2022 Nissan X-Trail ST+ review

As a last hurrah, the age-old Nissan X-Trail has been given a spec boost before being replaced. Is now the time to buy?

What we love

Sub-$38,000 drive-away price tag

Huge second row of seating

ST+ is a new-for-2022 trim level with some considered equipment upgrades

What we don’t

Engine works hard and is thirsty as a result

Infotainment system is slow and dated

Others will blow it away with more showroom appeal

Introduction

It’ll have passed eight years before the 2022 Nissan X-Trail is replaced by an all-new version.

Originally arriving in Australia early in 2014, the outgoing Nissan X-Trail – what we’re testing today – is still standing the test of time. And like any good product, it’s continually being tweaked and upgraded right up until the end.

The version we’re testing today speaks exactly to that point. The 2022 Nissan X-Trail ST+ is a new trim level that sits one step above the entry-level X-Trail ST, and was introduced for the final ‘model-year 22’ X-Trail that’s now available in Nissan dealerships.

It’s a clever trim level that plays to value and sandwiches between the entry-level X-Trail ST and mid-spec X-Trail ST-L. Our 2022 Nissan X-Trail ST+ test car costs $34,140 before on-roads – just $1475 more than an entry-level X-Trail ST auto at $32,665 – and introduces a decent 360-degree camera with moving object detection, front and rear parking sensors, plus a native navigation system.

For the frugal, it means you’re getting a decently sized family SUV for under $38,000 drive-away from a mainstream manufacturer. It does mean, however you’re looking at a run-out model, with a new generation X-Trail due to arrive in Australia in the second half of 2022.

Does it mean there’s never been a better time to buy a Nissan X-Trail? Let’s find out.

Inside

The interior is presentable, but there’s no hiding its age or the fact it’s an entry-level trim either.

A tell-tale sign is the polyurethane steering wheel, thankfully a passing trend in even Australia’s cheapest cars. Another is the tiny 7.0-inch touchscreen that just looks old-fashioned compared to others in the segment.

But this is a $38,000 medium SUV from a mainstream brand, so what’s more important is quality. Despite some rather basic and shallow-grained plastics letting down the material selection, it’s honestly a well-built and rattle-free cabin.

At first glance it also looks nice enough, with glittery and glossy plastics, and some faux-stitching elements breaking up the usual sea of black plastic and fabric.

After spending time with it, you realise it’s well thought out, too, with the engine start button located logically next to the steering wheel, a pair of cupholders placed away from where you interact with the dashboard, and plenty of buttons ensuring interaction with in-car technology remains uncompromised.

Even the small things count, like a smart open-air storage tray – next to power outlets and connectivity – that’s deep enough to safely hold a phone, wallet, and keys, plus a well-sized armrest that’s perfect for someone’s clutch or small bag.

The seats are really comfy, too, despite not offering key adjustments like lumbar and squab tilt. You sit upright, and its tall and traditional glasshouse means it’s easy to see out of, if you’re tall enough.

My vertically challenged wife (160cm) added that the driver’s seat doesn’t go quite high enough for small people, and after viewing it from her perspective, I got the point. However, as the more horizontally challenged one (180cm), I found the adjustment and position to be right on.

The seats are trimmed in a boring-looking black cloth, but hey, at least it’s child-proof and appears to be hard-wearing. I say child-proof because over in the second row, don’t be surprised if your kids get carried away.

Opening the door reveals a light, airy and easily accessible second row, with its almost-flat floor doing the heavy lifting in terms of perceived space. In my case, it encouraged my three-year-old to climb in and muck about in the rear foot well given how spacious it is.

However, the good side is that it encourages children to climb into their support seat themselves, both making the buckle-up easier and giving them some independence. If you’re loading kids yourself, you’ll find acres of room to swing by with either a forward- or rearward-facing baby seat.

As an adult, you’ll still have a good time. The hip height is okay, but once you’re in, you benefit more from the great vantage point you’ll discover. Its slightly elevated second row means you can see what everyone is doing, including the driver. It also means you have great visibility externally as a passenger, so the space feels open and light.

In terms of comfort, adult-sized occupants in the back still benefit from stacks of knee, foot and head room. In a quest to find the breaking point, I was able to fit two slimline child seats alongside one adult in the back comfortably, which speaks volumes about its size.

Other than some small storage in the doors, a pair of rear air vents are all you have to play with. In the boot, there’s 565L of storage with five seats in play or 945L with the second row folded.

What that means in real life is the boot is fantastic and well-proportioned for family life. A stroller will fit both longways and lengthways with ease alongside a weekly shop after the nine-to-five.

During the school holidays, you could easily pack a week away for a family of five in the back, if not with some organisation and planning. The only issue with the second row is an odd-mounted cargo blind that just makes the space awkward when using the sun shade.

Another golden oldie – the 2022 Jeep Grand Cherokee – suffers from the same issue, which I put down to old bones. Under the boot floor lies a surprisingly large storage area, as well as a space-saving spare wheel.

Infotainment and Connectivity

Nothing shows a car’s age better than infotainment.

The Nissan X-Trail’s 7.0-inch infotainment display is small by today’s standards, especially compared to others in the same segment that offer one or sometimes two displays larger than 10.0 inches each.

Also, despite the software having been kept somewhat up-to-date – with wired Apple CarPlay, Android Auto, and digital radio on offer – the hardware hasn’t.

When using smartphone mirroring, I found touchscreen input sometimes taking a whole second to register, which can lead to frustration and mindless tapping. It’s clear the hardware needs a boost.

The standard six-speaker stereo does a fair job considering the price tag, and the quality of its microphone for handsfree calling is also still cutting the mustard.

Safety and Technology

The 2022 Nissan X-Trail ST+ benefits from a five-star ANCAP safety rating having been scored under 2017’s testing regime.

Disappointingly, the only forms of active safety offered by the X-Trail ST+ are forward collision warning and autonomous emergency braking. Good to have, but off the pace as the market quickly moves to rear cross traffic alert, junction-detecting AEB. lane-keep assist and more.

Sadly, you have to step up to the ST-L for blind-spot monitoring and rear cross-traffic alert, and to the top-spec Ti for adaptive cruise control and any form of lane-keeping assist.

When compared to others in the same class, our particular X-Trail ST+ is missing some important equipment.

Value for Money

The Nissan X-Trail ST+ requires a trip to a service centre every 10,000km or 12 months, whichever comes first.

The first three services cost $245, $379 and $256 respectively, or $880 in total. Years four and five cost $497 and $265 respectively, making the warranty-covering five-year servicing cost a $1642 affair.

Considering the type of vehicle, its maintenance prices are fair. A 2022 Hyundai Tucson costs $957 over three years and $1595 over five, but will go 15,000km between intervals.

In terms of outright pricing, it’s one of the better value players on the entry-level side of the medium SUV segment. A comparable 2022 Subaru Forester 2.5i costs around $40,000 drive-away and includes all-wheel drive, or a smaller yet more stylish Mazda CX-5 Maxx 2WD around $38,100 on the road, depending on your location.

Both good options, but neither is as spacious in the second row.

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Driving

The Nissan X-Trail is still the comfy and honest family car it always was.

Its suspension is refreshingly soft, meaning it’s fantastic in low-speed suburban areas. Our particular ST+ model wears the same 17-inch wheel as the entry-level model, so both cars use the same 225-section 65-profile tyre.

There’s no doubt the chunky tyre works hand-in-hand with the supple suspension tune to offer a pleasant experience. As expected, the only downfall from the combo is some body roll and movement in more dynamic situations.

On a typical, fast and flowing 80km/h zone in rural NSW, you’ll feel the movement first through the tyre, then the body itself. This odd sensation of wallowing around is a tiny trade-off considering the excellent ride quality you’ll benefit from 95 per cent of time behind the wheel.

Our test car is the two-wheel-drive automatic version, meaning it receives a 2.5-litre naturally aspirated four-cylinder petrol engine with 126kW/233Nm and a constantly variable automatic transmission (CVT). Weighing in at 1500kg means the X-Trail’s wee atmospheric engine requires you to use most, if not all, of the throttle pedal frequently.

Luckily the CVT auto doesn’t mind sharp and sudden inputs, then, as power is fed in graciously and calmly regardless of the urgency. You’ll hear the engine flare and work hard, but instead build power without any harsh kickdown.

CVTs are not for everyone, but you can’t deny the alignment of serenity and wittiness as positive attributes for a family car. With the vehicle fully loaded it can feel underpowered up at motorway speeds, but you soon learn to adjust around the engine and accelerate pre-emptively.

Around town with two kids on board, it’ll feel just right. Surprisingly, even with the small motor and the decent amount of throttle it requires to keep up with Sydney traffic, it only used a litre more than the official combined fuel claim, or 8.9L/100km.

Given some cars use two, three or sometimes even four litres over the combined fuel cycle claim, it’s not a bad result considering its power-to-weight ratio and transmission.

Conclusion

As the chief decision-making officer in a family, you can’t deny the value of a $38,000 drive-away medium SUV from a quality and established manufacturer, and backed by an equally strong and reliable dealer network.

That’s before we get to the Nissan X-Trail’s good points too. Despite being on the verge of replacement, the current car is still as relevant as ever. Our particular X-Trail ST+ grade is probably the best yet, as it takes that age-old theory of adding some niceties to an entry-level model to create the ideal value leader.

It’s exactly what’s happened here, as you’re simply getting an entry-level X-Trail ST with the few things it needs most: keyless entry, front and rear parking sensors, plus a 360-degree parking camera. I’d love a leather steering wheel, too, but beggars can’t be choosers.

As expected, then, that handful of considered and important equipment comes on top of the X-Trail’s pre-existing good qualities of an awesomely sized second row, huge boot, and comfortable road manners.

It’s honest and cheap, too, with all of those aforementioned attributes coming together to create an ideal family car. I’m sure its all-new replacement due sometime this year will be more expensive, so if you’re shopping in the mid-$30,000s for a new family car, consider the stretch and be quick.

Keyword: 2022 Nissan X-Trail ST+ review