Nissan X-TRAIL 2007 Review

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Where the old one could look tall and narrow, the new X-TRAIL can now sit comfortably next to a proper 4WD like a Prado in a caravan park or school yard without looking like a toy. Because the latest width increase is double that of the extra height, the proportions have changed so that it sits quite differently on the road and looks more stable.

The Australian X-TRAIL drive program which included long distances over tight but sealed mountain roads and rough fire trails with some steep climbs and descents reflected what mainstream family wagons once had to cope with in the 1950s and 1960s (see more in MECHANICAL & PACKAGING below).

It handled it easily while meeting today's emissions and safety standards.

PRICE AND EQUIPMENT
This is the big story when prices have remained the same and equipment (and space) has grown. Starting price for the base ST with six-speed manual is $31,990 while the CVT auto asks a $2000 premium at $33,990.

The ST with its 16-inch steel wheels and full-size spare brings: Hill Descent Control, Hill Start Assist, Intelligent All Mode 4X4, keyless entry, basic air-conditioning, cruise control, map lights, trip computer, temperature gauge, external temperature reading, cloth trim, driver's seat height adjustment, tilt steering column but not reach, driver's left footrest, rear armrest, heated/cooled cup holders front and rear, 40:20:40 rear seat split, two level luggage compartment, single in-dash CD, roof rails, rear 12-volt outlet, reclining rear seat, load tie down hooks, roof rails; and plenty of soft feel surfaces throughout the cabin.

Like the rest of the X-TRAIL range it's powered by a slightly warmed over version of the same 2.5-litre petrol four that has proven popular in the current model. More on this later too...

Next up, the ST-L at $35,990 manual ($37,990 auto) is expected to be the volume seller and adds 17-inch alloys including spare, single-zone climate control, leather-trimmed steering wheel and hand brake lever, upgraded sound with six-stacker CD and MP3 capability, chrome door handles and fog lights. Given the added equipment, the $4000 premium seems steep.

The top-of-the-range Ti adds a glass sliding sunroof, heated and power adjustable front seats, leather upholstery and rear parking sensors for pricetags of $38,990 manual and $40,990 for auto. The step up from the ST-L is, in contrast to the ST to ST-L stretch, reasonable.

MECHANICAL AND PACKAGING
The Carsales Network attended the international launch of the new-generation X-TRAIL in Greece in May this year. Rather than cover the mechanical aspects of the car again you can read all the facts and figures here.

Continuing the comparison with the wagons from Australia's past, the new X-TRAIL is only marginally longer and wider but much higher and rides on a wheelbase that is a smidge shorter. The X-TRAIL's front and rear tracks are much wider, reflecting modern stability expectations but engine capacity is remarkably similar to an early Falcon or Holden.

As a result, the X-TRAIL will fit comfortably in most Aussie garages and parking spaces while providing extra headroom and hip space for Aussie bodies that have grown. Its 10.6m turning circle is reasonable for this type of vehicle and its standard safety package is exceptional even at base level.

The X-TRAIL will accommodate most Aussie families and their luggage, then travel off road far enough to access a secluded camping or beauty spot. The latest suspension design with isolated sub-frames front and rear as well as a friction control damper design are a generation ahead of the previous model and rivals and perform accordingly. Suspension performance is one of the new model's standout features

A braked towing capacity of 2000kg will cover most vans and campers and it is enough to get a decent-sized boat in and out of the water as the latest Intelligent ALL MODE 4X4i system allows the driver to lock in equal traction front and rear.

In many ways, this vehicle marks a return to the affordable "one size fits all" compact but spacious family wagon that once filled Australian roads

The main downside is that Nissan has relied on larger body fittings and more paint to distinguish what is still a relatively square two-box design. The large plastic light assemblies that dominate the extremities at the front and rear are particularly vulnerable to scratches in the car wash and Australian bush. Painted bumpers, wheelarch extensions, body sides and corners are left with no nudge protection for the urban jungle.

The body styling which can appear conservative in an urban context makes extra sense away from town. The low side window line provides great vision for children thus reducing the need to create a DVD 'cave' as for those rivals which prevent children from seeing out.

Front seat height provides a commanding view which comes into its own offroad. The previous X-TRAIL's centre instrument pod which maximised forward vision is now ahead of the driver but in an unusually low-profile binnacle, again to maximise forward vision.

The X-TRAIL is one of the few where you can see the front corners, in this case marked by little bubbles in the headlights. For a family vehicle, it loads the dice in favour of the driver before it turns a wheel.

The drinkholders located at the base of the windscreen pillars are really clever when they sit in the air-conditioned or heated airflow. Likewise the rear cupholders which slide out of the centre console with their own airflow.

Both front and rear seat cushions are relatively flat but strong bolstering in the back rests including the outside rear seat positions provide reasonable location. The centre armrest is adjustable and has a plastic protective flap that turns it into a load platform. The rear seat recline function in conjunction with the head rests will soon have tired rear seat passengers fast asleep.

The only jarring note so far is the tiny minor gauges for fuel and coolant temperature which have circular graph-style readouts. They would be far better served with normal needles. The white and red speedo markings are also confusing when the red markings disappear as soon as the sun hits them. Both are typical shortfalls of designs from soft light environments.

A choice of seven colours includes only a blue and white to break up the various shades of grey which merge into black. For safety conscious drivers and dusty rural conditions, there is not much choice.

Because pricing is pegged to that of the previous model, the runaway success X-TRAIL has enjoyed in Japan (with 10,000 orders in the first month) could well be repeated here.

When Australia accounts for 20 per cent of the world's X-TRAIL sales, it is hard to imagine Nissan holding out for too long on the diesel versions that have driven its overseas success (more here).

The 100kg weight increase which has made the latest X-TRAIL's petrol-only drivetrain marginal in some fully laden applications, would not be noticed by the X-TRAIL's high-torque diesels.

There are six airbags including two full length curtain airbags that also protect the second seat row. Height-adjustable front seatbelts with pre-tensioners, centre rear seat lap-sash belt, side intrusion bars and front active head restraints top a complete safety package.

Although not normally listed as a safety feature, the standard inclusion of a proper Hill Descent Control and Hill Start Assist is a notable safety advance for this price range. With negligible engine braking and the absence of a proper low range gearset, softroaders can be notoriously difficult to control during steep, slippery descents. At least with HDC, Nissan is making an effort.

Official Euro NCAP safety ratings for the X-TRAIL won't be announced until the close of 2007 but Nissan management expects it to perform at the top end. It is also apparent that the X-TRAIL has been specified with the same safety features at all levels so if a good result is achieved, it can be promoted across the board. It's a case of watch this space.

COMPETITORS
Bracket creep and a free trade agreement with the USA have suddenly made this segment far more crowded than the usual Subaru Forester, Honda CR-V and Toyota RAV4 suspects. Buyers need to fine tune their projected usage as they all offer an advantage in one or two particular areas while falling below par in others.

An upgraded 2007 Holden Captiva in diesel and petrol which straddles both the compact and medium SUV segment in size and price offers extra size, grunt and diesel economy if required. It is also a good drive over long distances.

The bigger and much improved Honda CR-V is still more of a highway child but is much closer in size and packaging to the X-TRAIL than it was. Then there's the new Hyundai Santa Fe diesel has raised the Korean bar by a substantial margin; and a heavily revised Ssangyong Kyron with extra ruggedness and a choice of two diesels but suspension refinement may be an issue.

The successful new Mitsubishi Outlander shadows the X-TRAIL in most specifications including its CVT transmission, but while quite robust and spacious, it leans towards the highway. A more price-competitive but ageing Mazda Tribute/Ford Escape offers all-road toughness and affordable V6 grunt which a vehicle of this size really needs for towing and heavily laden use. Just watch the fuel bill, however.

If price is an issue, take a look at the Hyundai Tucson and Kia Sportage.

The handsome Toyota RAV4 is the expensive and bulkier mainstream city all-rounder with a modicum of offroad ability but its rear mounted spare won't suit everyone. The Subaru Forester, now in its final days, remains the highway king with its concealed spare and low centre of gravity and is much firmer away from the bitumen.

Suzuki Grand Vitara is a more sophisticated on road/offroad compromise these days with a V6 available at X-TRAIL prices. Size and packaging are quite different.

Finally, the Yanks… The new Jeep Patriot with its choice of petrol or diesel has arrived at X-TRAIL prices. The Jeep Compass is another variation of the theme, while the Jeep Wrangler four-door hardtop is a tougher, larger compromise if the offroad component is a priority.

When more rivals now have bigger V6 petrol engines or more powerful diesels and weigh 1700-2000kg, the X-TRAIL is defining a very precise usage pattern in terms of power, economy, urban usage and offroad capabilities.

Yes, it will go offroad but no, it won't take a constant beating when its overhangs and clearances are no match for a dedicated 4x4.

Yes, it will deliver outstanding economy (9.5lt/100km manual; 9.3lt/100km CVT auto) but not if you are using its load carrying ability or 2000kg towing capacity.

Yes, it is a willing performer but not if you are a lazy driver.

Come to terms with its intended function and these parameters, however, and the X-TRAIL is an outstanding balance of urban runabout, family carryall and frugal getaway vehicle for not much money.

The X-TRAIL's shared Renault parentage delivers its most compelling feature. Not since the old Renault 16 or Peugeot 504 has there been such a practical family vehicle with a loping, comfortable ride over all Australian roads -- one that isolates occupants so effectively from road shock. When virtually all current passenger car imports have stiff unyielding rides as soon as you leave the bitumen, the new X-TRAIL stands out like a beacon.

Unlike those old French cars, X-TRAIL body roll is minimal and despite the front-drive transverse engine and drivetrain, there is also a noticeable lack of understeer. The reason is the Intelligent ALL MODE 4X4-i system which in Auto mode can distribute torque to counter any handling imbalance.

You can tell that its prowess is slightly artificial when it can't totally counter the nose-heavy weight distribution of this type of vehicle but it certainly makes a difference. The trick is slow in and fast out, ie: get back onto the power as soon you have entered a corner. As the drive is spread over both axles, the X-TRAIL then assumes a far more neutral cornering stance than expected.

If you want to save fuel (Ed: not much we'd guess, however) and you are prepared to drive it like a normal front-drive passenger car, you can deactivate the all-wheel-drive system by selecting 2WD.

The geometry of the new suspension systems must be very good when there is no hint of squirm or self-steering over what appears to be fairly liberal suspension travel.

In so many softroaders spring rates or dampers are screwed up tight at the extremes of travel for a sharp, pitchy ride that regularly ends at the bump stops with a bang because there is not enough travel to absorb changes in road surface. Not the X-TRAIL. Severe dips taken at high speed will prompt a gentle but controlled reaction but no hint of contact with the bump stops. Ditto for sharp dips and ruts on a rough track.

Although the benchmark in this category is the Freelander 2, the X-TRAIL is close enough.

If your X-TRAIL will spend most of its time in the bush, consider the entry-level 16-inch steel wheels with their cheaper, higher profile tyres. They provide a better ride, are not as vulnerable to punctures or damaged rims and give away very little in grip under most speed limits. The 17-inch wheels and tyres of the higher trim levels do provide better grip and firmer steering response on the bitumen but the ride firms up enough for some testers on the launch to query whether there were two suspension specs.

The new electric power steering might account for some loss of feel on the highway but away from the bitumen, its isolation from road shock and kickback is worth it.

On the road, it is hard to think of another model which changes so dramatically according to transmission. The X-TRAIL's new CVT auto is a stepless transmission and has six artificial change points that can be accessed via the manual select function. Under normal circumstances, the transmission is infinitely variable providing such optimum gearing that fuel economy is better than the manual.

In practice, a CVT (Constantly Variable Transmission) is the perfect auto for an automatic driver when gear changes are imperceptible -- because there aren't any in the conventional sense! For a manual driver used to precise, firm gear changes and crisp throttle response, however, a CVT can feel like the clutch is perpetually slipping.

Although the X-TRAIL's CVT has a tighter feel than most, there is a trace of that slipping characteristic. Those drivers hoping to remove it via the manual select function will be disappointed when the artificial hold points seem to stop the engine from delivering its best and don't really feel like different ratios.

The best thing that can be said about the CVT's manual select function is that it can provide some engine braking during descents and for holding speed down in a low-speed zone.

Left to its own devices, the CVT always seems to keep the engine running at its optimum speed far better than any driver can when it has access to an almost infinite selection of ratios -- important when the X-TRAIL's peak power and torque figures occur so high in the rev range. Get used to it and it would be hard to go back.

For manual drivers, the latest six-speed manual is so good and crisp it's hard to think of a sweeter drive in this type of vehicle.

The engine is unobtrusive and smooth and even when revved it always sounds pleasant and eager to please. In conjunction with six almost perfectly spaced ratios, including a usefully low first gear, the X-TRAIL manual rewards attentive and committed drivers. Its big improvements in shift quality and 30 per cent cut in gear noise (over the outgoing version) are immediately apparent.

Yet the engine's peaky power and torque delivery will annoy lazy drivers. The new X-TRAIL's extra weight has not been offset by the marginal power increase the 2.5-litre four has scored, so performance will drop off noticeably on even a mild incline until the driver or the transmission engages a lower ratio. Take note, order the CVT or shop elsewhere if you are not into shifting gears.

Indeed, this is where the missing diesel engines are generating so much emotion in the Australian context when they were obviously the focus of most of the drivetrain development. In practical terms, hauling a caravan at the upper end of the X-TRAIL's towing capacity will be a wearing and thirsty experience if the engine has to be held at its relatively soft torque peak which occurs at 4400 rpm. Fully laden with family and holiday gear could generate the same effect.

The new X-TRAIL's bigger body and more stable footprint create the impression of a tougher, harder-working vehicle, yet it's basically the same engine that must work harder than before.

Once offroad, the X-TRAIL with its standard Hill Descent Control and ability to lock in 4WD inspires more confidence than most even if its fixed 8km/h hill descent speed might be too fast for really rough conditions.

Essentially, while the new X-TRAIL is an improvement in every area over the previous model, the relatively soft 226Nm torque figure of the Australian petrol model is a long way short of the 320Nm or 360Nm in overseas diesel versions. This shortfall alone sums up how the X-TRAIL's new depth of abilities and improved packaging are not even close to being fully exploited with the petrol drivetrain.