the same way with their similar powertrains.
There’s nothing wrong with them, it’s just that for a car that’s probably going to spend its life mainly in the city, the Kadjar won’t provide the smoothest driving experience.
The Qashqai has a CVT automatic and while these transmission aren’t as sporty feeling as a dual-clutch, they’re smooth and good for easy city driving.
The Kadjar does have a comfortable ride and good handling, so if you’re able to get used to the antics of the engine and transmission there’s more to like than not about the way this Renault drives.
Safety
Nissan Qashqai
Even though the pre-facelift model scored a five-star ANCAP crash-test rating, there are some differences between the cheaper and more expensive Qashqais when it comes to technology.
Namely that, for Nissan’s Pro-Pilot active lane-keep assist tech, a surround-view camera, front parking sensors and an alarm, you’ll need to stretch to the Ti grade and up.
Otherwise, all models include the expected driver-assist safety systems, including autonomous emergency braking (AEB) fitted front and rear with pedestrian, cyclist and back-over detection, lane-keep assist systems, blind-spot warning, adaptive cruise control, a driver fatigue monitor, auto high beams, traffic sign recognition, rear parking sensors, anti-lock braking system with brake assist, Electronic Brake-force Distribution, hill-start assist, stability control, traction control and seven airbags with front-to-rear curtain as well as front-centre occupant protection.
The e-Power also adds a vehicle approach sound for pedestrians and cyclists. Note, too, that Nissan’s AEB kicks in from 5-130km/h, pedestrian and cyclist AEB from 10-80km/h, and the lane support systems work between 60-250km/h.
Finally, ISOFIX child-seat latches are fitted to outboard rear seat positions, while a trio of top tethers for straps are included across the rear bench.
Renault Kadjar
The Kadjar hasn’t been given an ANCAP safety rating, but it did score the maximum five stars when tested by its European equivalent Euro NCAP in 2015.
But beware, the Kadjar isn’t equipped with much in the way of advanced safety equipment. Yes, there is AEB on all grades, while the mid-spec Zen and top-of-the-range Intens come with blind spot monitoring and lane departure warning. But that’s about it. No lane keeping assist, or rear cross traffic alert, or adaptive cruise.
There are front and rear parking sensors, which are almost vital in the city, and a reversing camera.
It’s for this reason the score here is so low – charging $38K and not having anywhere near the level of safety tech on a new car that costs much less is disappointing.
For child seats there are three top tether anchor points across the second row and two ISOFIX points.
Under the boot floor is a space saver spare wheel.
Ownership
Nissan Qashqai
Finally, we've saved the biggest and best MY25 Qashqai news for last.
While the regular five-year/unlimited kilometre warranty continues, if you choose to have it serviced at a Nissan dealer, that extends to 10 years and 300,000km, and includes roadside assistance.
The petrol versions are due for a service every 15,000km/12 months, but the e-Power hybrid variants are due for a check every 10,000km/12 months.
Furthermore, you only pay $399 per service for the first five years, and that represents a saving of over $1050 compared to the pre-facelift Qashqai.
Collectively, they make this warranty scheme the best in the industry. Nice work, Nissan. A rare 10/10 for you in this segment.
Renault Kadjar
The Kadjar is covered by Renault’s five-year/unlimited kilometre warranty.
Service intervals are every 12 months or 30,000km and capped at $399 for the first three services, followed by $789 for the fourth then back to $399.
There’s also up to five years roadside assistance, if you service your Kadjar with Renault.