Nissan X-Trail VS Nissan Qashqai
Nissan X-Trail
Likes
- Refinement
- Value
- Safety
Dislikes
- Fuel efficiency could be better
- Ownership package off the pace
- Minimal boot space with seven seats up
Nissan Qashqai
Likes
- Attractive design inside and out
- Strong yet frugal performance
- Quality presentation
Dislikes
- e-Power limited to costly Ti grade only
- Requires 95 RON premium unleaded
- No spare wheel – boo!
Summary
Nissan X-Trail
Launching an investigation into the Australian mid-size SUV market is like opening an automotive can of worms.
Around 20 mainstream offerings makes it one of the most popular and hotly contested segments in the local new-car market.
Think Hyundai Tucson, Kia Sportage, Mazda CX-5, Subaru Forester and the category-leading Toyota RAV4. Not to mention the subject of this review, the long-established Nissan X-Trail.
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And this time around we’re looking at the X-Trail N-Trek, which sits in the middle of a five-tier X-Trail line-up, in AWD seven-seat form which increases versatility while narrowing the competitive field somewhat.
We spent a week putting it through its urban paces.
| Safety rating | |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | — |
| Fuel Efficiency | 7.8L/100km |
| Seating | 7 seats |
Nissan Qashqai
Everybody loves an underdog story and Nissan’s one is a beauty.
For decades, the model we knew as the Pulsar struggled to crack the European small car market against the likes of the Ford Focus and the company was in serious strife. Worthy but derivative, it struggled to stand out.
So, for its 2007 replacement, some bright sparks convinced Nissan to reimagine the hatch by butching it up, raising the ride height and changing the name to something exotically daft. And, voila, the original Qashqai was born.
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Initially sold in Australia as the Dualis, it quickly became a global smash hit, finally catapulting the brand from follower to leader, creating the small SUV segment as we know it today.
If you love your Hyundai Kona, Mazda CX-30, Toyota C-HR or VW T-Roc you have Nissan’s ingenuity to thank.
Now it’s at it again with the Qashqai e-Power – an EV-first hybrid using a petrol engine to only charge its battery so an electric motor can drive the front wheels. More than a Prius, less than a Tesla, then.
The next big thing or a dead end? Let’s find out.
| Safety rating | |
|---|---|
| Engine Type | 1.5L turbo |
| Fuel Type | Electric/pulp |
| Fuel Efficiency | 5.2L/100km |
| Seating | 5 seats |
Verdict
Nissan X-Trail8/10
Over four generations Nissan has fine-tuned the X-Trail into an impressively refined and practical option for an urban family; that practicality further extended by inclusion of two occasional seats in the third row of this N-Trek version. The value equation is also strong and safety is top-shelf.
That said, efficiency is far from class-leading and the ownership proposition is off the category pace. But this even-seater’s overall quality still shines through.
If you’re in the midst of the mid-size SUV market vortex and want seven seats rather than five make sure this car’s on your investigation list.
Nissan Qashqai8.3/10
So, should you give up on the Qashqai e-Power, or surrender to its many and varied charms? Well, when the Japanese brand really tries, as it clearly has here, Nissan can be as imaginative and as innovative as any carmaker on the planet.
And given the latest Qashqai out of Europe is so advanced and unique within its SUV category, this deserves to be on everybody’s shortlist. With e-Power under that pretty bonnet, this Ti is a leader, not a follower. This underdog could win best-in-show!
Note: CarsGuide attended this event as a guest of the manufacturer with accommodation and meals provided.
Design
Nissan X-Trail
Busy but interesting is a description you might apply to a mad rocket scientist or rock ‘n’ roll roadie. But it’s also apt when looking at the Nissan X-Trail’s exterior design.
Long, angular head and front fog lights sitting either side of a large grille and above multiple air intakes set the tone at the front with a similar mix of accentuated tail-lights and jagged shapes at the rear.
There’s enough distinctive character there to identify the X-Trail as a contemporary Nissan and I for one like the look of it, especially in our test example’s ‘Ceramic Grey’ finish.
For car-spotters, the N-Trek is distinguished by specific 18-inch (mainly black) alloys, a unique front and rear bumper treatment and a blacked-out grille as well as a black finish on the door handles, mirror covers and roof rails.
This third-generation X-Trail arrived less than two years ago and the interior remains classy and restrained, Nissan so far resisting the temptation to join media and instrument displays into the increasingly common single array.
The sweeping multi-level dash is fuss-free and the muted, mainly grey and black colour palette is calming yet bright enough to avoid crossing the line into sombre.
Its layout is simple and ergonomically efficient with details like manual dials for audio and heating/ventilation control a plus.
And it’s the things you don’t regularly notice that are worth calling out. The electric handbrake is near silent on application; not always the case in recently released rivals. The rear windscreen wiper motor is also quiet; again, something you can’t take for granted these days. And the quality of the materials across the interior is a cut above those most often used by ‘challenger’ brands.
I could go on, but you get the idea. Lots of small ‘one per cent’ things that may seem minor on their own but add up to make a noticeable difference overall.
Nissan Qashqai
There’s nothing radical or ground-breaking about the third-gen version’s styling, other than it’s pretty and unmistakably a Qashqai. Even from tens of metres away. That’s a hallmark of good design.
But, like an Oscar’s worthy red-carpet outfit, the familiar lines remain classy on this third imagining, with a particularly strong front-end LED lighting graphics presence against a modern grille treatment, pleasing classical proportions and an elegantly executed posterior.
Unless you’re a train spotter-type or work for Nissan PR, it’s easy to miss the very minor details setting this particular Ti apart. Nissan dubs the extra glossy black lipstick up front as its ‘premium grille’ appearance. There’s a smattering of e-Power badges. And ground clearance drops 5.0mm, to 175mm. That’s it.
As with all current Qashqais, the e-Power offers larger packaging compared to before, as a result of adopting a fresh “global Renault-Nissan-Mitsubishi Alliance platform”. The upshot is a longer, wider and taller small SUV, to the tune of 31, 30 and 29mm, respectively.
And, for the benefit of rear seat occupants, the wheelbase has also been stretched by 19mm.
It’s worth noting that, despite Nissan’s best efforts to keep the kilos down by deploying aluminium for the doors, bonnet and front guards (resulting in a commendable 60kg saving while body stiffness rises by 41 per cent), the e-Power attracts a hefty 200kg penalty over the ICE Ti.
Does this adversely affect efficiency? Please keep reading to find out.
Practicality
Nissan X-Trail
At just under 4.7m long, a fraction over 1.8m wide and a bit more than 1.7m tall, the current Nissan X-Trail is a large mid-size SUV.
That allows for a generous amount of space up front with more than enough breathing room between the driver and co-pilot.
Storage is pretty handy, too, with a decent size lidded ‘butterfly door’ box between the seats (which doubles as a centre armrest), two cupholders in the centre console, a lower level tray underneath, door bins with space for large bottles and a decent glove box.
Move to the second row and at 183cm tall I have plenty of headroom and legroom, with the latter variable thanks to the seat’s ability to slide and open up more room for the two third-row occupants if required.
Again, there are bins in the doors with a cavity able to accommodate large-ish bottles, two cupholders in the fold-down centre armrest and map pockets on the front seat backs, while adjustable ventilation gets a big thumbs up.
Three full-size adults across the second-row seat is a recipe for discomfort but two grown-ups or a trio of up to mid-teenage kids will be fine and the rear doors deserve a big shout out.
First, they open out to 90 degrees which makes getting in and out of there s-o-o much easier and second, pull-up sunshades are always a welcome addition.
The third row is a kids-only zone, but the flexibility those two spots offer is significant and Nissan’s provision of big outer armrests with storage and drink holders built in is a thoughtful touch.
Connectivity and power options run to USB-A and -C ports (for streaming and charging) plus a 12-volt socket and wireless device charging pad in the front. There’s an identical pair of (charge only) USBs in the centre row and another 12-volt outlet in the boot.
Speaking of which, with all seats up the seven-seat X-Trail’s boot capacity shrinks to that of an oversize handbag (realistically, two or three soft bags), but with the 50/50 split third row folded down you’re provided with 465 litres of volume (to the roof) which is enough to easily swallow the three-piece CarsGuide suitcase set. And the 40/20/40 split second row’s sliding ability again allows you to play with the space available.
Worth noting a space-saver spare is provided (a much better option than a ‘roll of the dice’ repair/inflator kit) and maximum braked trailer towing capacity is a handy 2000kg (750kg unbraked).
Nissan Qashqai
Being bigger than before brings benefits.
The Qashqai’s doors open super-wide. Great for entry/egress, winning over SUV sceptics and inflicting damage on adjacent vehicles.
Once sat inside, the people-pleasing presentation continues in this sumptuously-presented Ti grade, with eyes immediately drinking in the pleated leather-faced seat patterns, subtle colour-coded trim, attractive dashboard architecture and the surprising depth of quality in the materials deployed.
As we discovered to our delight, all are further flattered when drenched in the dappled rays of an early autumnal afternoon sun, courtesy of that panoramic hole in the roof.
If you’re expecting the common-sense dullness of some less-ambitious Nissans, a significant mindset reset is required, highlighting the European aspirations of this cosy yet comfy British-built SUV.
In our comparatively brief time in the Qashqai, we also noted the excellent driving position, enveloping support of the fine front seats, user-friendliness of the digital displays (including the head-up dials), clear instrumentation that still manages to convey as much, or as little, data as you need without bamboozling you with info-overload, generous storage and an effective climate-control system.
Plus, that vast sunroof includes a full-sunblock screen – a feature sorely missing in many European and Chinese branded alternatives. Others, take heed.
Our main objection is obstructed over-the-shoulder and rear vision, that’s very obvious when parking in tight spots. Those cameras are essential.
Moving out the back, it’s fairly spacious for most people though knee room remains tight for longer-legged passengers. Most expected amenities are present, such as face-level air vents, USB-A and -C outlets, a centre armrest with cupholders and overhead lighting. And the upmarket ambience carries through, too.
But don’t go expecting any sliding or reclining back-seat versatility, as you might find in some rival SUVs.
Now, here’s an interesting fact. Nissan says there’s no drop in cargo capacity between the e-Power and the regular ICE-powered version of the Qashqai. Indeed, the figure increases, from 418 litres to 452L and, if you lower the back seat, from 1513 to 1518L.
So, how does this magic work? The location of the battery underneath the front seats (rather than under the rear bench) helps, as well as the elimination of the ICE Ti’s 19-inch alloy spare wheel for that infernal tyre-repair kit.
Win some, lose some!
Price and features
Nissan X-Trail
At $50,390, before on-road costs, other similarly sized and specified three-row rivals to the X-Trail N-Trek include the recently released Tiggo 8 Pro Max Ultimate AWD ($47,990 drive-away) as well as the Mitsubishi Outlander and VW’s Tiguan Allspace.
The N-Trek’s $50K price tag neatly dissects the Outlander 7 seat AWD Aspire ($47,340) and Exceed ($52,640) grades and splits the Tiguan Allspace 132TSI Life ($47,990) and 162TSI Elegance ($57,090) models.
As well as the safety and performance tech covered later in this review, the X-Trail N-Trek’s standard equipment list features dual-zone climate-control, a 12.3-inch digital instrument cluster, 12.3-inch multimedia touchscreen display, a 10.8-inch head-up display, built-in sat nav, wireless Apple CarPlay (and wired Android Auto), keyless entry and start and six-speaker audio (with digital radio).
There’s also a ‘leather-accented’ steering wheel, a 10-way power adjustable driver seat (manual-adjust front passenger seat), heated front seats, synthetic leather trim,18-inch alloys, auto rain-sensing wipers, auto LED headlights (all other exterior lights are also LED), power-folding heated exterior mirrors, rear privacy glass and roof rails.
That’s a solid basket of fruit for the money in this part of the market.
Nissan Qashqai
Right now, there’s only the single, Qashqai Ti e-Power grade for Australia.
Starting from $51,590, before on-road costs, it adds $4200 to the price of the regular 1.3-litre turbo-petrol Ti, and is gunning straight for more conventional hybrids like the Hyundai Kona N-Line HEV, Honda’s superb ZR-V e:HEV and the new, second-gen Toyota C-HR Koba.
Now, they’re all conventional hybrids with their internal combustion engine (ICE) doing the driving, so the Nissan has a point of difference – and possibly an advantage – over those.
Note, though, that both the C-HR and Kona hybrids also come in grades costing under $45,000 – something the Qashqai e-Power won’t match until the lower-spec versions arrive in Australia sometime later on.
At least Nissan sees fit to stuff the Ti with luxuries like adaptive LED headlights, a head-up display, panoramic sunroof, hands-free powered tailgate, a 10-speaker Bose audio system, heated front seats with massaging function, pleated leather trim, front and rear USB A/C outlets and 19-inch alloys.
These come on top of expected goodies like dual-zone climate control, a 12.3-inch central touchscreen, satellite navigation, wireless Apple CarPlay, wired Android Auto, digital radio, a wireless phone charger, a surround-view camera, auto on/off headlights and wipers, auto-folding exterior mirrors and ambient lighting.
There’s also a host of welcome driver-assist tech. More on those in the Safety section below.
However, the e-Power loses the essential temporary spare wheel for the fiddly and often-useless tyre repair kit. Not good enough, Nissan.
That aside, they make for a finely-crafted and properly fully-equipped small hybrid SUV out of Europe, that, when considered in that light, offers strong value-for-money against technically less-intriguing alternatives.
Advantage, Qashqai.
Under the bonnet
Nissan X-Trail
The X-Trail N-Trek is powered by a 2.5-litre, naturally aspirated, four-cylinder petrol engine developing 135kW at 6000rpm and 244Nm at 3600rpm. Not a turbo in sight, which is increasingly rare as emissions standards for internal-combustion engine cars continue to tighten.
That said, the X-Trail’s hugely popular corporate sibling, the Mitsubishi Outlander (they share the same chassis platform) has the identical engine residing under its bonnet.
The all-alloy unit features direct-injection and electronically-controlled variable valve timing to produce outputs in the same ballpark as other category favourites like the Kia Sportage 1.6 turbo (132kW/265Nm) and Mazda CX-5 2.5 (140kW/252Nm). But the Toyota RAV4 Hybrid AWD steps ahead on power at 163kW.
Power is transferred to all four wheels via a CVT auto with a ‘Drive and Terrain Mode Selector’ offering ‘Auto’, ‘Eco’, ‘Sport’, ‘Snow’ and ‘Off-Road’ modes.
The AWD system is on-demand with steering angle, yaw rate and G-force sensors feeding into an electronically controlled coupling ahead of the rear differential able to adjust torque distribution between the front and rear axles from 100:0 to 50:50 on the fly.
Nissan Qashqai
Under the e-Power’s bonnet is a 1.5-litre three-cylinder, turbo-petrol engine featuring a unique and intriguing, efficiency-enhancing yet performance-boosting, variable compression ratio.
It produces 116kW of power and 250Nm of torque on its own, and is mated to a small-ish 2.1kWh lithium-ion battery and inverter, powering an electric motor that sends drive, via a single-speed reduction-gear transmission, to the front wheels. A set-up Nissan calls 'e-CVT'.
Combined power and torque maximums are 140kW and a considerable 330Nm, respectively. Tipping the scales at 1728kg, the Ti e-Power’s power-to-weight ratio is a healthy 81kW/tonne.
Along with 'Sport' and 'Eco' modes, there’s also a one-pedal driving option that provides electricity-saving regenerative braking that washes off a good deal of speed to substantially slow you down. It's a stepping stone between a hybrid and full EV and you never need to plug it in anywhere.
Nissan made myriad changes to the MacPherson-style strut front and multi-link rear suspension design to accommodate all the additional electrification tech.
Remember towing capacity is half that of the regular Qashqai’s 1500kg (braked trailer), dropping to the latter’s 750kg unbraked figure.
Efficiency
Nissan X-Trail
Nissan’s official combined cycle fuel-economy figure for the X-Trail N-Trek is 7.8L/100km, the 2.5-litre four emitting 183g/km of CO2 in the process.
That number’s in line with other non-hybrid competitors but some way off the Toyota RAV4’s 4.8L/100km.
Over a week covering mainly urban and suburban driving as well as some freeway running we recorded an average of 9.9L/100km, measured at the pump, while the on-board computer coughed up a more optimistic 9.1L/100km.
That’s starting to get up there for the class although the result’s balanced somewhat by the X-Trail’s ability to run happily on 91 RON ‘standard’ unleaded.
You’ll need 55 litres of it to fill the tank which translates to a theoretical range of around 700km and roughly 550km using our real-world number.
Nissan Qashqai
Nissan reckons the Ti e-Power should average around 5.2L/100km on a combined urban, extra-urban cycle, which equates to a carbon dioxide emissions rating of 117 grams/km.
We managed a still-commendable 5.8L as indicated by the trip computer, but we did not have a chance to test it at the pump.
Note, as with all Qashqais, the e-Power needs more-expensive 95 RON premium unleaded petrol. Brimming the 55L fuel tank, expect a range of up to around 1050km between refills. That's 150km up on the regular 1.3L turbo versions.
Driving
Nissan X-Trail
The best way to describe driving the X-Trail N-Trek is stress-free. It’s quiet, comfortable and composed with enough oomph for the cut and thrust of urban driving as well as the occasional foray onto the highway.
Maximum pulling power arrives at 3600rpm, which is higher than the small-capacity turbo SUVs the X-Trail most often competes with. But the pay off is crisp throttle response and you’re never found wanting for performance.
Drive goes to all four wheels via a ’shift-by-wire’ continuously variable transmission (CVT). By design CVTs cause the engine to hunt up and down the rev range, searching for the optimal gearing compromise between power and efficiency. But the CVT ’droning’ syndrome that characteristic can generate isn’t a noticeable factor in the X-Trail.
The strut front, multi-link rear suspension delivers smooth ride comfort helped in no small part by the standard 235/60x18 Bridgestone Potenza Sport A/S tyre’s cushy 60-series sidewall profile.
That rubber plays a part in the car’s modest road noise with wind noise on the freeway also low for a relatively upright SUV. The X-Trail also steers nicely with well-weighted assistance and good road feel.
We didn’t head off-road for this family review but the N-Trek’s variable AWD capability gives it the ability to confidently deal with loose or slippery unsealed surfaces.
An 11.1m turning circle is nice and tight, which, in concert with a reversing camera, 360-degree camera view and front and rear proximity sensors makes parking a straight-forward exercise.
Brakes are discs all around (ventilated at the front) and the pedal is agreeably progressive.
In fact, that kind of refinement is a hallmark of the way this car operates. Recently arrived competitors can be noticeably abrupt when it comes to brake, throttle and steering inputs.
Not so here. As mentioned in the Design section, these one per cent positive qualities lift the X-Trail above the norm.
Nissan Qashqai
Two things are obvious soon after the driver presses the starter and silently whooshes away in a Qashqai Ti e-Power.
Firstly, there’s a real weight to it, highlighting this as a solid (as well as heavy) vehicle of substance. And, secondly, once over this initial impression, everything then seems completely normal and intuitive. There’s nothing alien going on here.
Despite the mass, acceleration is brisk, with throttle response becoming even livelier once on the move, since you can feel all that instant torque on tap, even with a light flex of your right foot.
Pushing down harder, it should soon become clear this is a fast machine, so keep an eye on that digital speedo display. It caught us out a couple of times during our test drive through central Victoria.
Using the driving modes reveals varying behaviour according to the settings. In Eco mode the e-Power has a smooth and relaxed gait; performance is Normal seems more spirited while in Sport responses are appropriately stronger and more urgent.
It’s worth keeping the latter in mind, because the chassis is set up for a sporty, Euro feel, meaning there’s a tautness to the suspension that's a little at odds with the plushness of the interior. This isn’t a soft, bouncy ride.
Rolling on a 235/50 R19 wheel and tyre package, there’s a pleasing balance of steering feel, handling agility and roadholding grip, resulting in a dynamically athletic and reassuringly controlled vehicle, even at speed through tighter corners. However, as with the e-Power’s acceleration delivery, the keener driver has to first push through a level of inertia to discover this.
One trait worth keeping in mind is that the tail can become loose and even slide out a little before the ESC quickly yet calmly reels it back in, if you attempt to take a bend too fast. Beware, though, that as the roads were hot and dry during our drive, we cannot attest to how this behaviour will manifest in the wet. Should be fun if you’re a keener driver. We weren’t expecting that.
What else? The easy e-Pedal function works well, providing significant braking up to a point, without bringing the vehicle to a full stop. It soon feels second nature.
Plus, unlike most Toyota hybrids, many EVs and even the X-Trail Ti e-Power we tested recently, the smaller-brother Qashqai avoids that oddly wooden brake-pedal feel, though again, a test in inner-urban traffic may reveal something else.
And, finally, over coarse-chip surfaces, there’s a bit too much tyre or road-noise intrusion coming inside, though over the smoother stuff, you’ll also feel blissfully cocooned in the comfort the Ti packaging provides.
Overall, then, the Qashqai e-Power is a swift, agile and entertaining drive, as well as safe and secure, revealing a further depth to Nissan’s engineering talent and capability.
Safety
Nissan X-Trail
The current Nissan X-Trail received a maximum five-star ANCAP assessment from testing in 2022 and it’s on the pace relative to others in the category.
Active (crash avoidance) tech is comprehensive including AEB with car, pedestrian and cyclist detection (operational from 5.0-130km/h for car detection), rear cross-traffic alert and rear AEB, adaptive cruise control, lane departure warning and lane keeping, an ‘Around View’ 360-degree camera view, blind-spot monitoring, tyre pressure monitoring and driver fatigue detection.
If an impact is unavoidable, there are seven airbags onboard, including side curtains (importantly, covering all three rows) and a front centre bag to minimise head clash injuries in a side-on crash.
There are three top tether points and two ISOFIX anchors for child seats/baby capsules across the second row seat. There are no top tether points on the third row.
Nissan Qashqai
The e-Power is included with the rest of the existing Qashqai range in scoring a five-star ANCAP crash-test result in 2021.
It features seven airbags including front-centre and front-to-rear curtain coverage.
You’ll also find front and rear Autonomous Emergency Braking (AEB) with pedestrian, cyclist and back-over detection, blind-spot warning, lane-keep assist systems, adaptive cruise control with full stop-go function, a driver fatigue monitor, auto high beams, traffic sign recognition, front and rear parking sensors, ABS with brake assist, Electronic Brake-force Distribution, hill-start assist, stability control, traction control and a surround-view monitor.
There’s also a vehicle approach sound for pedestrians.
Note that Nissan’s AEB kicks in from 5.0-130km/h, pedestrian and cyclist AEB from 10-80km/h, and the lane support systems work between 60-250km/h.
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.
Ownership
Nissan X-Trail
Nissan covers the X-Trail with a five-year, unlimited-kilometre warranty, which is the norm in the mainstream market. That said, the likes of GWM, Kia and MG are at seven years, unlimited-km with Mitsubishi offering conditional 10-year, 200,000km cover. Roadside Assist is included for five years.
The main service interval is 12 months/10,000km which is behind the more common 12 months/15,000km period, although pre-paid maintenance is available offering an approximate 10 per cent saving over (still capped-price) pay-as-you-go.
Pre-payment also means you can fold the cost of maintenance into the financing of the car (if you’re going that way).
For the X-Trail AWD, pre-paid servicing comes in at $2092 for five services within five years ($418.40 per workshop visit) compared to $2324 for individual capped-price services ($464.80 per visit).
There’s that 10 per cent saving but it’s still relatively pricey when you consider the Toyota RAV4 Hybrid costs $260 per service.
Nissan Qashqai
Like all Qashqais, the Ti e-Power offers a five-year/unlimited kilometre warranty that also includes roadside assistance. Nothing unusual there.
Service intervals are at every 12 months or 10,000km. The latter is 5000km sooner than in the ICE equivalent, by the way.
Nissan also offers a choice of servicing options, starting with the Capped Price Servicing that is nearly a thousand dollars cheaper than the regular ICE versions of the Qashqai over the six-year period as published on the company’s website, at around $2850.
Pay in advance and there’s an additional 10 per cent discount. Of course, terms and conditions apply.