Words and photos by Craig Seckerson

Nissan X-Trail – From city streets to dirt tracks

I was not entirely sure what to expect when Nissan reached out to offer the new X-Trail for review. On paper, it ticked a few boxes, it is a 4×4 and an all-new model, so I agreed. But after a quick browse of Nissan’s website, I have to admit, my initial reaction was fairly muted. This is a brand that has produced some genuinely iconic machines over the years, the Skyline R34 GT-R, 350Z and 200SX spring to mind and even took a bold swing with the eccentric DeltaWing at Le Mans. In comparison, the current Nissan lineup feels a little safe, perhaps even leaning towards the conservative side.

Digging deeper into the specs did not do much to lift my enthusiasm, a 1.5-litre, 12-valve, direct-injection three-cylinder petrol engine paired with an automatic e-4ORCE electronic 4×4 system isn’t exactly the sort of setup that gets the pulse racing. Still, it is only fair to approach any new vehicle with an open mind, so I reset expectations and went in fresh.

First impressions

Seeing the X-Trail in the metal was the first pleasant surprise, it is a genuinely good looking SUV. That said, as many Adventure Rigs readers will know, I am passionate about vehicle colour as it can make or break the look, and in this case, the Deep Ocean Blue does not do the car any favours.

The darker tone tends to hide some of the finer design details that would otherwise stand out with a lighter finish. This particular X-Trail featured the $995 AUD optional Deep Ocean Blue paint paired with the $1,250 AUD two-tone black roof. In fact, I had to double-check from an elevated angle, standing on the rear wheel just to confirm the roof was actually black.

It is a combination that, in my view, doesn’t flatter the X-Trail or showcase its character. Opting for a lighter body colour with the black roof would provide a far more striking contrast and better highlight the sculpted lines and curves. Having seen the X-Trail out on the road in lighter shades, it becomes a much more appealing proposition. Personally, I think Ceramic Grey with the black roof is the standout, it really brings the design together and gives the car the presence it deserves.

First Drive

Unlocking the X-Trail is accompanied by a surprisingly high-pitched beep, followed by a second chirp as the remaining doors release. It is the sort of thing you immediately want to dig through the settings to disable, arriving home late at night in near silence is one of the understated pleasures of a modern electric or hybrid car, but that sharp double beep as you lock the vehicle does its best to wake the household. I do appreciate having some form of audible confirmation when locking the car, it tends to stick in your memory more than a simple visual cue, but this particular tone isn’t exactly pleasant.

Climbing into the driver’s seat for the first time, though, quickly lifts the mood. You are greeted by plush, quilted Nappa leather heated seats that feel every bit as comfortable as they look. While it appears from the Nissan specification only the facings are true leather, the overall impression is one of immediate luxury. With a few quick electric adjustments and the position saved to memory, it is easy to settle into a driving position that feels just right.

Inside, Nissan has struck a balance between soft-touch materials and more durable harder wearing plastics. The result is a cabin that feels refined without sacrificing the sense that it can handle the realities of family life. There are also some thoughtful design touches, the grey artificial wooden inlays across the dashboard help break up the sea of black, while brushed metal style finishes on the centre console and doors add a subtle premium feel.

That said, I am not entirely sure everything feels like it is built for the long haul. The soft, leather like material on the centre console looks and feels great initially, but the area where your knee rests could prove to be a weak point over time. The white stitching in particular seems vulnerable, constant contact, especially in summer with sunscreen covered legs, may see it discolour sooner rather than later. Time will tell, but it’s something to be aware of and to keep an eye on.

The centre armrest is a bit of an oddity in how it opens, but it’s a quirk that works in real life. It opens to reveal a generous storage space, complete with a small ledge for keys or loose change. Just be careful not to drop anything down the gap between the armrest and the console as it is not the easiest place to retrieve lost items from.

My first drive in the X-Trail was overall excellent, although not without a slightly embarrassing and comical moment. Out of habit, I managed to switch the car on, then off, and then on again, simply because I wasn’t accustomed to the silent nature of a hybrid. That is entirely on me, not the car, the absence of traditional engine noise from the electric motors takes a moment for the human brain to catch up with, especially my brain.

On the road

Once underway, the X-Trail immediately feels solid and composed. Around tighter suburban streets and then out into heavier traffic, it moves with a quiet confidence and little fuss. It is difficult to fully articulate, but within the first 10 kilometres, any reservations I had about the hybrid system simply faded away. The X-Trail e-POWER behaves like a normal car, it has a smooth and quiet cabin, more importantly, it gave me confidence and made me comfortable driving the new technology almost instantly.

There are plenty of driver aids on board, but unlike some vehicles I have driven, there is no constant chorus of warnings, beeps, or alarms. That alone made the initial drive home far more enjoyable and hinted at a well-judged balance of technology and usability. The hybrid system itself performs impressively, while the initial silence when pulling away feels unusual for someone who is familiar with the rattle of a diesel or the purr of a petrol, it quickly becomes second nature. First impressions, it has to be said, were extremely positive.

After pulling into my driveway, I spent a moment just sitting in the car, taking it all in. Looking into the wing mirrors, I couldn’t help but notice the pronounced haunches of the rear wheel arches, it is a subtle design cue, but one that really appeals. It might be a stretch, but there’s a faint hint of muscle car attitude in that side profile, and it definitely brings out the inner child in me.

The 20-inch wheels also make a strong visual statement, filling the arches nicely and giving the car a purposeful stance. That said, I can’t help but think a black wheel option would broaden the appeal, particularly for younger buyers. In my opinion, if they were paired with Ceramic Grey and the black roof, it would look particularly sharp. These wheels are wrapped in Michelin Primacy 4 tyres (225/45 R20), which perform well on smooth tarmac, offering a solid and composed ride. However, venture onto unsealed surfaces or gravel roads at a reasonable speed and the character changes noticeably, the road noise deepens into a pronounced rumble that reverberates through the cabin. Over longer distances, that could become wearing.

Which brings me to a more practical concern, where is the spare wheel? In a country the size of Australia, being without one feels like a significant oversight. Around town, it is unlikely to be an issue, but for anyone heading further afield, it quickly becomes a concern. Yes, there is a puncture repair kit and compressor included, but realistically, not everyone is going to feel confident using it, particularly when faced with fine-print instructions on the side of the road.

It is also puzzling why manufacturers continue to tuck these kits away under the boot floor. Accessibility matters in those situations, and having to unpack half the cargo area just to get to it feels far from ideal, it would make far more sense to utilise the smaller side storage compartments.

As you will read later in this review, the X-Trail is actually quite capable off-road. It has its limits, of course, but it will comfortably handle what most buyers are likely to throw at it, and probably a bit more. That said, without a spare wheel, it does raise the question, why put yourself in a potentially tricky situation in the first place?

The Nissan supplied a repair kit also has its limitations, even a successful repair is only considered temporary, with a recommended limit of around 200km before the tyre should be replaced. If the repair is not initially effective, then you are looking at an immediate tyre change anyway, which in a country where it is not unusual to be 100’s of kilometres from the nearest town, raises a concern.

However, as the kilometres build, I find myself settling more and more into the X-Trail. The driving dynamics are impressive, and the hybrid system performs seamlessly, it never once feels out of its depth. Acceleration from a standstill is what I would call brisk, with 0–100km/h coming in at around seven seconds. It is not sports car quick, but for a vehicle of this size and weight, it is more than respectable, firmly placing it toward the upper end of the “warm hatch” feel in real-world driving.

Merging onto the freeway or accelerating from lower speeds working up to 100km/h is good, the instant pick up from the electric motors is confidence inspiring getting up to speed efficiently, there are certainly no complaints from behind the wheel. I am aware there have been reports of the hybrid system feeling a little unsettled or “pulsing” under load, particularly on inclines. Living at the top of a long, steep hill, I made a point of testing this on several occasions and experienced none of it, the power delivery remained smooth and consistent throughout.

If there is a minor criticism, it is maintaining a perfectly steady speed on open roads. At 70 or 80km/h, I occasionally found the speed creeping up or dipping slightly without immediately noticing. I tend to be quite particular and a bit of a stickler about holding a constant speed, and while this is usually easy to manage with throttle input alone, the X-Trail required a bit more attention. In the end, the adaptive cruise control proved to be the simplest solution.

The X-Trail is packed with technology, but importantly, it doesn’t overwhelm the driver or constantly demand attention. Systems such as Intelligent Forward Collision Warning, Emergency Braking with junction assist and pedestrian or cyclist detection, Rear Automatic Braking, Blind Spot Warning, Lane Intervention, Driver Alert, and Traffic Sign Recognition are all present and accounted for. The key point, though, is how well they are calibrated, they don’t bombard you with alerts every few seconds. When they do intervene or notify, it feels measured and appropriate, prompting action rather than irritation.

Striking that balance is no small feat in modern vehicles, and it is something Nissan has managed particularly well here. I find it is the difference between genuinely enjoying your time behind the wheel or just simply driving out of necessity, and in the X-Trail, it is very much the former.

The ambient lighting around the cabin feels luxurious, I like what Nissan have done and it feels classy, a bit like entering your business class seat on an international flight. The X-Trail cabin really is an enjoyable environment in which to drive your daily commute or venture further afield.

I can’t really comment on the gearbox in the traditional sense, because it does not actually have one. In the X-Trail e-POWER models, the petrol engine acts purely as a generator for the electric motors, one on each axle, which drive the wheels directly. As a result, there is no need for a conventional transmission. Instead, it uses a single-speed reduction gear automatic system, which proved faultless over the hundreds of kilometres I covered. It is surprisingly difficult to describe because, despite being a new technology, it feels entirely natural just like driving a regular car, so there is an immediate sense of familiarity and ease.

On sealed surfaces, the suspension performs well, soaking up most typical surface imperfections. It is not class leading, but it remains quiet and comfortable, with only the occasional fidget from the rear over rougher sections. On dirt roads, it continues to impress overall, although sharper impacts like hitting a rut can feel a little harsh, which is to be expected in this segment. My only real concern off sealed surfaces is the noticeable tyre rumble that I mentioned previously, over longer distances, say beyond 50km, this could become tiresome for passengers. A different tyre choice would likely address this minor drawback.

Rear seat comfort is a strong point. There is ample legroom for passengers over six feet tall to sit comfortably on longer journeys, and visibility is excellent all-round. I also appreciated the inclusion of two USB-C charging ports in the back. My family certainly enjoyed the heated rear seats, even in mid-20-degree weather, so they would be an even more welcomed feature in colder climates.

Off-road

I also ventured off-road for a while and came away genuinely impressed with the mid-sized Nissan. The X-Trail feels composed and stable on gravel roads and national park tracks. I tackled a section of unsealed, corrugated dirt road without lowering tyre pressures, and it handled the conditions with ease. The drive mode selector offers various terrain settings, including a dedicated off-road mode, which I used on a stretch of deep, soft sand. For a 1,891kg vehicle on standard road tyres, I expected to get bogged, but it simply powered through without hesitation. Like the corrugated section, I didn’t reduce tyre pressures, yet it still performed admirably and I did not get stuck.

This Auto 4WD system feels slightly more capable than most of the standard AWDs in this segment, largely thanks to the dual-motor setup. It can adjust torque distribution to each wheel and analyse traction thousands of times per second, delivering power instantly where it is needed to maximise grip. That said, there are limitations. Ground clearance at 187mm unladen, means it could bottom out if pushed too far, and the 20-inch wheels with low-profile tyres are not ideal for more demanding terrain.

But that’s missing the point somewhat, the X-Trail is not a hardcore, mud-plugging 4×4. It is a refined, road-focused SUV that is more than capable of taking you and your family beyond the bitumen and back again in relative comfort.

Fuel consumption

Fuel consumption was a standout during my time with the X-Trail e-POWER. Over the week, I averaged 5.7L/100km against the manufacturer’s claimed 6.1L/100km combined cycle, based on typical day-to-day driving with a mix of urban and some highway use. To dig a little deeper, I reset the odometer before a longer, predominantly highway journey and managed to achieve 5.4L/100km. When I first collected the X-Trail, it indicated a range of 641km left until the next fill up. Over the course of more than 600km of mixed driving during the review, I still had 305km remaining when I handed it back.

It is fair to say the X-Trail is exceptionally frugal. I was not driving with economy in mind either, just my normal habits. Based on that, a 1,000km tank range seems entirely achievable in real-world conditions, and driven more conservatively, it could stretch even further. For a large SUV, these figures are genuinely impressive and place it firmly among the class leaders in this type of hybrid segment.

The X-Trail offered something called an e-pedal,  I clicked this button quite early on in my test, this is a weird feature, I was able to drive the car on the accelerator pedal alone, even braking was automatic. It is hard to describe, but if you come off of the accelerator the brakes are applied to slow the car and sending charge into the battery. You still need to brake around junctions’ etcetera, but on open roads you can drive on the one pedal.

I would need to give this more time as I wasn’t a fan of the car braking when I came off the accelerator, I totally understand why with it charging the battery as the car slows, but I don’t like braking on open roads unless there is a real need to do so. The e-pedal  was similar to Eco mode, this would also automatically apply the brakes when you lifted off the accelerator, it’s not a bad thing but will need some getting used to.

Functionality and observations living with the X-Trail

Turning to the trunk area, this being the five-seat e-POWER hybrid, capacity stands at 575 litres with the rear seats in place, expanding to 1,298 litres with them folded flat. That is more than adequate for a typical family, easily accommodating groceries, sports gear (2 sets of golf clubs with  no problem), bikes and the like. At no point over the week was I concerned about trunk space, although I would like to see how the 7-seater variant adapts, however, this is only available as the 2.5 litre petrol variant.

There are a few minor details that missed the mark. The removable luggage cover, for instance, is finished in beige, which clashes noticeably with the otherwise black interior, it looks more like an aftermarket afterthought than a factory item. It also tends to creak, I removed it during a longer drive to determine the source of the noise and this was confirmed to be the cover. The removable trunk floor panels feel quite lightweight, raising some concerns about its durability under heavier loads, I couldn’t find any published weight restrictions, but it might be worth checking with your local dealer.

I also wasn’t a fan of the Bose® 10 speaker premium audio system found in the Ti-L. I don’t know what it is with modern cars, but they seem to be too front focussed, when you try to balance the sound and push the sound rearwards, the quality diminishes along with the volume. I like a good balanced rich stereo sound and had high hopes for the Bose system, but I was left disappointed as I was expecting so much more. 

One final quirk is the rear armrest design as lowering it exposes a direct opening into the boot area. While a ski port is useful, I would still prefer a proper armrest backing rather than a view straight through to the cargo space. This feels like a cost-saving compromise rather than a deliberate design choice.

Unfortunately, there are a few more minor negatives, and the next one is a gripe I have with many modern cars not just the X-Trail. Why do manufacturers design vehicles so that water runs straight down the side window (driver’s side here, passenger side in the US) whenever it rains or even when you are simply cleaning the windscreen? It seems like something that could easily be channelled away to prevent water entering the cabin when the window is open.

It is a real frustration of mine, I have two cars at home one suffers from it, the other doesn’t, which proves there are solutions out there. To me, it suggests some designs are not properly considered for everyday use, surely this is the sort of issue that should be identified and resolved during development, wind tunnel or otherwise. Manufacturers, please focus on real-world usability.

There is no need to stress about minor glitches, as the Nissan X-Trail comes with a standard five-year, unlimited kilometre warranty in Australia. This can be extended year by year, up to 10 years or 300,000 kilometres, provided you service the vehicle through an authorised Nissan dealer. Roadside assistance is included from the first year and is likewise extended annually when servicing is carried out within the dealer network. I see this as a strong show of confidence from Nissan, backing their product in tough Australian conditions and offering genuine peace of mind for owners.

Technology and driver assistance

Focusing on the technology, the X-Trail strikes a commendable balance. It is clear Nissan understands its target audience, drivers who want helpful features without feeling overwhelmed. The systems are easy to engage, intuitive to use, and just as easy to switch off if you prefer a more traditional driving experience. I particularly liked the ProPILOT system, Nissan’s semi-autonomous driver assistance setup. It is straightforward, generally effective, and offers useful adjustability, such as being able to fine tune your following distance to the vehicle in front via the steering wheel controls.

That said, it is not without its shortcomings. In my experience, it didn’t perform quite as seamlessly as some rival systems. Most notably, the steering assist would occasionally disengage mid-corner when the demands became too great, likely due to tighter bends exceeding its parameters. While drivers must always remain in control, there is a risk that those who become overly reliant on such systems could be caught off guard when assistance suddenly drops out.

To be fair and like a couple of gripes above, this isn’t an X-Trail-specific issue but rather a broader limitation of current semi-autonomous technologies. Personally, I would prefer a system that operates in a more consistent, predictable manner, either fully engaged or clearly disengaged, rather than one that opts out.

The camera system is clear and provides an excellent view of the X-Trail’s surroundings, making it easy to judge positioning. I was a little surprised that the cameras do not automatically activate when pulling into a parking space unless they detect an obstacle. That said, the dedicated camera button is a handy inclusion, allowing you to bring them up whenever needed. It is only a minor observation, something you would quickly adapt to and wouldn’t pose any real issue once familiar with the vehicle.

I did experience a minor frustration during my time with the X-Trail, with the centre infotainment screen blanking out twice over the course of the week. It is likely something that could be resolved with a simple software update, but on both occasions, I had to switch the car off and restart it to reboot the system and restore screen functionality.

Verdict

From the moment I made the initial call to confirm the press car, paired with a degree of hesitation about driving a Nissan, particularly the new X-Trail in its hybrid form, I didn’t expect to feel any real attachment. Yet handing the keys back proved otherwise. It quietly delivered everything I would want from a family car and did so with minimal fuss.

The real drawback is that it doesn’t immediately sell itself or present itself as a tempting option, its appeal only becomes clear once you have spent time behind the wheel. There is nothing inherently wrong with the X-Trail, if anything, it is Nissan’s design and marketing teams that could push more to resonate with a younger audience.

There is no single area where the X-Trail dominates, but it consistently meets or even exceeds the expectations of a soft-road SUV. Admittedly, when taken off-road, it felt like it still had more in reserve and I could have pushed it further, although it already went well beyond what most X-Trail owners are likely attempt. I would welcome another opportunity with Nissan to properly explore its full off-road limits, as I suspect it would surprise more than a few people.

From my perspective, this latest X-Trail is a thoroughly well-rounded package. Now in its fourth generation, it has evolved in all the right ways, the original rugged DNA remains, but now it’s electrified, without the inconvenience of needing to plug in. It delivers all the technology expected of a modern family SUV without being overbearing. Overall, it comes across as a well-built, capable, understated performer.

So, the big question: would I buy one? Before driving it, my answer would have been a firm no. Now, it is a definite maybe. It would comfortably make my shortlist, and I would strongly recommend anyone considering a competent, robust, family-sized hybrid SUV in the $40,000–$63,000 AUD ($30,000-$45,500 USD) range to take a close look at the new Nissan X-Trail, it may just surprise you.

Press car as tested: 2026 Nissan X-Trail Ti-L e-POWER is $58,215 AUD, + $995 Metallic Paint, + $1,250 Two-tone black roof

Total MSRP: $60,460 AUD ($44,000 USD)

Nissan X-Trail Driveaway Pricing:

ST 2WD – $ $41,869 AUD ($30,500 USD)

ST 4WD – $ 44,989 AUD ($32,600 USD)

ST-L 2WD – $ 46,524 AUD ($34,000 USD)

ST-L 4WD – $49,748 AUD ($36,000 USD)

ST-L e-POWER (hybrid 4WD) – $53,076 AUD ($38,500 USD)

Ti 4WD – $55,676 AUD ($40,500 USD)

Ti e-POWER (hybrid AWD) – $58,796 AUD ($42,500 USD)

Ti-L AWD – $58,796 AUD ($42,500 USD)

Ti-L e-POWER (hybrid AWD) – $62,748 AUD ($45,500 USD)

*Driveaway pricing is correct when going to press 06/05/26, based on nissan.com.au location Adrian Brien Nissan, St Marys, SA.

Example of the service plans that are available from the Nissan dealer:

2 years / 2 Services: $798.00 AUD

3 years / 3 Services: $1,197.00 AUD

4 years / 4 Services: $1,596.00 AUD

5 years / 5 Services: $1,995.00 AUD