Nissan X-TRAIL 2014 Review

Nissan's drive program for the new X-TRAIL took us out into the Victorian bush around historic Bendigo. Long stretches of country road were punctuated by a brief spell of light off-road work in a 4WD model. It was important to Nissan to demonstrate that the four-wheel drive X-TRAIL remains relatively capable in the rough, in its new guise.

Unfortunately there was little opportunity to test out ground clearance or approach, departure and break-over angles. In fact, the course selected was easy enough that the X-TRAIL's ALL MODE 4x4-i system could be left in 'AUTO' rather than locked-up when traversing boggy sections. The new X-TRAIL's approach and departure angles are 24.8 and 17.3 degrees, respectively. By comparison the previous model is rated at 28 and 24 degrees.

But one thing learned from the exercise was that the new X-TRAIL is much more stable on unsealed roads, thanks to the new independent rear suspension. Unlike the T31 model, the T32 was less likely to step out on a trailing throttle.

On the road to Bendigo, the X-TRAIL's engine/CVT (continuously variable transmission) combo provided good step-off acceleration and would spin up higher into the rev range when the driver demanded. Fuel consumption, according to the trip computer, was 8.9L/100km on country roads, which was not bad given the flogging the four-wheel drive flagship was being handed. Better still was the front-wheel drive X-TRAIL, which achieved an average fuel consumption figure of 7.3L/100km.

The 2.5-litre four-cylinder petrol engine felt muscular for its displacement and was relatively refined, but didn't sound inspiring. The CVT bolted to the engine softens power delivery, making the engine feel a bit overwhelmed when overtaking, for instance. And demanding full throttle from the engine prompted the CVT to run through its programmed steps, much like an eight-speed auto. Viewed objectively, the stepped acceleration mode of the CVT is unnecessary, except by being more acceptable to drivers who hate stepless transmissions.

The transmission delivers a modicum of engine braking at times, but it's never favourably comparable with most modern automatics with torque converters, let alone conventional manual boxes. In its favour, however, the clever CVT was very quiet and smooth. For those who don't like conventional shifting, the CVT is ideal.

The X-TRAIL was notable for its soft-stopping under brakes, but the Ti 4WD model on 18-inch alloys offered a very busy ride – and felt quite firm at speed on country roads. Conversation was frequently conducted in a tremolo voice over irregular road surfaces in the X-TRAIL Ti. In contrast the seven-seat ST model rode more comfortably and was a better drive overall.

Fitted with 17-inch alloys, the lower-grade variant (and with front-wheel drive only, remember) handled more consistently and provided heightened steering response and feel, making it easier to place more precisely on the road. Both cars would tuck into a corner neater by lifting off the throttle, but the front-driven model was easier to drive (and more enjoyable).

The front-wheel drive X-TRAIL lacked the traction of the 4x4 naturally, but other than a right turn at a T-intersection from unsealed to sealed road, the FWD model didn't put a foot wrong. Both cars were quiet at open-road speeds and the road noise was commendably subdued. The CVT kept engine revs low, which also helped.

Inside, the X-TRAIL is generous in its rear-seat accommodation. The second-row seat is adjustable fore and aft, allowing owners to load up more luggage, or squeeze in taller passengers. I didn't even attempt to climb into the third-row seats of the seven-seat model; they are a kids-only zone at best.

In front, the seats were quite comfortable, although the lack of legroom in the front passenger's footwell was less than expected. While there were splashes of brightwork and piano gloss black around the cabin the Ti flagship – which also featured carbon-fibre decorative trim – still looked spartan. With its satin-finish acrylic trim, the ST looked only marginally downmarket. Even the leather trim in the Ti model didn't really compensate for the missing 'plush' factor. While the ST gets away with it, for the price, the Ti doesn't.

First impressions suggest the new X-TRAIL will struggle to overpower Mazda's CX-5 in the marketplace, and it has handed over domination of the bush-bashing niche to the Subaru Forester. But if previous X-TRAIL owners are bound to be disappointed, there should be a slew of new buyers who will be won over by the broadly appealing style, the improved value and true family-compatible accommodation.

Can't see any downside in that...

Nissan X-TRAIL ST (FWD) pricing and specifications:
Price: $31,580 (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol
Output: 126kW/226Nm
Transmission: Continuously variable
Fuel: 8.1L/100km (ADR Combined)
CO2: 188g/km (ADR Combined)
Safety Rating: TBA

Nissan X-TRAIL Ti (AWD) pricing and specifications:
Price: $44,680 (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol
Output: 126kW/226Nm
Transmission: Continuously variable
Fuel: 8.3L/100km (ADR Combined)
CO2: 192g/km (ADR Combined)
Safety Rating: TBA