Nissan X-TRAIL ST+ 2022 Review

Unlike ST and ST-L models that can be had in either five- or seven-seat configuration, the 2022 Nissan X-TRAIL ST+ is strictly a five-seater but does offer the choice between front-drive or all-wheel drive.

Also unlike the ST, the ST+ comes only with Nissan’s recently-updated 126kW/233Nm 2.5-litre petrol engine connected to a continuously variable transmission (CVT). A six-speed manual gearbox is available, but it’s strictly for the 2.0-litre ST only.

The front-drive Nissan X-TRAIL ST+ reviewed here is priced at $34,140 plus on-road costs, which is $1475 more than its five-seat ST auto equivalent (from $32,665). All-wheel drive adds $2000.

The extra money buys standard satellite navigation, bird’s-eye view parking cameras and parking sensors at both front and rear, making the ST+ less bare-bones than the entry-level ST.

Otherwise, though, it’s all ST, with shared features including push-button start, a 7.0-inch touch-screen controlling Apple CarPlay and Android Auto functions, an electric parking brake, Bluetooth, digital radio and voice recognition.

Outside, there are 17-inch alloy wheels, electric-folding rear-view mirrors and a roof spoiler.

Not unexpectedly, power seats don’t get a mention, nor do LED headlights, seat heating or climate control – although air vents are supplied for rear seat passengers. The seats are cloth-trimmed and the unwrapped-plastic steering wheel feels very bargain-basement.

That’s not to say the X-TRAIL ST+ cabin is strictly cheap and cheerful. Even at this level it passes muster with the use of decent-looking vinyl trim, piano black on the dash and centre console, a digital display with on-call driving information located between the two analogue dials in the dash and clearly laid-out controls.

And the steering wheel, though it’s hard to the touch, at least looks the part with its multiple control buttons and flat-bottomed rim.

At the lower end of the 2022 Nissan X-TRAIL range, not much has changed in terms of safety since the current generation arrived in 2014.

Back then, autonomous emergency braking (AEB) was yet to be adopted – it came in 2017 – and electronic safety aids such as lane departure warning, blind spot monitoring and parking cameras were limited to the then-flagship TL model. That was it.

Today’s premium-spec X-TRAIL models tell a different story.

In addition to low-speed AEB and lane departure warning, the flagship X-TRAIL Ti is fitted with pedestrian avoidance, lane keep assist, driver attention detection, blind spot sensing, front, side and rear cameras, front and rear parking sensors and rear cross traffic alert.

But other X-TRAIL models are not so gifted. Not uncommonly in the car market, the lower levels of the line-up are treated with some diffidence.

Where the premium X-TRAIL Ti comes with all the above, the ST’s active safety rollcall is basically limited to autonomous emergency braking (AEB), forward collision warning, automatic headlights and a solitary reversing camera.

The new ST+ with its front, side and rear parking cameras, plus parking sensors at each end, slightly ups the ante but hardly closes the safety gap.

All Nissan X-TRAIL models have six airbags and score five ANCAP safety stars, awarded under less-stringent assessment criteria in place back in 2017.

The powertrain in the 2022 Nissan X-TRAIL is pretty familiar. It’s available in either on-demand all-wheel drive or front-drive form (as reviewed here), to cover a swathe of varying needs.

Apart from the 106kW/200Nm 2.0-litre engine that’s standard fare in the entry-level manual ST, the essentially universal powerplant is the 126kW/233Nm 2.5-litre four-cylinder that’s also seen in the related Renault Koleos.

A 135kW/245Nm version is also found in the new-generation Mitsubishi Outlander, and will make its way into the forthcoming next-generation X-TRAIL.

Right now, the engine is not impressively productive but is helped by the fact that the ageing current-generation X-TRAIL, in ST+ trim, is pretty light at 1458kg tare. As Nissan’s mid-size SUV makes a generational change later this year, it will also become heavier.

Just like the Renault Koleos, the pleasures of running the X-TRAIL’s engine through its paces are marred by its CVT transmission.

It’s effective when accelerating because it always tries to find the optimum rpm, but the audible outcomes are irritating. The constant engine drone as the CVT holds rpm at the most efficient level in the rev band is invasive and never pleasant.

Unquestionably, CVTs do an efficient job. But in the case of the current Nissan X-TRAIL, it’s not quite as efficient as we’ve already seen in the new-gen Mitsubishi Outlander.

Using official fuel economy figures, the X-TRAIL – which has a 60-litre fuel tank – returns 7.9L/100km on the combined cycle, and across our test we recorded a real-world 8.5L/100km.

Whether front- or all-wheel drive, the 2022 Nissan X-TRAIL uses a MacPherson strut front suspension and an independent multi-link arrangement at the rear.

This is good for uniformity of handling characteristics and – unburdened in the case of the ST+ by the challenges of bigger wheels with lower-profile tyres – produces a nice, comfortable ride.

Of course, the smaller wheel-and-tyre combination is not going to help the handling of the ST+ a great deal. But on its 225/65R17 tyres, it does tread a comfortable middle line that is more compliant but less grippy than the flagship Ti, which runs 225/55-section 19-inch rubber.

Considering neither are sporting SUVs it’s reasonable to suggest that, for most X-TRAIL buyers, the more comfy ST+ rules the day.

The steering, which goes from lock to lock in precisely three turns for a relatively wide 11.3-metre turning circle, is light enough for easy manoeuvring in urban environments and communicative enough when pressing on – which is not the X-TRAIL’s forte anyway.

Where the Nissan X-TRAIL has always scored is in its passenger and luggage-carrying abilities.

For the five-seat models, a boot capacity of 565 litres makes it one of the most capacious in its class, while a handy double floor which can be repurposed in various ways including setting the upper half-floor vertically as a buffer to sliding loads makes you wonder why all SUVs don’t use a similar system.

The back seats slide forward or backwards to extend passenger or loading space and feature 60/40-split folding (and reclining) backrests.

As the X-TRAIL is also available in seven-seat form, it’s understandable that, as a five-seater, there’s plenty of legroom available in the back seat of the ST+.

With good headroom and shoulder-room, the Nissan X-TRAIL is still an especially versatile mid-size SUV. And it will tow loads of up to 1.5 tonnes (braked).

While the 2022 Nissan X-TRAIL is an old and trusted favourite, it’s clear, after becoming familiar with the new-generation mid-size SUV challengers steadily appearing on the marketplace, that it’s behind the pack in just about all aspects bar cabin and luggage space.

There’s unquestioned capability here, and the new MY22 Nissan X-TRAIL ST+ is a useful addition in the current model’s final year.

But there’s also an unquestionably dated feel that should disappear when the fourth-generation X-TRAIL, complete with an all-new platform, higher safety levels and a first-time hybrid option, arrives later in the year.

It’s time for the X-TRAIL to move on, hopefully morphing from mundane into something special.

How much does the 2022 Nissan X-TRAIL ST+ FWD cost?
Price: $34,140 (plus on-road costs)
Available: Now
Engine: 2.5-litre four-cylinder petrol
Output: 126kW/233Nm
Transmission: Continuously variable automatic
Fuel: 7.9L/100km (ADR Combined)
CO2: 183g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2017)