First driving test – this is how the new Nissan X-Trail drives

Where the previous generation of the X-Trail offered a lot of bodywork for relatively little money (and a diesel engine that was too small), the fourth generation manages to impress with original technology. That certainly applies to the 4×4 version with the complex name e-4orce. This is a full hybrid without a plug connection, in which both the front and rear axles are driven by an electric motor (204 hp/330 Nm at the front, 136 hp/195 Nm at the rear). The 1.5-litre turbocharged petrol engine, a three-cylinder with variable compression ratio and an output of 158 hp, acts only as a generator; it never drives the wheels directly. A transmission and cardan shafts could therefore be dispensed with. The principle is reminiscent of diesel-electric locomotives and early versions of the BMW i3 with range extender.

Preheat with residual stock

This design offers several advantages: for example, the residual heat of the combustion engine can be used to heat the interior, so that the power supply does not have to be used. In addition, the engine only runs in the most efficient rev range. However, because that can sound very monotonous, the Nissan modulates the speed synchronously with the position of the accelerator pedal, so that the engine still makes a familiar sound. It sounds a bit artificial, however, when the petrol engine starts working after driving fully electrically (up to approximately 70 to 80 km/h). It is also striking that the engine compartment is well insulated. The engine does not whine like that of other full hybrids. The specified acceleration time of 7 seconds for the sprint from 0 to 100 km / h is impressive. Despite this, the Nissan does not really accelerate spontaneously above built-up speeds; the power conversion takes time.

We drove Nissan X-Trail in Slovenia.

Consumption not sensational

As with current Volvo models, the top speed is limited to 180 km/h, but we were unable to test it at the introduction in Slovenia, where a maximum speed of 130 km/h applies. At such a speed, consumption fluctuates around 1 in 12 to 1 in 12.5. That is more economical than conventionally powered SUVs with a petrol engine, but it is not sensational either. When driving through the city, consumption is generally lower, which is characteristic for cars with an electric powertrain. This also applies to the possibility of both accelerating and decelerating with the accelerator pedal, i.e. one pedal driving.

While driving, the X-Trail feels rather heavy (which it is, incidentally, with its additional weight of 300 kilos compared to its predecessor), but precise thanks to the harmonious weight distribution. This is due to the fact that the 2.1-kWh battery has been given a place in the middle of the bottom plate.

The Nissan X-Trail is clearly more robust than the Qashqai.

Big step forward

The suspension is tight, but not too tight. The quality impression is also a lot better than before, in that respect there is really a big step forward. That does not apply to the luggage space, which with the rear seats folded down shrunk from 1,900 to almost 1,400 liters. That is quite a big difference.

The new Nissan X-Trail is also available again as a seven-seater.

You can operate many things in a modern way with two 12.3-inch displays, the right one being a touchscreen. Fortunately, that has been supplemented with enough real (rotary) buttons.

All in all, we can say that the new X-Trail convinces with an original concept. The idiosyncratic full hybrid solution is not even too complex, but it does take up loading space and also ensures a high weight. That’s the flip side of the medal