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John Mahoney26 Jul 2021
REVIEW

Nissan QASHQAI 2022 Review

Nissan’s incoming third-generation QASHQAI small SUV is better in almost every way
Model Tested
Review Type
International Launch
Review Location
Manchester, England

Small SUVs are taking over the world, and since the first-generation Nissan QASHQAI rocked up back in 2007 it’s been nothing short of a phenomenal success story, racking up an incredible five million sales worldwide. In Australia, it’s never quite been the sales hit it has elsewhere, despite winning plenty of admiration. The top of Nissan’s to-do list, then, for the third instalment of the QASHQAI is to turn the local tide of apathy and steal sales from its more popular rivals. The new QASHQAI is bigger, significantly bolder and a world away in terms of tech and refinement over the model it replaces. But has it finally got enough to win the hearts and minds of people who might otherwise steer towards the likes of the Hyundai Kona and Mazda CX-30?

In leaps and bounds

With the 2022 Nissan QASHQAI not arriving in Australia until early next year, it’s still too early to talk pricing and full specification for the brand’s latest small SUV.

Unusually, Nissan Australia has also yet to confirm what powertrains we’re getting.

Thankfully, the current model gives us plenty of intel to go on, and when the third-gen Nissan QASHQAI touches down we’d be amazed if it wasn’t still priced from around $30,000 plus on-road costs, such is the competitive nature of this fast-growing segment.

There should also be a familiar number of permanent model grades – currently ST, ST+, ST-L and Ti – that offer plenty of choice right up to the $40,000 mark, or even slightly beyond.

For our first drive in the UK, we tested the range-topping Tekna + trim level that’s expected to mirror the Ti grade we’ll eventually get here.

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Standard safety kit for the most expensive model includes seven airbags (including a side airbag between the driver and passenger), autonomous emergency braking (AEB) with pedestrian and cyclist detection, lane departure warning and assist, blind spot detection and intervention, rear cross traffic alert and traffic sign recognition.

As far as in-car technology goes, there’s a 10.8-inch head-up display, 12.3-inch digital instrument cluster and a large 9.0-inch infotainment display that offers wireless Apple CarPlay.

A 15W wireless phone charger is also on board. And there’s a single USB (Type C) up front, while in the rear there’s a further two outlets – one Type A and the other Type C.

Other valuable additions include a glass panoramic roof (and electric blind), Bose premium sound system, large 20-inch alloy rims and free Pro-PILOT semi-autonomous cruise control that features lane keep assist.

Boosting comfort, the Tekna+ also features quilted leather seats with a massage function.

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In fact, so well-equipped is the top-spec new QASHQAI that the only option on our test car was the ceramic grey paint and the black pearlescent roof.

In the UK, even base variants come with 17-inch alloy rims, a 7.0- or 8.0-inch infotainment system and adaptive cruise control.

In Australia, the new QASHQAI will be covered by Nissan’s factory warranty, which currently stands at five years (with unlimited kilometres for that period) and five years of 24-hour roadside assistance.

A capped-price servicing program is sure to be in place, and service intervals are expected to be very competitive at 12 months or 20,000km, depending on the powertrain.

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The power of choice

As mentioned, the Australian powertrain line-up for the all-new 2022 Nissan QASHQAI is still to be confirmed.

But the safe money is the outgoing model’s naturally-aspirated 2.0-litre four-cylinder petrol engine (106kW/200Nm) will be finally pensioned off and replaced by a development of Renault-Nissan’s latest turbocharged 1.3-litre four-cylinder unit – the same engine that also appears under the bonnet of the Mercedes-Benz A 200.

The version we drove pushed out a very respectable 116kW and 270Nm of torque, and boasts the car-maker’s latest 12-volt mild-hybrid system that provides a barely perceptible power boost that reduces drag at low speed and assists with overtaking moves at higher velocity.

Despite the high-tech electrification, the Nissan QASHQAI with mild-hybrid assistance under the bonnet still takes 9.2 seconds for the 0-100km/h sprint, which is about average for the class.

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In Europe, the 1.3-litre turbo also comes in a 103kW variant.

It’s been tipped that Australia will get a revised version of the small turbo without electrification. In a sign of the times, there won’t be a diesel model.

In some markets there’s the choice of a six-speed manual and all-wheel drive, but don’t expect to do the shifting of gears yourself in anything other than the base model.

Nissan Australia might continue to use the manual as a means to keep the headline price as low as possible, but most variants will come standard with the car-maker’s updated XTRONIC continuously variable transmission (CVT), driving the front wheels only.

Later on, Nissan has confirmed it will introduce its e-POWER hybrid to its small SUV that will offer Australians far greater efficiency. Combining a small 2kWh lithium-ion battery, a front-mounted electric motor and a 1.5-litre petrol engine that acts as a generator, total power should be around 140kW.

The other perk of the e-POWER set-up is it offers the smooth, seamless acceleration of an EV without the need to ever plug it in and charge overnight.

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Better at almost every turn

Engineers say they’ve worked hard to cut weight and increase stiffness in the 2022 Nissan QASHQAI in an effort to improve both its handling and levels of comfort and refinement.

The new generation is based on the Renault-Nissan Alliance CMF-C platform, and to shed kilos there’s more high-strength steel in the SUV’s construction, while the doors and bonnet are made out of aluminium. The rear tailgate is also now made out of composite plastic.

In total, Nissan says 60kg has been saved, but that mass is added back on thanks to some fancy new tech.

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Since many small SUVs are bought by young families, space has been boosted within the QASHQAI, even though it’s only 35mm longer, 25mm taller and 32mm wider than before.

Headroom and shoulder-room improve, while a tiny 20mm-longer wheelbase has liberated more legroom and knee-room in the second row.

Boot space, meanwhile, has been boosted to 504 litres.

Letting the side down is a second row of seating that can’t be removed or adjusted fore/aft like some other models can manage, such as the Skoda Karoq.

Even a short drive unmasks the increased levels of refinement that matches the more upmarket cabin.

The new QASHQAI is quieter at speed, while the 1.3-litre turbo-petrol mild-hybrid powertrain is, for the most part, smoother than the current 2.0-litre atmo – until you work it, that is, and then it begins to sound strained.

Thanks to the quieter cabin, it’s easier to ignore the CVT too, which is smoother until you’re really pushing on. It also adds jerkiness at low speed, but we think that’s linked to the mild-hybrid system that’s keen to cut the engine and coast to a rest.

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Curiously, with the semi-autonomous cruise control activated in heavy traffic, in stop-and-start scenarios the transmission and engine are far smoother, suggesting the shuddering can be cured with software.

That said, the seven-speed dual-clutch automatic found in the Nissan JUKE would be a better match.

We have a few questions over ride comfort. Largely, it’s decent – even on the largest 20-inch wheels on British roads – but we still think the ride/handling balance might be better in the Hyundai Kona that gets specific tuning for the Australian market.

Handling is a big improvement over the current model, with the new QASHQAI narrowing the gap to the Mazda CX-30 for agility and involvement – but there’s a caveat.

Unlike the outgoing J11 QASHQAI, only the range-topping models fitted with 20-inch wheels (or the all-wheel drive system that we currently don’t get) come with a multi-link rear suspension, with the rest riding on a less sophisticated torsion beam set-up.

That means models on small wheels could suffer a busier ride and offer a less engaging steer, but time will tell.

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Lots to look forward to

From its striking new looks to the clever and thoughtful touches in its classy and roomy cabin, engineers and designers have left little in the locker to ensure the 2022 Nissan QASHQAI has everything it needs to better compete with, and ultimately steal sales from, the likes of carsales’ Best Small SUV 2021, the Hyundai Kona.

Of course, pricing remains crucial in this part of the market and uncertainties over what powertrain we’re getting Down Under has the potential to take the shine of a very accomplished new model.

That said, the fact that the current seven-year-old Nissan QASHQAI remains one of the best SUVs in its class can only bode well for the incoming new generation, which is even better.

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How much does the 2022 Nissan QASHQAI cost?
Price: From $29,990 estimated (plus on-road costs)
Available: Early 2022
Engine: 1.3-litre turbocharged four-cylinder petrol
Output: 116kW/270Nm
Transmission: Continuously variable automatic
Fuel: 6.5L/100km (WLTP)
CO2: 146g/km (WLTP)
Safety rating: Not tested

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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
81/100
Price & Equipment
16/20
Safety & Technology
17/20
Powertrain & Performance
15/20
Driving & Comfort
16/20
Editor's Opinion
17/20
Pros
  • Stylish new exterior that matches its higher-class cabin
  • Roomier interior with lots of nice little additions
  • Good to drive, with improved refinement immediately obvious
Cons
  • Variants without big wheels get less sophisticated rear suspension
  • We wish it had the Nissan JUKE’s better dual-clutch auto
  • Infotainment system’s graphics look dated – and it’s not even here yet! m,
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