Nissan X-Trail

Luxury SUVs have come a long way from their original ‘dual-use’ origins.

Nissan still makes ‘proper’ 4x4s: separate chassis; high/low ratio gearing, ground clearance of real use, mechanical handbrake and a manual gearbox.

The X-Trail marked a trend for lighter compact SUVs based on lower-medium sized hatch/estate bodywork.

It came to Europe in 2001, was revised in 2003 and renewed in 2007. Initially 4x4 only it offered a 4x2 front-wheel drive more recently. It followed current compact SUV practice in having a transverse engine and FWD layout with on-demand clutch activation of the rear axle triggered by signs of slip (Haldex-style).

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Decent ground clearance, approach/departure angles and a 50-50 front-rear axle lock switch (to override the auto setting) lent it some competence off-road, confidence under adverse conditions and quite a fair degree of 4x4 ‘credibility’.

The first (2007) Qashqai was a very different proposition. Rather than ‘soften up’ a 4x4 here was a five-door hatch in the SUV mould. The aim was a new type of car to attract buyers from other brands without losing existing lower-medium Almera and upper-medium Primera owners. It worked. Built in Sunderland and a huge success the plant was soon working flat out to meet demand

The new Qashqai arrived earlier this year and is the first to use Renault-Nissan’s new CMF platform designed to underpin a broad range of medium sized vehicles. Such is the dominance of the Qashqai crossover approach that, now, the new X-Trail has been drawn into the same category – but with more of an emphasis on 4x4.

This then is the second CMF-based product but it’s longer and taller than the Qashqai with (some) greater ground clearance too. A longer wheelbase allows for a seven-seat (5+2) option (for £700) taking over the role of the previous ‘Qashqai +2’ model.

Initial Qashqai 4x4 take-up in 2007 was estimated at around 25% but it eased back to 10% (probably because the car became such a ‘mainstream’ purchase). For X-Trail it’s around 45% and three 4x4 versions are offered rather than Qashqai’s two.

Both are powered by the 1.6 dCi 130 Diesel unit (Qashqai FWD models offer a 1.2 DIG-T 115 petrol or 1.5 dCi 110 as well).  For X-Trail the 1.6 Turbo Diesel is the only engine for now but a 1.6 DIG-T petrol will come in 2015 and a 2.0 litre too perhaps.

Basic model line-up is Visia, Acenta, n-tec and Tekna (£22,995-£29,295) and the cheapest 4x4 is the Acenta at £26,495.  Nissan now calls its 4x4 system Allmode 4x4-i and up to 50% of torque can go to the rear with some left/right shift to seek further grip.

The six speed manual gearbox is smooth and well-matched.  (CVT auto available with FWD models at £1,350 extra will probably come with the larger petrol engine – 7 ‘steps’ imitate gear changes to enable a degree of ‘manual override’.)

Build quality, fit and finish are all noticeably improved as is cabin comfort.  Seating has MPV-like flexibility to exploit a pretty large load-space. Comfort too is the priority when it comes to dynamic aspects.  Smooth and predictable, steering and cornering are competent enough as is road-holding generally but it lacks any real ‘verve’.

Equipment levels are quite good: Bluetooth connectivity; touch-screen/trip computer; manual air-conditioning comes with the cheapest Visia and SatNav soon becomes available by stepping up slightly.  Extra cost technology includes a 360 degree camera view with alerts and braking – part of Nissan’s Safety Shield Pack.

The 1.6 dCi 130 4x4 can reach 115mph, do the 0-62 dash in 11 seconds and yields an official combined mpg figure of 53.3. CO2 at 139g/km means £130 a year in road tax.

Press preview impressions were promising – if on tarmac and tracks rather than anything more demanding. Merging Qashqai and X-Trail into one coherent range like this means Nissan has the whole medium sized ‘crossover’ spectrum covered more comprehensively than ever. New X-Trail targets are ambitious (half a million a year) and it will be interesting to see if such clever marketing brings home the bacon.