2022 Nissan X-Trail review: ST+ 2WD

The new, fourth-generation Nissan X-Trail arrives at the end of 2022, bringing a sizeable improvement for interior quality, equipment, and space – as well as better fuel economy and sharper performance.

Buyer anticipation of that new model has no doubt contributed partly to X-Trail sales having more than halved year-on-year despite a steady 2021, when nearly 14,000 units were sold.

Yet with about half a year to go – and with the chip shortage continuing to hamper vehicle supply – is the outgoing model still worth considering if you can negotiate a super-sharp run-out deal?

We grabbed ourselves an MY22 Nissan X-Trail ST+ model to find out.

Pricing and Features

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The 2022 Nissan X-Trail line-up consists of four grades: the entry-level ST, mid-range ST+ and ST-L, and top-spec Ti.

Pricing ranges from $30,665 for the base-spec ST when configured with the manual transmission (ours was a CVT auto – more on drivetrain options later), to $46,115 for the range-topping Ti – all before on-road costs.

The ST+ variant costs $34,140 with front-wheel drive (as we had here), or $36,140 with all-wheel drive. The grade was new with MY22, bringing with it increased active safety systems and improved cabin tech, such as an around-view monitor, moving object detection, sat-nav and front and rear parking sensors.

With the current third generation having served Australians since 2013, the X-Trail’s looks are familiar to us by now, and haven’t changed in years

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Best-sellers in the segment, such as the Mazda CX-5, are pricier, with the roughly equivalent CX-5 Maxx Sport commanding around $3500 and$4500 more in FWD and AWD guise respectively before on-road costs.

By comparison, Australia’s favourite SUV, the Toyota RAV4, costs $44,956 for the FWD GXL variant or $48,082 in AWD – but it’s worth noting these prices are drive-away, so factor in a few thousand dollars at least of difference.

Meanwhile, the jazzy new 2022 Kia Sportage’s second-tier SX grade starts from $39,483 (also drive-away), though it’s an all-round more impressive offering despite the increased cost.

The new Mitsubishi Outlander, however, if chosen in ES form with FWD and five seats, would cost $34,490, $35,490 for FWD and seven seats, or $36,990 for AWD before on-road costs. Though we’ll touch on this later, it’s worth noting that seven-seater options are available in the X-Trail range, just not on the ST+ we have here.

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Of course, these all differ slightly on spec, and the Toyota offers only a 2.5-litre petrol hybrid drivetrain.

As standard, the ST+ gets; 17-inch alloy wheels, daytime running lights, body-coloured electrically adjustable mirrors, a rear roof spoiler, 7.0-inch infotainment screen with Apple CarPlay/Android Auto capability, digital radio and Bluetooth, voice recognition, intelligent key, push-button start and for AWD models, a multi-mode 4x4 system.

The 7.0-inch touchscreen unit feels very small for a vehicle of this size and price point, showing its age where updated or newer rivals’ technology feels more in keeping with the times. Though it operates perfectly well and is simple enough to use (including in Apple CarPlay mode), it also looks quite cluttered and old-fashioned – stunning then that it is, in fact, Nissan’s ‘next-gen’ infotainment system introduced in MY21 cars.

Fortunately, good news is on the horizon – the MY23 gets a much bigger, more modern infotainment unit as well as a digital dash.

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This 2022 model also has a traditional gearstick for the auto box (nothing wrong with that – plenty of cars do at this price point) but you’ll have to wait until MY23 for the much more modern rocker-lever style shifter – along with an electronic parking brake button to replace the rather clunky foot contraption (only the manual ST+ gets an electric one at present), and digital climate controls in lieu of the hard plastic buttons found in the current generation.

Although it comes with an ‘intelligent key’, the two-step unlocking feature was less than ideal in practice as you need to click the unlock button twice to get any other door to open other than the driver’s, which, being new to the car, you’ll constantly forget – meaning your passengers are left waiting to get in on group trips out. The locking noise is also very quiet, so quiet in fact you can barely hear it and it left us doubting ourselves time and time again as to whether we’d locked it. Both things you’d probably get used to with long term ownership.

With a five-star ANCAP rating awarded in 2017, it’s not surprising the ST+ we had on test has access to a solid range of safety systems

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With the current third-generation model having served Australians since 2013, the X-Trail’s looks are very familiar to us by now, and haven’t changed in recent years. Inside is a similar picture, with an array of hard plastics on offer – though credit where it is due, they aren’t particularly cheap-looking, aiming for an inoffensive rather than stylish environment.

What the ST+ sadly misses out on compared to the ST-L are features such as rear privacy glass, roof rails (capable of holding 100kg) heated door mirrors, 18-inch alloy wheels, leather accented seats and steering wheel, heated front seats, dual-zone climate control and power-adjusted seats – six-way for the driver and four for the front passenger.

The Ti additionally gains things like adaptive LED headlights, a powered sunroof, 19-inch alloys, a powered/motion-activated tailgate, heated steering wheel, heated rear seats and a Bose eight-speaker sound system.

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With a five-star ANCAP rating awarded in 2017, it’s not surprising the ST+ we had on test has access to a solid range of safety systems, including; a top-down/rear-view camera (which is very useful to have as a parking aid, even if the quality is a little murky), cruise control, ISOFIX and top tether child seat anchors (trickier to locate than we’d like), ABS, EBD and brake assist, forward autonomous emergency braking (AEB) with forward collision warning, hill start assist, vehicle dynamic control, active trace control – which independently brakes each wheel before sharp corners for greater stability – with active engine brake and body motion control.

However, it misses out on the blind-spot monitoring and rear cross-traffic alert found in the ST-L, as well as lane departure warning and prevention, AEB with pedestrian detection, adaptive cruise control and high beam assist.

The only option available for this variant, bar a choice of seven paint colours (six of which are premium for added cost) – this example is the standard ruby red – is all-wheel drive with hill descent control, which comes as an added extra on all grades except the Ti. The Ti can also be had with an optional tan leather interior.

Comfort and Space

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While the ST+ grade lacks some of the finer things in life such as heated and electrically adjustable seats, rear USB ports, and back seat climate controls (it has vents only), it does exceptionally well as a family car with acres of space.

A two-hour drive with four adults and a small child in an average-sized car seat was an absolute breeze. In the second row there’s 978mm of headroom and 963mm of legroom, making for a comfortable and not at all squished experience.

Meanwhile, boot space is 565L – more than sufficient for days out, holidays, baby/toddler gear or whatever your routine needs may be, and it has a secret underfloor compartment for additional storage. This is further boosted to 945L with the second row folded flat, and that can be split 40:20:40 with a sliding/reclining rear bench which is neat.

Another fun quirk of the rear row is that it sits higher than the front, which is unusual, and kind of makes you feel like you’re riding in a bus. It makes journeys for little ones that bit more fun as they can easily see out of the window.

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The minor plot twist to this “there’s so much space, isn’t it fantastic?” story, is that the cup holders in the doors are too small for a large drinks bottle – and one won’t fit in the central storage bin either without losing the armrest and that’s a no deal situation.

Thankfully the holders in the centre console are larger, though still not quite big enough.

Front row passengers also get use of one USB A port and a 12V socket.

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In the second row, there are map pockets on the backs of both front seats which can be handy (though admittedly mostly for shoving your kids’ snack wrappers that you’ll forget about and find later), and you can access the boot through the ski hatch behind the middle seat if needed (we’re thinking Bluey tablet scenarios).

The seats themselves are also perfectly comfortable for long or short drives. They’re not made of a scratchy fabric as found in rivals such as the base- or mid-spec Sportage, though the pattern on the black cloth trim does feel like it’s from another time – and by that we mean more like the ‘90s, not the futuristic vibes you get in a Hyundai Ioniq 5.

The seats themselves are also perfectly comfortable for long or short drives. They’re not made of a scratchy fabric as found in rivals

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Overall wind, road and tyre noise are kept to a respectable minimum, it’s quiet and unobtrusive. The radio however is one of those that gets loud straight away at what, in theory, is a low notch on the dial – you’ll only need to set it at 10 for a comfortable level of sound compared to 41 in the Sportage. Another weirdly keen-to-get-going feature is the air-con, which will absolutely blast you with a cold gale – lovely on a roasting hot Australian summer’s day, less so on an autumnal sub-20 degrees Celsius morning in Melbourne.

On the Road

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The 2022 Nissan X-Trail line-up is powered by two four-cylinder petrol engines: a 2.0-litre with a six-speed manual and a 2.5-litre paired to Nissan’s automatic XTronic continuously variable transmission (CVT).

A base-spec ST can be had with either engine, with front- or all-wheel drive, and also as a seven-seater. Meanwhile, the ST+ we had only utilises the 2.5-litre donk and solely comes in five-seat configuration – though it can be had with 2WD or AWD (ours was the 2WD).

The second-from-top ST-L uses the 2.5-litre too, with either 2WD or AWD and a choice of five or seven seats, but the flagship Ti is a five-seat, AWD variant only.

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The 2.0-litre unit is good for 106kW of power and 200Nm of torque, while the 2.5-litre we had makes 126kW and 233Nm – not enough to call it quick off the mark, or even brisk once up to speed, but it’s not underpowered either. Don’t be fooled into thinking a larger displacement makes it sound more appealing either. More torque for a vehicle of its size, as offered in competitor models with a diesel powertrain, would make it a more compelling experience to drive.

Although we’re not normally a fan of a CVT, the XTronic set-up is surprisingly capable, with no noticeable lag at any point and doesn’t feature the unbearable whine so often found with this kind of transmission – the exception being under harder acceleration when the strained noise is more obvious.

The ride is comfortable and smooth, with the X-Trail pretty unfazed by all surfaces we tried it on

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The ride is comfortable and smooth, with the X-Trail pretty unfazed by all surfaces we tried it on (including gravel tracks, pothole-ridden city roads and flat suburban bitumen). The only time this varied was when the body rolls somewhat through tighter corners, throwing both driver and passengers around more than is ideal.

Unfortunately, the steering is far too light and fairly vague, and it takes a lot of turns of the wheel to get around a bend, causing the aforementioned body roll issue to leave you with that feeling of disconnect between what you’re trying to get the car to do and what it is actually doing.

There is just one configurable driving mode to speak of here (though is that a bad thing? Most of the time there are too many that don’t do all that much), and that’s Eco. Unless you’re completely content with all the power of a damp squib, then don’t turn it on.

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We tried it multiple times during our (admittedly short) time with the car and found it to make no significant difference to the fuel economy, yet to go anywhere you had to put your foot flat to the floor to get moving. Just not worth it. Incidentally, this button is hidden down by the driver’s right knee rather than being controlled via the steering wheel – which has limited functionality. It’s almost as if Nissan doesn’t want you to push it either.

Fuel economy is rated at 8.2L/100km on the combined cycle for the 2.0-litre manual, or 7.9-8.1L/100km for the 2.5-litre CVT. Our absolute best during the seven days we had it was 5.8L/100km which is nifty, and our average was spot on at 7.9L/100km – a very impressive effort and in these troubling times of high prices at the bowser, is nothing to be sniffed at.

Ownership

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Nissan Australia offers a five-year/unlimited-kilometre warranty, with five years’ free roadside assistance and capped-price servicing.

Capped-price servicing costs for the 2.5-litre petrol X-Trail ST+

• One year/12,000km $246
• Two years/24,000km $378
• Three years/36,000km $255
• Four years/48,000km $496
• Five years/60,000km $266
• Six years/72,000km $411

VERDICT

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There are obvious reasons the Nissan X-Trail continues to do well year after year with Australian buyers. It’s enormous for a medium-sized car, it’s affordable for families needing a large (yet not intimidatingly massive) vehicle at a lower price point, and it’s straightforward – everything is where you’d expect it to be and works in the way you’d expect it to. It’s a safe choice.

But for many models in this segment, such as the Kia Sportage, the in-car tech and outside looks have moved on leaps and bounds in recent years to offer a more premium package, and without upping its game, the X-Trail risks being left behind.

Let’s hope the fourth generation changes all that. We’re excited to see if it can shake things up with the MY23.

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If you want an X-Trail now though and can’t wait (though we’d still advise checking with a dealer on current wait times factoring in global delays being felt across the industry) we’d go for the next step up – the ST-L – as it offers the same 2.5-litre petrol engine and CVT plus a lot more features for only $4500 more.

The 2023 Nissan X-Trail, from what we know so far, really is so much more impressive though – so if you can hold your horses, it might be worth it in the long run. After all, a new car is a huge investment for most, and you don’t want to feel like it’s out of date too quickly.

2022 Nissan X-Trail ST+ 2WD specifications