Nissan Qashqai VS Suzuki S-Cross
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
Suzuki S-Cross
Likes
- Strong turbo powertrain
- Practical and spacious cabin
- Surprisingly agile handling
Dislikes
- High prices
- Dated design
- Needs 95 RON premium unleaded
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 |
Suzuki S-Cross
Would you consider a European-made small SUV with a terrific turbo engine from one of our all-time favourite hot hatches, a reliable torque-converter auto, ample room for five plus luggage, and all from under $40K?
You’d be at the very least a bit curious, right?
Behold the latest Suzuki S-Cross! Okay. It’s been around the sun nearly a dozen times. And you can clock its age in a couple of key areas.
Read more about
But this crossover from the class of 2013 is not even close to being the oldest-in-show (stand up, Mitsubishi ASX). And, as our testing revealed, the S-Cross can still teach far newer rivals like the Kia Seltos, Mazda CX-30, Haval Jolion and Subaru Crosstrek a thing or two.
Because thoughtful design is timeless. Time, then, to crack open the S-Cross.
| Safety rating | — |
|---|---|
| Engine Type | 1.4L turbo |
| Fuel Type | — |
| Fuel Efficiency | 6.2L/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.
Suzuki S-Cross7.1/10
Back in the day, you’d hear people say they’d never buy an all-new car, but instead get the last of the old model that would have had all the bugs ironed out.
If this sort of homespun logic makes sense, then maybe the latest S-Cross might just be the perfect SUV car for you.
Not only has it been in production for years, there is nothing fundamentally wrong with it. Indeed, for performance, packaging and ease, it does plenty that's right. Thoughtful design is timeless.
But there are newer alternatives that look way fresher (particularly inside) yet cost the same or less, and offer more, including updated driver-assist safety.
Still, you can do a lot worse than take an S-Cross for a test drive.
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.
Suzuki S-Cross
It took Suzuki not one, not two, but three goes before the stylists succeeded in making the S-Cross look good.
The original was like an early Nissan Dualis clone, but all droopy faced, so they grafted on an aggressively toothy face back in 2016 that only a gargoyle’s mother could love.
At least this latest version – said to have been designed in Italy, no less – no longer looks like Frankenstein’s monster.
Released during 2022, the blockier nose, squared-off profile and restyled posterior are meant to make the S-Cross seem larger than its more-successful (and prettier) Vitara sibling, which uses the same platform, by the way.
Not a bad makeover job as far as big facelifts go, then, especially considering the Suzuki’s windscreen, doors and roof remain as before.
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.
Suzuki S-Cross
It might be an old interior, but at least Suzuki got the fundamentals right in the first place, while also bothering to update the electronics for it to at least seem more contemporary.
Basics first. In typical SUV fashion, entry and egress are excellent, via tall and wide doors with corresponding apertures. There’s a pleasing sense of space for taller occupants, especially in terms of leg and head room.
Once sat in the driver’s seat, the mid-last-decade looking dashboard is instantly familiar and completely non-intimidating.
Concise and surprisingly elegant analogue dials (now with an auxiliary digital speedo, at last) sit ahead of the driver, along with a reach-and-height-adjustable steering column that allows for people of all shapes and sizes to find the right position. Deep windows provide extensive vision and let lots of light inside, too.
Finished in what looks like stitched leather and chainmail-inspired inserts, the front seats in this Plus grade are wide enough for comfort yet bolstered enough for some support through corners.
We rate them, though driver-lumbar and front-passenger height adjustments are disappointingly absent.
Years ago, reviews lambasted manufacturers for providing “too many buttons”, but after an endless succession of touchscreens housing most (if not all) audio, climate and vehicle control access, we miss the days of the button-fest.
If you do too, the S-Cross obliges with array of climate-control switches and driver-assist buttons located around the driver for fast and definite access.
On the other hand, while Suzuki’s new 9.0-inch touchscreen does a fine job housing other vital vehicular and multimedia functions, it drops the ball with no volume knob.
The alternative looks like a slide control but relies on clumsy pushing. Fail. Luckily the steering-spoke-sited toggles do the same job far better, at least for the driver.
Kudos, too, for the effective and intuitive multimedia system, that packs a lot in a small-ish space. The excellent surround/aerial-view camera rates a mention, as well as wireless Apple CarPlay that hardly ever drops out.
Nobody is going to mistake the extensive plastic trim and other finishes as premium, but it isn’t horrendous, doesn’t inflict occupants with the cheap off-gas stink often found in bargain-basement brands, and absolutely nothing rattled or squeaked in our time with the Suzuki.
Storage is also impressive, from the large glove box and deep centre bin/armrest to bottle-gobbling pockets on all four doors. Cups are also well-catered for.
However, betraying the S-Cross’ age are the AWOL wireless charging, head-up display (at this price… ), USB-C outlets and configurable instrumentation.
Moving on to the rear seat reveals a family-friendly environment as far as space is concerned, with adequate comfort provided by the (slightly) reclinable backrest and (fixed) cushion. The windows lower all the way down and the folding centre armrest has a cupholder, too.
But while you’ll find a single map pocket and overhead grab handles, there are no USB ports (at all), nor overhead reading lights or rear-facing air vents.
Never mind. At least the rear backrest reclines (a tiny bit) for added comfort, while further back, boot capacity is a useful 430 litres.
The load area is flat and wide and a space saver spare wheel is located underneath the boot floor.
The backrest has a 60/40 split and the floor can be positioned in different locations. Volume jumps to 1230L with the backrests dropped.
If you rate space, practicality and ease above modernity, then, the S-Cross still holds up remarkably well. Just keep in mind that its interior will appear dated compared newer and flashier competition.
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.
Suzuki S-Cross
As we’ve established, the base S-Cross Turbo front-wheel drive (dubbed 2WD in SUV-speak) starts from $39,990 (all prices are drive-away), while the Plus version tested here costs $42,490 drive-away.
But, just a couple of years back, the pre-facelift S-Cross version kicked off from about $10K less. And, before that, much the same car could be had for mid-$20K.
Suzuki doesn’t make it easy for itself, does it.
At least the S-Cross comes with a decent rollcall of kit, including dual-zone climate control, a 7.0-inch touchscreen, DAB+ digital radio, satellite navigation, wired Apple CarPlay/Android Auto, front fog lights, keyless entry/start, heated front seats, electrically folding and heated exterior mirrors, rear privacy glass and 17-inch alloy wheels.
'Autonomous Emergency Braking' (AEB), lane keep assist, a blind-spot monitor, rear cross-traffic alert, front and rear parking sensors, automatic LED headlights with high beam assist, adaptive cruise control and a reverse camera headline the standard safety items. More on those in the Safety section below.
For a $2500 premium, the S-Cross Turbo Plus ushers in a larger (9.0-inch) touchscreen, wireless Apple CarPlay/Android Auto, a 360-degree surround-view camera, leather trim and polished alloys.
This lines up with the all-wheel drive (AWD) Prestige AllGrip equivalent, though it misses out on the latter’s panoramic sunroof.
Price and equipment-wise, the Plus matches rival mid-grade 2WDs like the Toyota Corolla Cross GXL, Nissan Qashqai ST+, Mazda CX-30 G20 Touring, Kia Seltos Sport+ and Mitsubishi Eclipse Cross Aspire.
Just keep in mind, all are substantially newer generationally than the S-Cross, even though it did go under the scalpel a couple of years back.
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.
Suzuki S-Cross
Here’s where the S-Cross definitely does not show its age, because Suzuki sure knows how to engineer a great engine. And automatic transmission, too. Take note, rivals.
Of course, we’re talking about the long-lived 'BoosterJet' powertrain, as found in the terrific Swift Sport hot hatch.
In this case, the 1.4-litre twin-cam, direct-injection, turbo-petrol four-cylinder engine delivers 103kW at 5500rpm and 220Nm of torque between 1500-4000rpm. Tipping the scales at 1260kg, this results in a power-to-weight ratio of 82kW per tonne.
Not huge numbers, granted, but this little firecracker certainly punches above its weight in the seamless way performance is served up, helped out by the intelligent spread of ratios from the standard six-speed torque-converter automatic transmission, with paddle shifters included. Sadly, no manual gearbox is available.
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.
Suzuki S-Cross
Suzuki reckons the S-Cross will average 5.9L/100km on the combined cycle, though keep in mind that it requires expensive 95 RON premium unleaded petrol.
As far as carbon dioxide emissions are concerned, that translates to between 138 and 145 grams/km.
We managed about 7.7L/100km – and this included some very spirited performance testing with the air-con always on, against the trip computer’s more-accurate-than-expected 7.4L.
With a 47-litre fuel tank, expect a range of about 790km between refills.
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.
Suzuki S-Cross
So, if you’ve read this far down, you might have been pleasantly surprised by the S-Cross' spacious and practical interior, ease of operation and decent equipment levels.
Yet the main event lives under the bonnet.
Let’s start with the performance. Throttle response is instant and lag-free, allowing for strong acceleration right from the get go. No jerkiness, no delays, no hiccups.
On the move, the S-Cross' power delivery continues to impress, feeling smooth and slick across the rev range. The finely-tuned torque-converter auto – rather than a CVT continuously variable transmission or dual-clutch – must surely play a role in this Suzuki's effortlessly consistent performance.
Where the turbo engine really shines, though, is at higher speeds, with ample power and torque still left in reserve for when you need to overtake or pull away in a hurry.
Delightfully muscular yet super creamy to boot, the BoosterJet remains one of the best internal combustion engine choices available in any small or medium-sized SUV, regardless of price and positioning.
If only Suzuki put a little more love into the S-Cross’ dynamics.
As with the AWD model, the S-Cross 2WD features electric rack and pinion steering, while its suspension consists of a MacPherson strut-style design up front and a torsion beam rear-end arrangement.
While easy and precise, with a tight-ish turning circle for easy urban manoeuvrability, the steering feels too light after all that delicious oomph on offer, especially at higher speed.
This is doubly disappointing, because the chassis is quite firmly set-up, meaning the S-Cross offers sharp yet controlled handling that allows it to be hustled quickly and confidently through fast corners.
We suspect the high-quality Michelin 215/55R17 tyres help. And, speaking of rubber, road noise is fairly subdued out on the open road.
Criticisms? Unlike in the AWD version, the 2WD seems a little skittish at speed on gravel. It’s a good thing the well-modulated driver-assist systems are at the ready. Unlike in so many other SUVs, including in MGs and Havals, their intervention isn’t too zealous or ill-judged.
Also, the Suzuki’s ride around town can be a bit stiff, but never harsh, over smaller-frequency bumps and surface irregularities.
Still, our overall impression is that the eager S-Cross feels far newer to drive than its birth date suggests. That turbo powertrain must take the credit for much of that.
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.
Suzuki S-Cross
While the pre-facelift S-Cross from 2013 to 2022 managed a maximum five-star crash-test score, no ANCAP rating information is available for the current JYB series.
There is a decent amount of safety gear as standard, though, including autonomous emergency braking (AEB), lane departure warning, blind-spot monitoring, rear cross-traffic alert, 'Weaving Alert' (a driver-drowsiness warning prompt), front/rear parking sensors, adaptive cruise control (with full-stop functionality) and auto high beams.
Note that while the adaptive cruise control brings you to a halt, there’s no traffic-follow function as found in newer systems, betraying the S-Cross’ advancing years.
Plus, Suzuki does not supply information about the AEB and other driver-assist tech’s operating parameters.
Also fitted in every S-Cross are seven airbags (dual front, dual front side, curtain and driver’s knee), electronic stability control, anti-lock brakes with electronic brake-force distribution and brake-assist.
The rear seats contain a trio of child-seat tether anchorages, as well as an outboard pair of ISOFIX attachments.
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.
Suzuki S-Cross
Suzuki offers an industry-average five-year/unlimited kilometre warranty and roadside assistance.
Service intervals are every 12 months or 10,000km, while basic capped-price servicing is available, with pricing ranging from a low of $329 per service up to a high of $539 for the first five years/50,000km. The average of $397 isn't particularly cheap.