Overview

NISSAN really knows how to stretch out the product cycle of its vehicles, and the previously generation X-Trail was a prime example.

Launched in 2013, the T32-series X-Trail served longer than most within its segment, losing popularity over time to slip further from consumers’ minds, and further down the sales ladder.

But Nissan is confident its new-generation mid-size family hauler can turn all that around – and rightly so. The fourth-generation X-Trail is entirely new, slightly larger, and comprehensively more modern than the vehicle it replaces. It’s also more expensive.

Priced from $36,750 plus on-road costs for the base grade ST two-wheel drive five-seater, the least-expensive X-Trail is now $6000 dearer than the outgoing entry point to the range.

A seven-seat version of the same model will set you back $39,790 + ORC while at the other end of the scale, the new range topping Ti-L AWD five-seater is pitched at $52,990 + ORC, a cool $6875 on top of the previous Ti 2.5 flagship.

Between those two are the ST-L in 2WD and AWD at $43,190 and $46,290 respectively, the latter a seven-seater. A step up the range takes us to the penultimate Ti AWD five-seater at $49,990. All prices before on-road costs. Full specification and pricing details are available here.

Offsetting the price hikes somewhat is additional equipment as standard across the range and an impressive ANCAP safety rating. All X-Trail variants include auto emergency braking (AEB) with pedestrian and cyclist detection, rear AEB with pedestrian detection and cross-traffic alert, lane departure prevention and adaptive cruise control.

Soon, the X-Trail will also be offered with a hybridised driveline featuring an efficient motor-generator system combined with a 1.5-litre turbocharged three-cylinder petrol engine that provides energy to a small battery, which directly feeds a 140kW/330Nm electric traction motor driving the front wheels.

It’s just part of the flexibility the fourth-generation X-Trail’s new CMF-C/D platform – which it shares with the smaller Qashqai, Mitsubishi Outlander and Renault Austral – and is something we’re likely to see in local showrooms from next year.

For now, however, the X-Trail range features a revised 2.5-litre four-cylinder petrol engine that delivers a 9kW lift in power and an 18Nm increase in torque (to 135kW and 244Nm) when viewed against its predecessor.

All variants are paired exclusively to Nissan’s X-Tronic continuously variable transmission (CVT) with the optional multi-mode all-wheel-drive system offering driver-selectable Eco, Standard and Sport modes linked to five bespoke traction modes and algorithms to suit conditions such as bitumen, dirt, ice and snow.

Towing capacity jumps 500kg to a useful 2000kg.

Nissan’s new X-Trail competes in the bustling sub-$60K medium SUV segment against a strong field of rivals including the Honda CR-V, Hyundai Tucson, Kia Sportage, Mazda CX-5, Mitsubishi Outlander, Skoda Kodiaq, Subaru Forester, Toyota RAV4 and Volkswagen Tiguan.

Driving Impressions

The X-Trail had a bit of catching up to do in levelling the best in this segment. After all, there are some excellent mid-size SUVs on the market, and many that are a whole lot newer than Nissan’s outgoing contender.

Of course, that has now changed, and the new model is now as good – or better – than most of its segment contemporaries.

It might not be the most advanced vehicle on the market and it may not offer the latest driveline technology. But it does the ‘family friendly’ side of SUV ownership very well and is a vehicle we believe ticks a lot of boxes for its price.

There’s a thoughtfulness to the X-Trail’s design that nails the family brief. Wide-opening doors, flexible cargo and seating arrangements, dozens of storage cubbies and cup holders, kid-friendly seat anchorages and charging ports, and a safety rating that resets the mould for vehicles in this class, particularly when looking at ANCAP’s child occupant protection criteria.

Beyond that, the X-Trail offers comfortable seating with space for four adult passengers, or the driver and up to sixkids. The third row of seating is tight but will get you out of a pickle during the school run and is far easier to get in and out of than many in this class, with access from either rear door.

It’s also an adult-friendly SUV that is easy to operate and interact with. Trying to concentrate with traffic, kids, dogs, to-do lists and so on means there’s precious little time to wrap your head around a complex and complicated HMI (human-machine interface).

Fortunately, the X-Trail’s interface is straightforward and entirely logical. You don’t have to go digging through menus to access what it is you’re looking for. The menu system is user-friendly, and the screens are large enough to read at a glance.

That doesn’t mean the X-Trail’s technology offerings are basic. Beyond the infotainment array and digital dash (in higher grades), the level of driver assistance and safety aids are cooperative and vigilant.

Nissan’s ProPilot active safety and driver assist tech suite covers all the bases you’d expect, providing a friendly safety net that works with you as you drive, instead of being another unwanted distraction. Against ANCAP’s test criteria, the Nissan X-Trail scored one of the highest safety assist results on record at 97 per cent.

On the road, the X-Trail feels competent, if a little uninspiring. The carryover engine is acoustically unattractive, particularly when pushed, and delivers solid but not sparkling performance. In everyday situations, however, the driveline is impressively fluid.

Step-off acceleration is impressive, as is the response to throttle when pulling away from corners (roll-on acceleration).

But we did notice that the CVT can be slow to respond when heavier throttle inputs are required, such as when overtaking.

Likely this is a result of the vehicle being economically tuned; even at the hands of journos and in hilly terrain the variants we sampled average out at 8.4 litres per 100km (official combined consumption figures are 7.4L/100km for 2WD variants and 7.8L/100km for those with AWD.

The X-Trail offers an impressively sorted ride/handling blend that irons out most surface imperfections – including sharp-edged speed humps and potholes. Thankfully, there is also little degradation of ride when choosing larger diameter wheels, a trait many of the X-Trail’s competitors have failed to master.

Compared to its twin-under-the-skin Mitsubishi Outlander, the Nissan X-Trail also offers more accurate steering that feels far better suited to urban driving. There’s less wheel twirling when parking, and a connected feeling with the car at higher speeds we feel has most bases covered.

Like the Outlander, the X-Trail offers confident braking and a clean pedal action. The level of assistance offered is just right for the job, too, which should give drivers who may consider the X-Trail “too big” the extra confidence they need while acclimatising to the car.

In terms of noise isolation, the X-Trail ranks very well. There is little in the way of mechanical noise (unless under heavy acceleration) and road hum is well attenuated.

We did, however, note a little wind rustle off the wing mirrors when travelling at freeway speeds and found the tyre thrum from the larger wheels fitted to Ti and Ti-L grades was evident, but not a deal breaker by any stretch.

And that perhaps sums the X-Trail up very well. It mightn’t be the most exhilarating drive or offer the most dazzling cut-through technology, but it is completely inoffensive, entirely sensible and offers what we’d consider to be exceptionally good value for money.

Live with the car and we’re certain you’ll appreciate the level of thought that’s gone into making it the best Nissan X-Trail we’ve yet to sample – and perhaps one of the most suitable, family-focused vehicles in its class.