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Bruce Newton16 Dec 2014
REVIEW

Nissan X-TRAIL Diesel 2014 Review

Diesel joins X-TRAIL range to add some mid-range oomph

Nissan X-TRAIL TS Diesel (2WD)
Road Test

The popular Nissan X-TRAIL's third generation line-up is now complete with the arrival of the diesel models. Nissan has again gone to alliance partner Renault for an engine for its medium SUV, but this time downsized from 2.0 to 1.6 litres. There are two models in the range and a choice of manual and automatic transmissions, although the combinations are a bit different to what you may expect, with the cheaper model doing without the clutch pedal.

Nissan has completed the line-up of its new third-generation X-TRAIL compact SUV with the arrival of the diesel engine option.

The turbocharged R9M 1.6-litre engine of Nissan's alliance partner Renault is available with both front- and all-wheel drive X-TRAILs and in two grades – TS and more luxurious TL.

Pricing before on-road costs starts just above $35,000 and tops out just under $46,600 (before on-road costs). That makes it neither the cheapest nor the most expensive diesel medium SUV, a category that also includes the very popular Mazda CX-5 and Toyota RAV4.

Pricing for petrol X-TRAILs starts at $27,990 for the 2.0-litre front-wheel drive ST and tops out at $44,680 for the 2.5-litre Ti.

The front-drive X-TRAIL diesels come standard with the latest generation Nissan Xtronic continuously variable transmission (CVT), while the all-wheel drives can only be had with a six-speed manual transmission.

The upside of having to operate a clutch is you'll only have to pay an extra $300 for the all-wheel drive models.

Equipment-wise, the TS comes equipped with 17-inch alloy wheels, 5.0-inch colour LCD display, keyless entry and starting, cruise control, air-conditioning, Bluetooth, USB and AUX audio inputs, six airbags, stability control and various other electronic driver aids for braking, steering and even ride.

It gets the same five-star ANCAP safety rating as the petrol models, as well as three-year/100,000km warranty, 24-hour roadside assistance and Nissan's recently revised capped-price servicing programme. One thing the diesel X-TRAIL misses out on compared to the petrol versions is third-row seating.

It's worth noting the AWD diesels retain the 2000kg (braked) towing capacity of the old X-TRAIL. FWD and all petrol X-TRAILs are rated at 1500kg.

We spent most of our time in the TS front-wheel drive and while the engine looks a bit underdone – especially when you remember its predecessor was a 2.0-litre – and pumps out only 96kW, it compensates with a meaty torque rating of 320Nm. It's also a smooth device by the standards of compression ignition engines.

Where you most notice that small cubic capacity is at initial throttle tip-in. You can spend a bit of time wondering, pondering… and then going on up the road. That can be disconcerting.

You'd never say the R9M loves hills, but once into its range from about 1600rpm onwards (peak torque is at 1750), the engine is responsive and lively pretty much all the way to 4500. That's about as far as the CVT version wants to rev, even though the redline is 5000rpm.

One good thing about that relatively low redline is the intrusive CVT habit of droning along at high revs under acceleration isn't so pronounced. Also, the Xtronic has seven steps programmed into its software to simulate an orthodox torque converter auto.

It doesn't quite work as slickly, but it does reduce the monotony. It is also quite snappy when being operated manually, but it will change up by itself and stop the driver from changing down if the software nanny judges the engine is going to get buzzed.

Nissan claims a 5.3L/100km (ADR Combined) fuel consumption figure, with the aid of idle stop-start (a diesel-only feature in the X-TRAIL). In the real world, you should still see a sub-7.0L/100km fuel consumption average. That's pretty appealing.

We had a brief shot in the manual all-wheel drive diesel X-TRAIL too. While the clutch take-up was a bit narrow and led to a couple of stalls while acclimatising, it also frees up the engine. Revving it out to redline was achievable and being able to better control the engine via the gearbox made it feel more flexible and enthusiastic, even if the All Mode 4x4-i system adds 50kg (up to 1587kg – which is reasonable for the category) to the tare mass.

But, of course, you'd get tired of rowing through the 'box if most of your driving time was suburban. And let's face it you are more likely to see the X-TRAIL tackling the urban jungle than the back of Bourke.

And for those challenges as a family hauler, it is pretty well suited.

Riding on a new modular architecture co-developed by Nissan and Renault and rolling on a compliant independent suspension tune, the X-TRAIL drives neatly. There's more emphasis on a comfortable ride than pin-sharp handling, profound grip, body stiffness or stability control and traction systems that allow much largesse. Which makes sense really.

The electric-assist steering is light for low-speed twirling and points in approximately the right direction and the turning circle is 11.3m, so the X-TRAIL is pretty manoeuvrable given its overall 4640mm length. A big glass area and external mirrors help, but the standard reversing camera with guides is also very handy. The around view monitor in upper specifications is even better.

While the exterior has lost its boxiness (and become very much a shrunken Pathfinder in look), there's plenty of space inside, aided by sliding rear seats that fold down so you can easily fit bigger items like mountain bikes. The five-seater on test had stowage space under the rear floor and after some fossicking, you will find a standard temporary spare tyre down there as well.

The interior look is modern, clean and significantly upmarket from its predecessor; cloth seats, some soft touches and a bit of piano black do the job. Dual tube instrumentation is clear and there is a scrollable digital read-out between them that includes a speedo. That's always good in these times where a km/h or two can make a huge difference to your wallet, especially when the cruise control has a habit of running away down hill

The main issue with controls experienced during the test was the fiddly nature of setting up a Bluetooth connection with the phone. It was noticeable that was a much easier task in the Ti diesel with a different audio head unit.

The steering wheel adjusts for reach and rake and there is a sizeable left footrest. However, the foot parking brake is old-school. Only the all-wheel drive diesels get an electric parking brake for some reason.

There are plenty of storage areas including door bins, a sizeable centre lidded bin and a glovebox larger than most. The front cupholders can be cooled or warmed. The front seats are quite generous and supportive and the rears acceptable. They are accessible by wide opening doors and split 40:2:40. Also, plaudits to Nissan for having accessible rear air-conditioning vents in the second row.

But this is a car clearly built to hit a price bracket … and that means you're always conscious of some engine noise, tyre and road rumble and gravel splatter on dirt roads. Our test car also came with a squeak in the tailgate and the front-left door. Considering it had only done a few thousand kays that was disappointing.

But considering the amount of metal the X-TRAIL has on offer for the money we fancy a bit of noise is a compromise plenty of potential buyers will be willing to accept.

Nissan X-TRAIL TS Diesel 2WD pricing and specification:
Price:
$35,380 (plus on-road costs)
Engine: 1.6-litre four-cylinder turbo-diesel
Output: 96kW/320Nm
Transmission: Continuously variable
Fuel: 5.3L/100km (ADR Combined)
CO2: 139g/km (ADR Combined)
Safety Rating: Five-star (ANCAP)

What we liked: Not so much:
>> Interior space >> Tip-in throttle tardiness
>> Engine's willingess in the mid-range >> Noise intrusion
>> Decent equipment list >> Test car's squeaks

Also consider:
>> Honda CR-V
>> Mazda CX-5
>> Toyota RAV4

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Our team of independent expert car reviewers and journalistsMeet the team
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Engine, Drivetrain & Chassis
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Price, Packaging & Practicality
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