Nissan X-TRAIL ST-L 2014 Review

Nissan's third-generation X-TRAIL has launched offering three model grades, two petrol engines, a significant amount of new equipment and pricing that only varies slightly (up or down) from its predecessor. It’s a decent effort that manages to change both the skin and what’s underneath without losing sight of the affordable family transport it is primarily intended to be.

KEEP CALM everybody, the new Nissan X-TRAIL has arrived. I said KEE… Oh, you are calm...

Yes, unfortunately that is the X-TRAIL’s lot. We might slather after the GT-R, find the 370Z horny and admire the robustness of the Patrol. But the X-TRAIL is one Nissan that just does not inspire. Well, apart from the bean counters at Nissan’s Aussie outpost that is. They appreciate the 140,000 sold since the boxy original was launched here in 2001 (and then replaced by the boxy second generation in 2008).

And now that’s been replaced by the not-so-boxy third generation. It’s a car that trades in the square edges for curves but otherwise remains true to its predecessor’s mission and persona. It’s still roomy, it’s still affordable, it’s still got a decent amount of kit and it’s still not a vehicle you’d place in the pantheon of all-time great Nissan drives.

After a couple of week’s in a front-wheel drive ST-L and an all-wheel drive Ti, we’d bet it’s going to keep selling as well as its predecessors.

Maybe even a bit better, because that new exterior styling, which grabs bits and bobs from the likes of Pathfinder and Murano and its own very close relation, the Qashqai (the new local name for Dualis), is certainly more appealing – unless you have a thing for right angles. In this area, the new X-TRAIL closes down one advantage the likes of the Mazda CX-5 and Toyota RAV4 possessed.

Then there’s the X-TRAIL’s pricing, which drops slightly at the entry point, rises slightly in most iterations and adds equipment across the board.

We’ve gone through all this stuff before, but it’s worth touching on the key points again; There are three X-TRAIL grades – ST, ST-L and Ti. The ST comes with a $27,990 price leader 2.0 six-speed manual as well as the carry-over 2.5-litre four-cylinder petrol engine and Xtronic continuously variable transmission also featured in the the examples we drove.

The most expensive model -- until the diesels arrive locally this Spring -- is the Ti AWD for $44,680.

Every X-TRAIL comes with alloy wheels, colour LCD display, keyless entry and Bluetooth, while ST-L adds a digital radio, powered and heated front seats and dual-zone climate control. The Ti includes LED headlights, a sensor activated auto tailgate and a sunroof. The spare tyre is a space-saver.

Safety equipment includes six airbags (although the curtains don’t extend to row three) stability control and various other electronic aids for braking, steering and even ride. There is no ANCAP rating as yet, but no doubt Nissan will be hoping it clambers up from the old cars four stars to the maximum five.

A reversing camera is standard across the range, while the ST-L and Ti add the clever around view monitor and yet more electronic aids.

The Ti alone bleeps out a lane departure warning, flashes a blind spot warning and offers Moving Objection Detection, which provides both audible and visual alert of something behind the car when reversing.

Another first is the availability of seven seats, albeit only for front-wheel drive models. It’s still an advantage over many of its opposition, including the aforementioned Mazda and Toyota.

Mind you, those third row seats are very much kid-only and cruel the 550 litres worth of luggage space the boot otherwise offers up. That’s either more or less than the old X-TRAIL depending on how its luggage space was configured.

The new car’s big boot points to the fact it has grown in virtually every key measurement.

That roominess is apparent in row two, which is accessed by super-wide opening doors. There is plentiful space in all directions, a seat that segments 40/20/40 and reclines, a flat floor and adjustable rear air-con vents.

Up-front there is a noticeable improvement in quality, including clear dual tube instruments separated by a comprehensive trip computer, a high-mounted media screen, tactile controls, some soft-touch materials atop the dash and a reach and rake adjustable steering wheel. The leather seats in the ST-L and Ti are flattish yet big and the seating position is high, allowing an almost panoramic view out through big windows. There’s push button start but a foot parking brake, so that’s a bit schizo.

Plentiful storage opportunities include front door pockets, a deep multi-level centre lidded bin, cupholders in the first two rows and bottle holders in all three rows and seat-back pockets and a fold-down armrest in row two. In the boot there is storage in the vertical-lifting tailgate and under-floor, as well as four luggage hooks.

In five seat X-TRAILs there is a configurable cargo system dubbed ‘Divide-N-Hide’ that allows shelves to be set up. It’s all a bit Lego, but have a play.

Speaking of Lego, drill down to the very core of the new X-TRAIL and you’ll find one of these new-fangled modular architectures that are the latest big thing in automotive technologies. Developed jointly by Nissan and its venture partner Renault, the Common Module Family will underpin upwards of 20 models and be built in the millions. X-TRAIL is literally the first CMFer of many.

So there’s a new monocoque frame, MacPherson strut front suspension, a new multi-link rear-end and electric-assistance to replace fuel-sucking hydraulic assist for the rack and pinion steering system.

The result is a drive clearly improved from its predecessor. The X-TRAIL was rolly-polly, a bit soggy, prone to lift-off overtseer and steered approximately. It sounds horrendous, but in most applications, be it city manoeuvring, suburban commuting or highway cruising, it was just forgettable.

The new X-TRAIL has literally tightened up its act. It rides with more discipline so that bumps and holes are handled without becoming a never-ending oscillation. The steering is improved too -- much more accurate, nicely, lightly weighted and excludes kickback. Most importantly, the rear-end of the car is far better tied down. Push harder and the inevitable understeer slides into view, but stability and traction control modulate that well.

This is an important step forward in primary safety terms. Maybe once a year or once in a lifetime (if you are lucky – never), you are going to rely on your car to perform an emergency manoeuvre. This new X-TRAIL will do that better than the old one.

We only drove on dirt roads, so no serious challenges for the All-Mode 4x4-i all-wheel drive system in the Ti we sampled, apart from a little torque steer back through the steering wheel under hard acceleration. However, it’s worth noting the approach angle is reduced significantly from the old model, so what were limited off-road capabilities are now even more limited.

The braked towing capacity is also down 500kg to 1500kg.

What remains similar to the old X-TRAIL is a significant amount of noise intrusion into the cabin. It’s not surprising as the doors feel like they are made of tinfoil, so insulation is likely pretty light on.

Also familiar is the performance of the drivetrain. Don’t stress it and progress is smooth. Trouble is with only one extra kilowatt and no more Newton-metres and the 126kW/226Nm engine having to haul extra weight (bigger body and more equipment), you have to apply some stress to get things moving.

Then there’s a bit of a racket of course as the CVT does its monotonous thing. Acceleration is sometimes a bit laggy and you can vary it up with the seven automated steps and the steering-wheel paddles (or shift lever) if you want – most won’t most of the time, surely.

Against the claim of 7.9L/100km, we managed 8.6L/100km after a week of varied driving duties. There is an ECO mode… You’d have to be keen, or very, very green...

To be blunt, ‘keen’ and the X-TRAIL don’t really go together. It’s the sort of vehicle that is instantly forgotten the moment you close the door and walk away. That doesn’t make it bad -- in fact, it is an appreciable improvement over its predecessor. It could do with more oomph (wait for the diesel maybe?), but the overall package will deliver what many people in this segment are after: affordability, spaciousness and competence.

What we liked:
>> More space
>> Improved interior
>> Improved dynamics