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Cliff Chambers11 Mar 2015
ADVICE

Buying a used Nissan X-TRAIL T31 (2007-2013)

Crossover or compact SUV, call it what you will, but Nissan's X-TRAIL typifies the change over the past decade in Australia's passenger car market

Buying Used: Nissan X-TRAIL T31 (2007-13)

Crossover or compact SUV, call it what you will, but Nissan's X-TRAIL typifies the change that has been wrought during the past decade on Australia's passenger car market

Following in the wheel-tracks of Toyota's trend-setting RAV4, the original X-TRAIL combined a decent degree of off-road competence with comfort, lots of features and a commanding view of surrounding traffic.

The T31 series trod the same conservative trail as its predecessor while adding more space, equipment and off-road credentials. However, it needed more than a stodgy petrol engine; a failing that was addressed by inclusion from 2008 of a peppy 2.0-litre turbo-diesel.


HISTORY

If you were wondering why three car-makers that have dominated the local market for decades will soon be gone, cast an eye around your closest carpark.

Big sedans with six or eight-cylinder engines ran out of relevance some time back. Their spot at the top of local sales charts has been taken by four-cylinder hatchbacks and quasi off-road designs known in US-speak as 'Sport Utility Vehicles'.

For almost 15 years, Nissan's X-TRAIL has fought its way to the top of a market crowded with very similar product. By 2012 it had topped 12,000 sales annually and was sitting within 1000 units of the market-leading RAV4 and Subaru Forester.

The R31 upgrade that came in 2007 involved improvement to virtually every aspect of the X-TRAIL design but Nissan was wise not to mess too radically with a viable concept.

It did make the vehicle longer by 170mm, with the extra space devoted to carrying capacity, and a whole lot stronger. Use of heavier steel and extra body reinforcement contributed to a 150kg weight gain but people who use later X-TRAILs in rugged terrain say the extra rigidity is worthwhile.

The last thing you would then want in a heavier vehicle was a less-powerful engine but that's what Nissan gave R31 buyers. It claimed that the revamped 'balance shaft' 2.5-litre with its 125kW would now do its best work at lower engine speeds and mate seamlessly to the six-speed CVT (Constantly Variable) automatic. The CVT design came from the larger Murano so was hopefully capable of convincing the sceptics that constant variability represented the future of automated driving.

Alongside this slab of technology sat an improved All-Wheel Drive system called All-Mode 4x4-i. It was available with manual or automatic transmission and worked via a dash-mounted rotary control which could be switched from 2WD to 4WD or left in 'auto'.

Further around the dial was a 'Lock' position which maintained a fixed 50-50 torque split at speeds up to 40km/h. Owners who didn't go bush-bashing still found this useful for meandering through soft sand or when looking for a ski-resort parking spot as the snow begins to fall harder.  Electronics also helped when descending steep and slippery hills and starting on a slope.

Bottom of the heap with a $31,990 asking price was the 2.5-litre, six-speed manual ST. Air-con, a CD player, electric windows and mirrors were as expected but the revised model also came with a limited-slip diff, switchable traction control, additional air-bags and even a chilled glove compartment.

From there you jumped $7000 to the TI with its warehouse of desirable inclusions; leather trim, a sunroof, on-board computer and 17-inch alloys among the main attractions. Those who craved more grunt to tackle the rough stuff needed to wait until the turbo-diesel TS and TL brought equipment levels similar to the Ti plus more power and 360Nm of torque.

MY10 Update models are notable for their less severe front-end styling, improved interior layout including connectivity for the driver's phone. Under the bonnet there were no apparent changes, however Nissan claimed that electronic tweaks would cut fuel consumption by between four and nine per cent.


ON THE ROAD
Several years have passed since we last looked at an X-TRAIL and even the T31 revamp didn't provide a huge incentive for a second helping. Then a turbo-diesel version popped up and demanded to be driven.

Some will think it strange that the diesel with only 2.0 litres of capacity can deliver more power (127kW) than the 2.5-litre petrol's 125kW. That is more an indictment of the 2.5's laziness than the diesel's brilliance. Be aware also that if you decide to go with a diesel automatic you will get short-changed 17kW in the power department.

The manual diesel revs hard and quickly. It is also quiet so you need to be careful not to run unintentionally into the red-line. The petrol CVT isn't a bad unit either but you would never choose it over a manual for serious off-road use. Certainly it or a diesel/auto combination would select themselves for those who spend lots of time in the urban crawl.

The X-TRAIL’s seats have always been pretty good but if you can stretch to a used Ti or TL, do it just for the leather-bound buckets. Check that the power adjusters still work and the seats lock in your preferred position.

Load-space is excellent with lots of height above a flat deck. The wheel-arches aren't overly intrusive and the hatch opens far enough to admit an adult-sized bicycle without juggling.

Lots of gadgets including a big display screen in top-spec models, auxiliary power outlets, cup holders, electric front-seat adjustment and a comprehensive music system give occupants a lot to play with and make the X-TRAIL a comfortable choice for long-distance travellers.

Soft springs and tall tyres mean it won't handle like a sports car. However, with a bit of extra pressure in the tyres and a driver who understands its dynamics the Nissan rocks, rolls and occasionally squeals its way through bends without inducing panic.

Road reports cite mediocre acceleration as a reason to avoid the automated diesel, but 11 seconds for the 0-100km/h sprint from something weighing 1550kg is hardly slouching. Filled with people and slogging through undulating countryside, the diesel drinks at least 10 litres every 100km while the hard-pressed petrol motor will get close to 14L/100. Driven at constant speed in fairly flat, traffic-free terrain, those numbers can be improved by up to 40 per cent.

European crash testing awarded the T31 diesel a Four Star rating, with the best news being a perfect 16/16 in the side-impact test and minimal cabin deformation in the barrier crash.

CHECK POINTS
>> Rust should not be evident anywhere on an X-TRAIL of this age and any that are showing bumps or bubbles will likely have been crashed and poorly repaired. The underside is a different story; even cautious off-roading can scuff the poorly-protected floor-pans and sills and give corrosion a corridor through which to invade.

>> While on your back look for underbody damage, check the suspension joints, driveshaft and steering boots, exhaust system and catalytic convertor. These are also vulnerable to off-roader damage.

>> Turbochargers are known to produce various problems and big bills for replacement. Cars that have topped 150,000km are at greater risk but failures can occur earlier. Look in the mirror when accelerating or decelerating for signs of smoke. Also look for vapour from a warm engine at idle. Whistling noises when backing off are a signal of impending turbo death.

>> Watch for a DPF warning message on the dash display and check the owners' manual for instructions. If the Particulate Filter clogs, performance suffers and it may need to be expensively replaced.

>> These vehicles can legally tow up to 2000kg but aren't suited to heavy haulage.
Premature clutch failures are an issue with petrol and diesel models.

USED VEHICLE GRADING
Design & Function: 15/20
Safety: 13/20
Practicality: 15/20
Value for Money: 12/20
Wow Factor: 10/20
SCORE: 65/100

ALSO CONSIDER: Toyota RAV4, Volkswagen Tiguan, Mitsubishi Outlander

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Written byCliff Chambers
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