NISSAN

X MARKS THE SPOT Nissan’s first X-TRAIL was everything a compact 4x4 should have been but never caught the public’s imagination. The latest version should do better. Andy Enright reports

To be honest, there wasn’t a lot wrong with the first generation Nissan X-TRAIL. It just started feeling a bit old and a bit plasticky compared to the freshest faces on the compact 4x4 block. The latest car makes a better fist of ‘perceived quality’ and retains the old car’s admirable versatility.

It’s enough to make you wonder. Nissan pulled out all the stops with the 2001 X-TRAIL and brought a vehicle to market that was palpably the best compact 4x4 money could buy. The trouble was, you guys didn’t believe Nissan and you didn’t believe us when we said so. Instead you bought Land Rover Freelanders, Honda CR-Vs and Toyota RAV4s. Some of you even bought Mitsubishi Shogun Sports, gallantly taking one for the team in the process. Meritocracy, it seemed, was a dirty word among buyers of smaller 4x4s. Nissan tinkered with the X-TRAIL formula but it was mere fiddling while Rome burned and you weren’t listening. Undeterred by this brutal blanking, Nissan is back with an improved X-TRAIL, hoping once again to tempt you from your Land Rovers, Hondas and Toyotas. Will it do the numbers for Nissan? In all likelihood, no. It’s not for want of trying though. The old X-TRAIL was always one of the tautest-handling small 4x4s around thanks to a very well engineered suspension system that served up a ride and handling compromise that has only been bettered in this class by the Toyota RAV4 and, at more rarefied prices, the BMW X3. Thankfully little has changed in that regard. As well as a pair of petrol engines of 2.0 or 2.5-litres, there’s a pair of 2.0dCi diesels with either 150 or 173PS, the latter scooting to 60mph in ten seconds and hitting 124mph where conditions allow. The X-TRAIL is also very competent off road, Nissan’s designers rightly proud of All-Mode 4x4-i, an intelligent four-wheel drive system that reduces understeer and gives this ostensibly front-wheel drive car some real capability, predicting when the front wheels are slipping and directing drive to the rears with lightning response. A rotary knob lets you choose either fuel-saving front-wheel drive, automatic four-wheel drive with a variable torque split between the front and rear axles, and a mode with the centre differential fully locked to help you crawl out of the mire. Hill descent control, a hill holder function, ESP stability control and individually braked wheels acting the role of axle diffs only add to its off-road ability. Bear in mind that entry-level ‘TREK’ spec gets you a simpler 4x4 system to compensate for cheaper prices that start from £18,795 for the petrol models and £20,395 for the dCi diesels. Most will opt for the ‘SPORT’ and ‘AVENTURA’ grades that give you All-Mode 4x4-i. All versions are now four-wheel driven.

"The X-Trail is also very competent off road, Nissan’s designers rightly proud of All-Mode 4x4 system…"

New from the ground up, the latest X-TRAIL is slightly larger than before: its wheelbase has increased by 5mm to 2630mm, while overall length has risen by 175mm to 4630mm. Much of this extra length can be found in the luggage area, which has increased dramatically in size. With the rear seat in place, the original vehicle had a luggage area VDA measurement of 410 litres up to the lower edge of the rear window: in this latest X-TRAIL, the equivalent figure is 603 litres, an increase of 193 litres (including double deck trunk capacity). Fold the rear seats forward and this increases to 1773 litres. This has been achieved by rerouting the exhaust silencer from its original transverse position under the boot floor to a north/south location alongside the rear wheel well. This has allowed the creation of an innovative double deck luggage area, with space for a sliding drawer under the floor where valuable items can be stored away from prying eyes. The drawer has partition walls that can be placed in a number of different positions or removed altogether as required. The floor and the drawer can both be removed to increase load space even further. As a result, the luggage area of this X-TRAIL is deeper and wider than the original and, even with the false floor in place, virtually as tall. With it removed, luggage height is increased by 127mm over the original. Though there are exterior styling changes with this latest generation model, more important are the improvements wrought inside. Nissan knew that to compete against rival products like Land Rover’s Freelander2, the latest Honda CR-V and Toyota’s MK3 RAV4, they would have to up their game in terms of cabin fitment and this they’ve certainly done. The rather icky plastics of the first generation car have been replaced with more soft touch finishes, metallic highlights and tonnes of auxiliary storage space. Nissan claims an extra 50 litres of oddment stowage around the cabin with various bins, boxes cubby holes and cupholders never more than a few centimetres away. The designers have resisted the temptation to lever a useless pair of seats into the car’s boot, the X-TRAIL remaining resolutely a five-seater only. It would have been thoughtful to have allowed the rear bench to slide to and fro, prioritising luggage or passenger space at will but perhaps that’s a job for the 2010 facelift. As it stands, there’s a rather neat 40/20/40 split system for the rear bench. The X-TRAIL looks good on paper next to its immediate rivals when it comes to standard equipment provision but then it always did. What’s particularly impressive this time round is that Nissan has integrated all the bells and whistles so well rather than appearing rather hasty bolt-ons. Even the entry-level TREK variant comes with Bluetooth phone integration, 16" alloy wheels, full body coloured bumpers, climate controlled air conditioning, a full suite of airbags (driver, passenger, side and curtain), plus a CD/radio with 4 speakers. The SPORT variant that most customers will choose adds a larger 17" alloys, an upgraded 6-speaker remote control stereo system with a 6 stack CD auto-changer, chrome for the front grille, plus front fog lamps, a large panoramic sunroof, privacy glass, cruise control, reach adjust steering, auto headlamps and wipers and a ski hatch. Economy, even of the punchiest 173PS diesel engine is respectable, this version managing a combined figure of 38.2mph while emitting 190 grammes of carbon dioxide per kilometre. The 65-gallon tank affords this model a very hefty range indeed. Economy is helped enormously by the fact that you don’t need to run the vehicle in power-sapping all-wheel drive mode all the time, the intelligent 4x4 system reverting to front wheel drive when possible. Insurance and ongoing running costs for the X-TRAIL have always been reasonable. Better built, dynamically even more able but perhaps not as good looking as it was in its first flush of youth, the X-TRAIL will do well but possibly not as well as it deserves to. Let’s call it a points win for the time being. The big haymaker that Nissan had hoped to land may have just missed the sweet spot but that doesn’t mean it’s not worth connecting with.

FACTS AT A GLANCE CAR: Nissan X-TRAIL range PRICES: £18,795-£24,495 - on the road INSURANCE GROUPS: 9-11 CO2 EMISSIONS: 190-216g/km PERFORMANCE: [dCi 173PS] 0-60mph 10.0s / Max Speed 124mph FUEL CONSUMPTION: [dCi 173PS] (urban) 30.4mpg / (extra urban) 44.8mpg / (combined) 38.2mpg STANDARD SAFETY FEATURES: Driver, Passenger, Side & Curtain airbags, ABS, EBD WILL IT FIT IN YOUR GARAGE?: length/width/height 4510/1765/1750mm

X MARKS THE SPOT FOR VALUE Does the world need another soft roader? Nissan seem to think we do. Andy Enright checks out their entry-level 2.0-litre petrol-powered X-TRAIL

Inbuilt redundancy is a concept that takes some getting to grips with. Just as we wear diver’s watches that are water resistant to 200m but take them off to get into the shower, we’d also think nothing of buying a pair of £100 boots resistant to every noxious substance known to man only to don a pair of old sneakers to do the DIY. It’s the same with 4x4 cars. We like to know that what we buy can best the Wadi Rum without breaking sweat, but know deep down that it’ll probably never see anything more arduous than a soft verge. Luckily the Nissan X-TRAIL 2.0 petrol model scores on all levels.

This latest X-TRAIL is an impressive car – but it also comes at an impressive price now that Nissan no longer offers a two-wheel drive variant. All versions bar the entry-level 2.0-litre petrol model we’re looking at here retail at well over £20,000. Only this 2.0-litre, priced at £18,795, remains to offer a viably priced alternative to an up-market family hatchback. So if that’s the case, what will you be getting by opting for the Nissan? Well, new from the ground up, the latest X-TRAIL is slightly larger than before: its wheelbase has increased by 5mm to 2630mm, while overall length has risen by 175mm to 4630mm. Much of this extra length can be found in the luggage area, which has increased dramatically in size. With the rear seat in place, the original vehicle had a luggage area VDA measurement of 410 litres up to the lower edge of the rear window: in this latest X-TRAIL, the equivalent figure is 603 litres, an increase of 193 litres (including double deck trunk capacity). Fold the rear seats forward and this increases to 1773 litres. This has been achieved by rerouting the exhaust silencer from its original transverse position under the boot floor to a north/south location alongside the rear wheel well. This has allowed the creation of an innovative double deck luggage area, with space for a sliding drawer under the floor where valuable items can be stored away from prying eyes. The drawer has partition walls that can be placed in a number of different positions or removed altogether as required. The floor and the drawer can both be removed to increase load space even further. As a result, the luggage area of this X-TRAIL is deeper and wider than the original and, even with the false floor in place, virtually as tall. With it removed, luggage height is increased by 127mm over the original.

"Few rivals cost as little as the model we’re looking at here"

Like all X-TRAIL models, this entry-level version is equipped with Nissan’s ALL-MODE 4x4 system. This normally operates in two-wheel drive only to minimise fuel consumption and transfers into four-wheel drive mode as and when the vehicle detects it is needed, or when All-MODE is manually selected by the driver. Though there are exterior styling changes with this latest generation model, more important are the improvements wrought inside. Nissan knew that to compete against rival products like Land Rover’s Freelander2, the latest Honda CR-V and Toyota’s MK3 RAV4, they would have to up their game in terms of cabin fitment and this they’ve certainly done. The rather icky plastics of the first generation car have been replaced with more soft touch finishes, metallic highlights and tonnes of auxiliary storage space. Nissan claims an extra 50 litres of oddment stowage around the cabin with various bins, boxes cubby holes and cupholders never more than a few centimetres away. The designers have resisted the temptation to lever a useless pair of seats into the car’s boot, the X-Trail remaining resolutely a five-seater only. It would have been thoughtful to have allowed the rear bench to slide to and fro, prioritising luggage or passenger space at will but perhaps that’s a job for the 2010 facelift. As it stands, there’s a rather neat 40/20/40 split system for the rear bench. Road manners remain pretty near the top of the compact SUV tree, certainly far better than average. Roll is well suppressed and wind noise is also agreeably muted, although the tyres make an infernal din on poorly surfaced motorways. Off the beaten track, the Nissan still does reasonably well, although it lacks the fancy hill descent control of the Land Rover. Whilst the 2.0dCi diesel version of the X-TRAIL is probably the better bet if you do intend to take your shiny Nissan mud-plugging, you’ll probably struggle to make back the diesel version’s £1,600 price premium in improved fuel economy if you cover the sort of relatively low annual mileage common to this type of car. The 140bhp engine isn’t too punishing on fuel, returning a presentable 32.5mpg on the combined cycle, the payback being its ability to hit 60mph in 11.1 seconds en route to a fairly academic 114mph. It’s a sweet engine, but the five-speed gearbox fitted to the X-TRAIL is about as slick and polished as John Prescott at the dispatch box. Road manners are pretty near the top of the compact 4x4 tree. Roll is well suppressed and wind noise is also agreeably muted although the tyres will make an infernal din on poorly surfaced motorways. The peak torque of 196Nm is respectable but don’t think that makes this car an accomplished offroader. Faced with a rather daunting off-road course, the omens for this X-TRAIL didn’t look particularly good even in 4x4 form. Here was a car that had a sweet purr at idle, a drive system that defaulted to front-wheel drive and a decidedly smooth on-road ride. Surely any serious off-roading would soon show the X-TRAIL up for the poseur it was? As the front wheels began to slip when ascending a mild but slippery incline, it looked as if the Nissan had been cruelly found out, but with just a slight slur of the rev counter drive was diverted to the back wheels and momentum was restored. The front and rear departure angles aren’t the greatest, the exhaust tip catching when cresting sharp edges, but otherwise the X-TRAIL acquits itself well. If you decide to go for the 2.0-litre 16v engine in your X-TRAIL, you’ll have to choose TREK trim. It features Bluetooth phone integration, 16" alloy wheels, full body coloured bumpers, climate controlled air conditioning, a full suite of airbags – driver, passenger, side and curtain, plus a CD / radio with 4 speakers. Prices start from £18,795. With the possible exception of gearshift quality of the 5-speed manual box, it’s difficult to point to one area where the X-TRAIL is markedly deficient. But then with the kind of competition now around in this class, it needs to be good. Few rivals however, cost as little as the model we’re looking at here. For the money being asked, this variant might just be better placed than its more expensive stablemates when it comes to mopping up sales from undecided buyers.

FACTS AT A GLANCE CAR: Nissan X-TRAIL 2.0 16v PRICES: £18,795 - on the road INSURANCE GROUP: 11 CO2 EMISSIONS: 208g/km PERFORMANCE: 0-60mph 11.1s / Max Speed 114mph FUEL CONSUMPTION: (urban) 25.4mpg / (extra urban) 38.7mpg / (combined) 32.5mpg STANDARD SAFETY FEATURES: Driver & Passenger airbag, ABS, EBD WILL IT FIT IN YOUR GARAGE?: length/width/height 4630/1785/1770mm

SENSE & STYLE Nissan’s latest X-Trail 2.0 dCi models offer an alternative you can’t ignore if you’re after a diesel-powered compact 4x4. Jonathan Crouch reports…

When Nissan’s X-Trail compact 4x4 was first introduced, it would have been fairest to say that the diesel version was not the one to choose. It wasn’t particularly fast, nor was it especially refined, both important drawbacks in such a tightly-fought market sector. Fortunately for the many buyers who appreciate this car’s innovative design, this issue has been put right with the inclusion of potent 150 and 173PS 2.0-litre dCi diesel units in the latest line-up.

These engine power outputs take the X-TRAIL to the top of its class. Torque or pulling power of 320 or 360Nm (depending on your choice of engine) at 1,750rpm is not to be sniffed at, yet combined cycle fuel consumption sits at 38.2 mpg with CO2 emissions at 198g/km, even with the more powerful unit. As you’d expect, this makes the X-TRAIL dCi rather faster than the original diesel versions with the 173PS variant recording a 10.0s 0-62mph acceleration time and a top speed of 124mph. New from the ground up, the latest X-TRAIL is slightly larger than before: its wheelbase has increased by 5mm to 2630mm, while overall length has risen by 175mm to 4630mm. Much of this extra length can be found in the luggage area, which has increased dramatically in size. With the rear seat in place, the original vehicle had a luggage area VDA measurement of 410 litres up to the lower edge of the rear window: in this latest X-TRAIL, the equivalent figure is 603 litres, an increase of 193 litres (including double deck trunk capacity). Fold the rear seats forward and this increases to 1773 litres. This has been achieved by rerouting the exhaust silencer from its original transverse position under the boot floor to a north/south location alongside the rear wheel well. This has allowed the creation of an innovative double deck luggage area, with space for a sliding drawer under the floor where valuable items can be stored away from prying eyes. The drawer has partition walls that can be placed in a number of different positions or removed altogether as required. The floor and the drawer can both be removed to increase load space even further. As a result, the luggage area of this X-TRAIL is deeper and wider than the original and, even with the false floor in place, virtually as tall. With it removed, luggage height is increased by 127mm over the original.

"A class-leading part of what has become a well respected compact 4x4 line-up…"

Prices look a little higher than before, but that’s mainly because 2-wheel drive variants are no longer on offer, all X-TRAIL models now equipped with Nissan’s ALL-MODE 4x4 system. This normally operates in two-wheel drive only to minimise fuel consumption and transfers into four-wheel drive mode as and when the vehicle detects it is needed, or when All-MODE is manually selected by the driver. Diesel customers will need to budget from £20,395 for the dCi 150, or from £22,495 for the dCi 173. Apart from entry-level ‘TREK’ spec for the dCi 150, both engines come with a choice of either ‘SPORT’ or ‘AVENTURA’ trim. There’s the option of an automatic gearbox either way – though not the clever CVT set-up available on the petrol models. Equipment levels are pretty complete, even the entry-level TREK variant coming with Bluetooth phone integration, 16" alloy wheels, full body coloured bumpers, climate controlled air conditioning, a full suite of airbags (driver, passenger, side and curtain), plus a CD/radio with 4 speakers. The SPORT variant that most customers will choose adds a larger 17" alloys, an upgraded 6-speaker remote control stereo system with a 6 stack CD auto-changer, chrome for the front grille, plus front fog lamps, a large panoramic sunroof, privacy glass, cruise control, reach adjust steering, auto headlamps and wipers and a ski hatch. Though there are exterior styling changes with this latest generation model, more important are the improvements wrought inside. Nissan knew that to compete against rival products like Land Rover’s Freelander2, the latest Honda CR-V and Toyota’s MK3 RAV4, they would have to up their game in terms of cabin fitment and this they’ve certainly done. The rather icky plastics of the first generation car have been replaced with more soft touch finishes, metallic highlights and tonnes of auxiliary storage space. Nissan claims an extra 50 litres of oddment stowage around the cabin with various bins, boxes cubby holes and cupholders never more than a few centimetres away. The designers have resisted the temptation to lever a useless pair of seats into the car’s boot, the X-Trail remaining resolutely a five-seater only. It would have been thoughtful to have allowed the rear bench to slide to and fro, prioritising luggage or passenger space at will but perhaps that’s a job for the 2010 facelift. As it stands, there’s a rather neat 40/20/40 split system for the rear bench. Road manners remain pretty near the top of the compact SUV tree, certainly far better than average. Roll is well suppressed and wind noise is also agreeably muted, although the tyres make an infernal din on poorly surfaced motorways. Off the beaten track, the Nissan still does reasonably well, although it lacks the fancy hill descent control of the Land Rover. Although most compact SUV buyers are unlikely to venture off-road, it’s good to know the Nissan at least has some trousers to back up that shiny mouth. The SPORT and AVENTURA models get an ‘ALL-MODE 4x4-i’ set-up, incorporating Electronic Stability Program (ESP), Uphill Start Support (USS) and Downhill Drive Support (DDS). USS is a fully automatic system that activates on any slope that exceeds a 10 per cent incline, holding the vehicle on the brakes until the driver starts to move away. The system also works if the vehicle is reversing up an incline. DDS – operated via a switch on the centre console – operates when ALL-MODE is in lock mode. DDS uses the anti-lock brakes to maintain a descent speed of 5mph allowing the driver to concentrate on steering. Like USS, DDS also works when the vehicle is in reverse. The fly in the X-Trail’s ointment has to be the gearchange. The six-speed ‘box fitted to the diesel versions is, despite its well-chosen ratios, pretty woeful. Be prepared to develop a left arm of splendid musculature and rehearse a plausible reason why. All told, the Nissan X-Trail 2.0 dCi models are a class-leading part of what has become a well respected compact 4x4 line-up. If you’re buying a car in this sector, this is an alternative you can’t ignore.

FACTS AT A GLANCE CAR: Nissan X-Trail 2.0 dCi range PRICES: £20,395-£24,495 - on the road INSURANCE GROUPS: 10-11 CO2 EMISSIONS: 190-216g/km PERFORMANCE: [dCi 173PS] 0-60mph 10.0s / Max Speed 124mph FUEL CONSUMPTION: [dCi 173PS] (urban) 30.4mpg / (extra urban) 44.8mpg / (combined) 38.2mpg STANDARD SAFETY FEATURES: Driver, Passenger, Side & Curtain airbags, ABS, EBD WILL IT FIT IN YOUR GARAGE?: length/width/height 4510/1765/1750mm

TALCUM X Models Covered: 5dr Compact 4x4 (2.0, 2.5 petrol, 2.2 diesel [S, Sport, SE+, SVE, T-Spec, Columbia, Aventura])

BY ANDY ENRIGHT

The rise of the so-called ‘soft-roader’ has been one of the key motoring trends of the last few years. Largely kicked off by the success of cars like the Suzuki Grand Vitara and Toyota RAV4, the sector became typified by the market leading Land Rover Freelander and was soon populated by cars like the Ford Maverick, the Hyundai Santa Fe and the Mitsubishi Shogun Pinin. One car, however, stands above them all as the best in class. The Nissan X-Trail was a relative latecomer to the market but benefits from avoiding many of the mistakes earlier cars made. Refined on road and relatively capable off, it blends smart design with MPV-style practicality. If you’re the sort of person who has never been able to see the point in this genre of car, take a drive in an X-Trail. If it can’t convince you, nothing will. For those already converted, the X-Trail makes a bulletproof used proposition.

The X-Trail range was launched in October 2001 with a choice of either 2.0-litre 138bhp petrol or 2.2-litre 112bhp turbodiesel engines. Trim levels ran from S through Sport up to range-topping SE+. Garnering instant critical acclaim for the boldness of its interior styling and the quality of its chassis, the X-Trail went on to notch up steady, if unspectacular, sales. Britain’s leading off-road magazine ‘4x4’ voted the X-Trail the best soft roader two years running and in 2002 the range was bolstered by the addition of the 165bhp 2.5-litre SVE version, a car that took aim at V6 versions of the Land Rover Freelander and Ford Maverick. The end of 2003 saw the mildest of mild facelifts with a slimline front bumper along with new light clusters front and rear. Further changes were made at the beginning of 2005 but these were fairly insignificant and the vehicle still looked largely the same. More important was the addition of entry-level 4x2 X-Trail models and the increase in power for the 2.2dCi engine to 136bhp. The range was altered for the 2006 model year with Columbia and Aventura trim levels taking over from SVE and T-Spec at the top of the line-up. Details of the all new X-Trail, which looks spookily similar to this one, arrived in mid 2007.

Although an ‘extrail’ sounds like something that would have you quickly flipping the page of Gray’s Anatomy, Nissan’s interpretation of the compact SUV theme is pretty inoffensive. The massive headlights are probably the most striking design feature, but the detailing is neat, the stance purposefully chunky and the bloodline looks more like a scaled-down Patrol than a latter-day Terrano II. With chrome touches on the grille, tail and door handles, the X-Trail leaps into a commanding lead over the Land Rover Freelander and Ford Maverick in the shininess stakes. Although it’s tempting to bring a premature close to this contest with the Nissan ahead on points, it would be a same not to explore the X-Trail’s potential a little further. Where the Nissan strides ahead of the Ford and the Land Rover is in terms of interior design. Yes, we appreciate that it’s a Japanese car, and it’s interior is expected to be about as chi-chi as a McDonalds staff room, but bear with us here. Loads of space, a big tick in the oddments space box and some beautifully judged trim colour combinations make the Nissan as good as it gets in this sector. The centrally mounted instruments give the fascia a wonderfully symmetrical look spoiled only by a steering wheel offset to the right (European and US buyers get theirs offset the other way!) and the centre console is trimmed in silver and features a drinks cooler that actually works.

Given that it was fairly sparsely equipped, the S trim level didn’t find too many buyers, most preferring to opt instead for an SE+ or Sport variant. Prices for an X-Trail 2.0-litre Sport start at £9,350 on a 51 plate with an equivalent year SE+ commanding an additional £1,000. An automatic version of the SE+ was reasonably popular and this tacks an additional £500 on again. The 2.2-litre diesel opens at £10,775 for a 51-plated Sport or £11,500 for an SE+. The 2.5-litre SVE models are still very thin on the ground. Insurance for both 2.0-litre petrol and 2.2-litre diesel X-Trails is Group 9 for Sport trims and Group 10 for SE+ versions. The 2.5-litre SVE falls into Group 11.

As with any used 4x4, check for signs of heavy off road use. Few X-Trails will have done anything harder than climb a grass verge but you can never be too careful. Get underneath the car and check that over enthusiastic off-roading hasn’t wreaked havoc with the suspensions, the exhaust, the front spoiler or the wheelarch liners. Try to avoid the 2.0-litre petrol car if you suspect its been subjected to heavy towing duties. All three engines are solid units and no significant faults have emerged, the X-Trail doing well in used car reliability surveys. The interior is also hard wearing, but check the seat trim and kiddie damage.

(approx. for a 2001 2.0) The X-Trail’s parts are plentiful but they’re not that cheap. A clutch assembly is around £240, brake pads are around £40 front and £50 rear, a full exhaust system about £550, a starter motor about £225, an alternator around £200 and a radiator costs around £225.

As touched upon earlier, three engines are on offer, a 138bhp 2.0-litre four-cylinder petrol unit that could give Nissan Primera drivers a gnawing sense of déjà vu, a 165bhp 2.5-litre powerplant and a 2.2-litre 113bhp turbodiesel. Although the 2.0-litre petrol and 2.2-diesel may promise the power to weight ratio of a petrified log, appearances can be deceptive. The turbodiesel in particular is a perfectly agreeable powerplant, it’s common-rail architecture providing enough clout to heave the chunky X-Trail to 60mph in a vaguely whelming 13.5 seconds before physics contrive against it at 103mph. The 2.2-litre engine scores a resounding slam dunk when it comes to fuel consumption, returning an average of 39.2mpg, giving lie to the belief that running a decently sized 4x4 requires a sultan-sized bank balance. Naturally the petrol engined versions needs a bit more liquid down its filler neck, the 2.0-litre returning a more sobering but still presentable 30.4mpg, but the payback is its ability to hit 60mph in 11.3 seconds en route to a fairly academic 110mph. It’s a sweet engine, but lacks the diesel’s gruff urge, and would probably be the choice for the low mileage user who didn’t object to a slight lack of low-end grunt. The 2.5-litre lump, as fitted to the range-topping SVE, only penalises you by 1mpg compared to its smaller petrol sibling yet can sprint to 60mph in less than ten seconds. The fly in the X-Trail’s ointment has to be the gearchange. Whereas guiding the petrol-engined car’s stick around the five-speed box is merely obstructive, the six-speed box fitted to the diesel versions is, despite its well-chosen ratios, pretty woeful. Unless you’ve got biceps that resemble condoms stuffed with walnuts, you’re going to find it hard work. Road manners are pretty near the top of the compact 4x4 tree, certainly far better than average, although probably not quite as composed as the Ford Maverick but on a par with the Land Rover Freelander. Roll is well suppressed and wind noise is also agreeably muted although the tyres will make an infernal din on poorly surfaced motorways. If you opt for the upspec Sport or SE+ models you have the option of drowning this out with your favourite CD, although entry-level S owners can have bathe in seventies nostalgia by resorting to a cassette player. Off the beaten track the Nissan does surprisingly well, with power switching from the front wheels to all four when conditions decree, else the driver can manually select 4wd via a dash-mounted button. It certainly seems capable of holding its own, although it lacks the fancy hill descent control of the Land Rover. Although most compact 4x4 buyers are as unlikely to venture off-road it’s good to know you have the Nissan at least has some trousers to back up that shiny mouth.

Demand for used X-Trails means that there aren’t any outrageous bargains floating about the network, but if you want the best in the business, you’ll need to pay for it. The pick of the range is probably a 2.2-litre Sport but this is one of the few car line ups without a significant duffer. Recommended.