Nissan Prairie Reviews

The Nissan X-Trail has been well-liked since its inception 25 years ago and the current generation has done reasonably well in an increasingly crowded mid-size SUV market. While not the front-runner in terms of sales - the Toyota RAV4 holds that title, of course - the Nissan X-Trail is one of a few mid-size SUVs to break the 1000-sales mark this year so far, a feat increasingly achieved by newcomer Chinese models. To strengthen its place in the market, Nissan has broadened the X-Trail offering to include more affordable (and more efficient) two-wheel drive versions of its e-Power hybrid grades, as well as a style-focused soft-roader version called the Rock Creek. Starting with the most visually obvious addition, the X-Trail Rock Creek is a $48,315 ask, before-on roads, for its single seven-seat grade. The Rock Creek uses the same 2.5-litre four-cylinder petrol engine as the rest of the combustion-powered range, with 135kW and 244Nm driving all four of its wheels. It’s built on the same spec as the ST-L, but adds plenty of unique styling and black trim, with orange accents and stitching inside, plus a unique set of 18-inch alloy wheels. Inside, ballistic nylon-trimmed seats are joined by a step-up from the donor ST-L in the form of a 12.3-inch driver display and 10.8-inch head-up display. The front seats are comfortable, spacious and ergonomically sensible, and the second row has a decent amount of room and some adjustability to account for the third row. That back row is, however, pretty useless for adults due to the cramped space. Nissan says the Rock Creek has the same 465 litres of boot space as other seven-seat grades, measured from floor to roof with the third folded flat. The 2WD e-Power on the other hand starts from $45,990 in ST-L grade, $50,915 for the mid-spec Ti and up to $54,715 for the Ti-L. They’re all five-seaters with equipment matching that of their 4WD counterparts. That means the ST-L gets some basics like leather-accented trim and a surround-view camera, while the Ti gets a sunroof and head-up display, and the Ti-L gets all the fruit like a Bose 10-speaker sound system and heated seats even in the second row. The five-seat e-Power has 575L of boot space with all the seats up, 10 litres less than the five-seat petrol. The e-Power 2WD has very similar outputs to the e-Power 4X4, with 150kW and 330Nm from its front-mounted electric motor. The same 106kW/250Nm 1.5-litre three-cylinder engine powers the very small 2.1kWh battery, but not the wheels. Regardless of grade, the X-Trail uses a 55L fuel tank and can run on 91RON unleaded fuel, though Nissan recommends 95RON for the e-Power. The 4X4 petrol Rock Creek sips 7.8L/100km on the combined cycle according to the claim, though with some off-roading and unsealed road driving the trip computer shower 9.7L. The 2WD e-Power should use 5.4L according to the specs, but 6.2L was the displayed rate on the drive. You shouldn’t need to try hard to get better figures than those we saw on the launch, as test-driving involved a combination of fast driving on twisty NZ roads and gentle off-roading around Lake Wakatipu and the Rees River. The current X-Trail has always been easy to work with from behind the wheel and the front-drive versions don’t lose much of the smoothness and urge the all-wheel drive version of the hybrid X-Trails boast. While it doesn’t feel like the lightest SUV, the steering is accurate enough to take any guesswork out of cornering and the electric motors get the mid-sizer moving quickly. Traction doesn’t suffer much without the rear wheels in play, though given the limited drive time in each grade on the launch it’s possible very wet conditions or rough roads could show up flaws. The Rock Creek on the other hand should be safe as houses when it comes to light off-roading, given its 4x4 system, though its on-road prowess is somewhat dulled by its petrol engine. Compared to the e-Power, the Rock Creek handles and rides similarly on the road, but its acceleration feels lacklustre and its efficiency takes a big hit. The X-Trail has a maximum five-star safety score from ANCAP, though this was tested in 2021 under more lenient criteria. Its 'Pro-Pilot' driver assistance systems remain, as mentioned, subtle and exist to prevent genuine mistakes rather than remind you constantly how to drive. Seven airbags join a series of features like front and rear AEB, pedestrian and cyclist detection, blind-spot monitoring, lane-keep assist, adaptive cruise control and a driver monitor that’s based on inputs rather than a visual sensor. Pretty much everything from a safety perspective is the same across the variants, though the Rock Creek gets a spare wheel rather than a repair kit as in the e-Power. Nissan offers a 10-year/300,000km warranty as long as you service with authorised Nissan dealers. Otherwise it’s five years and unlimited kilometres. You also get a flat price of $399 for any X-Trail grade at the first five services. These will come up every 12 months or 15,000km, whichever comes first.

Nissan is set to confirm a new model for Australia on October 8 and it will be its first plug-in hybrid (PHEV). The Japanese carmaker has published a single teaser image showing the front end of the vehicle with an illuminated Nissan badge. Using the teaser image and available imagery, it looks very much like it is the Frontier Pro/Navara Pro PHEV. This Chinese-made dual-cab ute will be a key rival to the likes of the BYD Shark 6, GWM Cannon Alpha PHEV and upcoming Chery Stockman. Nissan says this forthcoming new vehicle has “electrified performance and new levels of capability”. It's also claimed to be "tailored to the needs of Australian customers in a key segment". Additionally Nissan claims this new model has been “extensively tested and tuned for local conditions”. Prototype examples of the Frontier Pro/Navara Pro PHEV have been spied in Australia over the last few weeks. Nissan hasn’t been shy about leveraging its joint-venture partnership with Dongfeng in China and Australia has been identified as a key market. The Frontier Pro/Navara Pro PHEV comes with a 2.0-litre petrol engine and dual electric motors for total system outputs of 320kW and 800Nm. It also offers up to 135km of CLTC-claimed electric range. Both turbo-petrol and turbo-diesel engines are available in the Frontier Pro/Navara Pro globally. It’s unclear whether these are on the radar for a local launch. Beyond the Frontier Pro/Navara Pro, Nissan also offers a series of other Chinese-made models for export markets. These include the NX8 electric and range-extender (REEV) SUV and N7 electric sedan, among others.

What kind of adventure vehicle will best suit you, your partner and your family depends on your collective needs, wants and lifestyle. But the old adage rings true as much here as it does elsewhere: buy what you need, not what you want. If you want to head to your favourite campsite in the nearest National Park, which is accessible via a well-maintained gravel track with only some minor corrugations in the track surface then a standard AWD will certainly do the trick. Bonus: a set of aggressive all-terrain tyres will boost its adventure potential even more. If you want to travel way off the beaten track, tackle gnarly terrain (signposted ‘4WD-only’) and live like off-grid adventurers for a weekend or week then obviously a 4WD with decent all-terrain tyres, low- and high-range 4WD, diff locks and plenty of ground clearance is your best bet. The core difference between the two drivetrain types – AWD and 4WD – can be boiled down to this: an AWD is a vehicle that drives all of its wheels, all of the time, while a 4WD uses a driver-selectable system to mechanically engage the drive to all four wheels. (For a comprehensive explanation of the two systems, read this. Vehicles with a permanently engaged AWD system have been designed and engineered for daily driving on the blacktop with occasional use on dirt or mild off-road conditions. These vehicles are usually lighter and lower than a 4WD. 4WDs (aka 4x4s) are generally bigger, heavier, more robust and better suited to slow, hard-core off-roading, think Toyota LandCruiser 300 Series, Nissan Patrol or Ineos Grenadier. In the modern market, the Nissan Patrol (4WD), Subaru Outback (AWD), and Hyundai Palisade XRT (AWD) offer a decent spread of comfort and capability – on- and off-road – and each in their own right holds plenty of appeal as a daily driver and potential adventure vehicle. So, what do you need to know when buying a family car for adventure? Read on. An AWD is fundamentally safer to drive on-road than a 2WD or even 4WD in challenging conditions (wet weather etc) on sealed surfaces or even dirt or gravel tracks. Rather than a transfer case, AWD vehicles use a drive system with a limited-slip differential or an electronically controlled clutch that directs torque to whichever wheel needs it most to achieve safe, optimum traction, while still allowing for a rotational difference between front and rear axles. Some AWD systems work better than others, but the principle goal remains the same: get torque to and traction at the right spots in order to keep the vehicle’s driver and passengers safe. AWDs also sit lower on the road than their 4WD rivals and have dimensions – length, width and height – that bolster the vehicle’s potential for stability in ordinary driving conditions, as opposed to 4WDs which generally have a higher centre of gravity and are heavier and more cumbersome. To further boost their capability for safe driving in traction-compromised situations, AWDs – think Subaru Crosstrek and the like – often have a variety of drive modes (including Normal, Snow/Dirt and Deep Snow/Mud) that adjust engine torque, throttle response and traction control, among other things, to suit the road surface and conditions the vehicle finds itself. It’s important to keep in mind here that not all AWDs – or 4WDs for that matter – are equal; some AWD systems, like Subaru’s X Mode in the Subaru Outback Wilderness, are able to help the vehicle tackle terrain so challenging that it would otherwise seem out of an all-wheel drive’s realm of capability. X Mode’s snow/dirt and deep snow/mud options – each tweaking acceleration, off-road traction-control activity and front and rear axle limited-slip function, among other things, to suit the terrain – add another level to the Outback’s capability. AWDs are also cheaper on fuel than 4WDs and this adventure slice of the market will only become more competitive as more hybrids and EVs enter the chat. So, what is an AWD capable of? It depends on the vehicle’s all-wheel-drive system and its ground clearance, off-road angles and tyres. Light off-roading – well-maintained gravel roads and dirt tracks in dry conditions – is absolutely fine because that’s well within an AWD’s capabilities and it results in very little wear and tear on the vehicle, minimal risk of damage to the vehicle or, more importantly, the occupants, and little to no stress for the driver and passengers. In their favour is the fact that AWDs are capable of staying planted on wet and slippery surfaces, bitumen, dirt or gravel. An AWD’s off-road capabilities can be improved with a set of decent all-terrain tyres but those still won’t turn it into a rock-crawling beast. In an AWD it’s best to avoid driving on anything beyond a well-maintained dirt track in dry weather and certainly do not take on any ‘4WD/high ground clearance only' tracks, sand driving or rock crawling. Anything more rigorous and you risk damage to the vehicle’s underbody, at a minimum, and mechanical damage and personal injury, at worst. Hard-core rock-crawling is the realm of vehicles with low- and high-range 4WD, larger and grippier tyres, locking diffs, and more ground clearance, more underbody protection and more wheel travel than AWDs. Avoid driving an AWD on sand, other than very firm-packed sand, and even then I wouldn’t spend much time on that surface. Sand driving puts heavy stress on a vehicle, and AWDs don’t have a lot of ground clearance, so they’re prone to bellying out on tall crests in between deeper wheel ruts on a beach. An AWD is a good all-round vehicle with ample potential as a daily driver, family taxi and weekend adventure machine and it will accomplish all of those duties, comfortably, capably and safely. These vehicles are designed for use on sealed surfaces roads with some dirt or light-duty off-road use thrown into the mix, and can reliably handle the demands of wet-weather driving. AWDs have plenty of potential for adventures, but there’s no substitute for real 4WD and diff locks when it comes to off-roading that’s beyond well-maintained gravel tracks or firm sand. A 4WD makes the most sense as a great all-purpose vehicle because it can be big and tough and it has a drivetrain, mechanical and suspension set-up engineered to get you anywhere you want to go. A 4WD in the traditional sense has a transfer case with high- and low-range 4WD, as well as larger and grippier tyres, more ground clearance and more wheel travel than a conventional AWD car. Hopefully, your 4WD also has locking diffs. 4WDs also now have such sophisticated driver-asst aids – such as off-road traction control, hill descent control and crawl control (like cruise control but for low-speed 4WDing) – that even a beginner 4WDer can look and feel like an off-road expert. But mostly a 4WD’s off-road appeal and capability all boils down to the fact that it has the gearing, torque, grip, wheel articulation, and underbody protection needed to tackle legitimate off-roading. And those in-built mechanical and engineering attributes make 4WDs a whole lot of fun because they give the driver and passengers the ability to drive (legal) tracks and to reach places people may otherwise not be able to reach using any other ground-based transport. Alas, sometimes even a vehicle with low-range 4WD, off-road drive modes and diff locks can be hampered by something fundamental – as was the case on a recent test of the MGU9. That ute is comfortable and well behaved on-road but its off-road flaw – a lack of ground clearance – was swiftly exposed on even the most innocuous of bumpy terrain. Very disappointing. But, all in all, a 4WD is engineered to cope with the worst life can throw at it – including towing 3500kg or more. These vehicles are big, sturdy and offer the driver and passengers a real sense of comfort, safety and security. A 4WD gives the driver a high driving position, ample visibility, and an inherent feeling of being in control at all times on the road. A 4WD is roomy, so, as well as people and dogs, it’s able to carry a lot of gear (groceries, camping stuff, sporting equipment). Some 4WDs have seven or eight seats, so there’s the opportunity to transport even more people. The trade-off is that 4WDs are big and heavy compared to AWDs, so can be more challenging to drive in and around town than their lighter, more nimble counterparts. You might want a 4WD but chances are you don’t really need one. An AWD makes a lot of sense, particularly if you're being realistic about how you'll use the vehicle. Overall, an AWD is cheaper, more fuel efficient and a better all-rounder than a 4WD. Buy what you need, not what you want.

Nissan is getting serious about hybrid power.  The Japanese brand announced it will invest heavily in its hybrid tech as part of a new United States-focused approach, according to a report in Automotive News.  Nissan will ditch its plug-in hybrid plans as part of this new approach to focus on developing a V6 hybrid engine and 'e-Power' range-extender hybrids instead.  The brand said it wants to make hybrid its main powertrain in the US, and it will add new e-Power range-extender variants and an all-new V6 hybrid to achieve this.  The new V6 hybrid engine will be used on mid-size and large SUVs, as well as utes.  It’s expected the set-up will first be used on the revised Nissan Xterra SUV that is primarily sold in North America.  It is unclear what this set-up will look like, but it's likely to feature the upcoming generation of the Frontier ute and the Pathfinder SUV.  Australia is not expected to receive any of these vehicles, because they predominantly target the US and the current generation models are not sold here. The Pathfinder was sold here briefly but was discontinued earlier this year. Nissan’s ‘e-Power’ system uses range-extender technology by employing a small battery, charged by the petrol engine, to power the wheels. It's currently used on some Qashqai and X-Trail SUV examples sold in Australia, but Nissan’s Kicks compact SUV is also available with it in other markets.  The Kicks is under consideration for Australia, with Nissan also eager to introduce the Kick's e-Power variant in the US.  The Kicks’ 2.0-litre four-cylinder conventional petrol engine would incur fines under Australian emissions regulations, but this new e-Power grade isn't expected to.  This is part of Nissan’s plans to pivot away from PHEVs due to wavering demand from buyers.  Nissan has discontinued its PHEV-powered Rogue SUV in the US - a rebadged version of the Mitsubishi Outlander PHEV - and will now sell an e-Power variant instead.  “The volume of plug-in hybrid in the US has collapsed down to almost zero,” Nissan Americas Chairman Christian Meunier told Automotive News.   “It's not a strategic model for us. It was more a bridge to e-Power hybrid. So production is stopped.” Nissan’s will shift towards manufacturing in the US to side-step hefty tariffs and minimise transglobal distribution costs.  Nissan views the US as a crucial market to its success. “Building where you sell eliminates many risks — tariffs, currency swings and supply chain issues,” Meunier said.  “For our most important market, maximising US production is critical.” This approach will see Nissan’s Tennessee manufacturing plant reach full capacity, shifting 600,000 units annually, compared to its current 400,000. 

Hybrid power is now mainstream for Aussie buyers.   It's an important choice for buyers transitioning from petrol- and diesel-powered cars to full EVs. Hybrid-powered cars are also important for brands as they seeks alternatives to internal combustion cars that incur fines under the New Vehicle Efficiency Standard (NVES). There are broad categories of hybrid cars in Australia, and each one has its own benefits for buyers. Here's a look at what hybrids are available, and which one might suit you best. Mild hybrid power is the first stage of electrification for cars. Mild hybrid cars can't drive on EV power alone, because they only use a small, low-voltage battery (usually) 48-volt, with a less than 1kWh capacity. The electric motor usual powers certain electrical features and the starter motor. They don't need to be charged, but they also don't offer noticeably better fuel efficiency than standard petrol- and diesel-powered cars. The popular Toyota HiLux ute is available with a 48-volt mild hybrid system, while Suzuki and Renault offer mild hybrid set-ups on some of their models. Conventional hybrid, plug-less hybrid or self-charging hybrid cars are popular in Australia. The engine works seamlessly with a bigger electric motor to maximise fuel efficiency. A conventional hybrid usually runs on electric-only power at low speeds or for short distances when cruising at higher speeds. The engine will kick in at higher speeds or when more power is needed, blending petrol and electric power. This makes fuels efficiency in urban environments or star-stop traffic better than what a petrol- or diesel-powered car would achieve. The battery in a conventional hybrid is charged by the engine and from regenerative braking, meaning the car doesn't need to be plugged in. The conventional hybrid car's battery is smaller than those in plug-in hybrid and fully-electric cars, and still requires a petrol engine to run. Toyota provides conventional hybrid set-ups on the vast majority of its Australian line-up, including its RAV4 SUV and Camry sedan. Other popular brands Kia, Hyundai and others also have affordable conventional hybrid variants on its popular models. Plug-in hybrids or PHEVs take hybrid power to the next level because they are equipped with a much larger battery and a more powerful electric motor set-up. PHEVs have a long electric-only driving range, with some capable of exceeding 200km, before the engine is needed to drive the wheels. Most new PHEVs have an EV range of at least 100km. This means daily commuters will rarely have to fill-up on fuel if they charge the battery every night. PHEVs also boast significant combined driving range as they have a regular sized fuel tank to power the engine, resulting in ranges of north of 1000km before the fuel tank and battery are depleted. Carmakers often claim PHEVs drink less than 2.0L/100km of fuel, but that requires owners to constantly charge their batteries and never let it deplete. Once the battery is depleted fuel use will skyrocket, as the small engine has to move around a heavy vehicle weighed down by the battery and electric motors. PHEVs suit a buyer with access to charging facilities, who also want outstanding fuel efficiency. Bigger Chinese vehicles usually employ PHEV set-ups, including the BYD Shark 6 ute and incoming Zeekr 8X and 9X. Range-extender hybrids, also known as Range Extender Electric Vehicle (REEV) or Extended-Range Electric vehicle (EREV), are gaining popularity globally. They are feature similar hardware to PHEVs, but work in a different way. The engine in a REEV's is used as a generator for charging the battery, and the wheels are driven by the electric motor, or motors, only. REEV's have an EV-sized battery that can also be plugged in to charge, giving these cars a driving range comfortably exceeding 1000km. Leapmotor's B10 and C10 SUVs use REEV set-ups in Australia, but the incoming Forthing Taikon 5 and the XPeng L03 will also employ the set-up when they hit showrooms. Nissan’s ‘e-Power’ hybrid system in the X-Trail and Qashqai SUVs employ REEV tech on a smaller scale, using the engine to power a small battery that powers the wheels, but this battery cannot be plugged in to charge.

Nissan has revealed a new light EV called the Pixo, built on the same platform as the new Renault Twingo. With a single grade confirmed but no pricing so far, the 2027 Nissan Pixo is “engineered specifically for European customers” according to the brand, and will be built at Renault's Novo Mesto manufacturing plant in Slovenia. Set to start European customer deliveries in early 2027, it’s unlikely the Pixo will head down under due to its low power output and relatively limited range. With a 27.5kWh LFP battery providing power to a 60kW front-mounted electric motor, the Pixo is capable of a 259km claimed range and is limited to 50kW on DC fast charging. It should take around half an hour to charge from 15 per cent to 80 per cent, according to Nissan. In terms of specification the Pixo almost mirrors the related Renault Twingo, which also has a 60kW motor and a range only a few kilometres longer. The Pixo also features 23 ‘easter eggs’ in the design and details, seemingly including a smiling face in the tail-lights. Nissan Global Design Lead Exterior Designer Masato Koyama said the Pixo’s diminutive design plays into its intention as a city car. “Pixo proves that great things can come in small packages.  “Its compact dimensions make it a natural fit for Europe’s cities, but we’ve worked hard to maximise the space within them, creating a cabin that feels open, practical and surprisingly roomy.  “I can’t wait to see how our customers embrace this bold and fun new EV – that is perfectly suited to urban environments.”  At just 3796mm long and 1790mm wide, the Pixo is properly small, though its surprisingly spacious boot offers up 356L of space with the rear seats up, and 1221L with the seats folded. Its relatively short wheelbase (2492mm) and minimal overhangs allow the Pixo to achieve a 9.9m turning circle, suitable for its intended purpose as a Euro-centric city car. Clíodhna Lyons, Vice President of Product, Brand and Marketing Strategy for Nissan AMIEO said the Pixo is about “giving customers practical alternatives that help reduce the cost of every journey”. "We believe the future of electric mobility isn't about building bigger vehicles with more technology, it's about building smarter vehicles that fit naturally into people's lives.”

Electric cars are more reliable than petrol and diesel ones, according to a new study of almost 50 million vehicle roadworthy checks. It’s a topic of heated discussion all over internet forums: are EVs more reliable and lower maintenance than their combustion equivalents. A commonly held belief is that because electric cars have far fewer parts compared to petrol and diesel ones, there’s less to go wrong. That makes sense on the surface, but there could be actual proof now thanks to a study in the United Kingdom by the British Vehicle Rental and Leasing Association (BVRLA). Vehicles in the UK that are more than three-years-old are required by law to pass a yearly roadworthy and safety check - also known as an MOT (Ministry of Transport) - to be registered. In NSW, vehicles older than five years need a roadworthy certificate - the equivalent of a British MOT. The MOT requires a thorough check of a vehicle’s brakes, tyres, wheels, steering, suspension, lights, windscreen wipers, body structure and emissions to ensure all are in safe working order. The BVRLA study found EVs are more durable over time, and as the age of combustion vehicles increases, so does the maintenance requirements. The study examined the 47.7 million vehicles that underwent a roadworthy and safety test for registration from 2024-2026. Specifically the study looked at test failure rates. This was also correlated with data from 863 million historical tests. The study found that in the first 32,000-97,000km there was very little difference in the failure rates of both EVs and combustion cars. The results revealed 12 per cent of EVs that attempted the test failed, compared to 11.7 per cent of combustion vehicles. After about 100,000km the results get interesting. EV failure rates plateaued at 16.5 per cent while the failure rate of combustion cars increased steadily. From 145,000km-193,000km the failure rate for EVs remained at 16.5 per cent but for combustion it was 22.1 per cent. Above 193,000km EV failure rate actually decreased to 16 per cent while combustion continued to rise to 23.5 per cent.   Combustion vehicles have about 20,000 moving parts in their drivetrain, and EVs have only about 20.  And while combustion engines have been developed over a hundred years to be super reliable, efficient and robust, the sheer number of metal and rubber components under the incredible heat and strain of constant use have a limited lifespan.  From pistons and crankshafts, transmissions and driveshafts, to the fuel and cooling systems, the brakes and exhaust, combustion cars work hard and wear out faster. Electric cars do have weaknesses - some highlighted by the findings of the study and some we know as motoring journalists. The study found tyres wear out 1.8 times faster on an EV than a combustion car. This could be down to a combination of a number of factors we know cause tyre wear such as the heavy weight of EVs and the colossal torque electric cars can send to their wheels. We also know that EVs tend to have more technical problems from software issues to battery fade. Another interesting takeaway from the study is older EVs are not disappearing from British roads, with 94.6 per cent of electric cars over 15 years old continuing to come back for their annual check 2.5 years later. That said, new EVs are arriving on the market with better electric architecture, which ensure not just better driving range but systems capable of handling faster charging. The 2026 Zeekr 7X for example has 800V architecture and a 100kWh battery, while the 2020 Nissan Leaf has 400V architecture and a 62kWh battery.  

Nissan has released images and tech details on the full production version of the 2027 X-Trail including its third-generation e‑Power range-extender hybrid powertrain. Breaking cover in the US initially, where the car is manufactured in Tennessee and marketed as the Rogue, the new mid-size SUV has been positioned as a core model for North America now offering e-Power hybrid tech for the first time. Like the current X-Trail, its hybrid system is built around a 1.5-litre turbo-petrol three-cylinder engine now developing 110kW/232Nm and operating as a generator to charge a 1.67kWh lithium-ion hybrid battery. Nissan said this latest iteration has been “specifically tuned for quietness and efficiency” and boasts 42 per cent thermal efficiency (the percentage of energy from fuel the engine converts into mechanical power). The brand’s internal testing has returned a combined cycle (urban/extra-urban) fuel economy figure of 6.2L/100km for the all-wheel drive Rogue, which is in line with the 6.1L/100km WLTP number recorded by the current X-Trail e-Power e-4orce AWD model on sale locally since early 2023. Due in US showrooms before the end of the year, the 2027 Nissan Rogue Hybrid will launch in dual-motor AWD SR and SR Technology Package grades with SV, SR and Platinum models available in early 2027. The entry-level SV e-Power is priced from US$35,490 (~$49,900). Motors are AC synchronous permanent magnet, the front unit producing 151kW/329Nm and the rear 100kW/195Nm. Overall output is quoted at 168kW. Despite still being underpinned by an iteration of the Renault-Nissan-Mitsubishi Alliance ‘CMF-CD’ platform the current model rides on, Nissan Corporate Executive of Family, Products & Components Strategy Richard Candler previously told CarsGuide there is a “very large amount of new”. For example, the structure is claimed to be completely different and much stiffer than before. Additionally there is a fresh interior design and a reworked strut front, multi-link rear suspension system with a wider track width. Three-cylinder, turbo-petrol pure-combustion models will be offered alongside the hybrid although it’s unclear whether 4x2 hybrid variants, popular X-Trail options in Australia (delivering 5.4L/100km economy), will be available in the States. All Rogue grades feature 90-degree opening doors, all LED exterior lighting, a 12.3-inch multimedia display and instrument cluster (both 14.3-inch on higher grades), 64-colour ambient lighting, wireless charging, multi-zone climate control, top-shelf safety and more. Announcing the newcomer, Nissan Americas Senior Vice President, Chief Product and Planning Officer Ponz Pandikuthira said, “We've created a hybrid SUV that delivers an agile and spirited driving experience while adding the benefits of a hybrid powertrain. “The instantaneous torque delivery, with a quiet and efficient powertrain, will redefine what hybrid means in this segment," he said. CarsGuide contacted Nissan Australia for comment on the new Rogue Hybrid’s arrival in the US and when a new fifth-generation X-Trail may come to local showrooms, a spokesperson telling us they “cannot comment on future product planning”.  

Nissan clearly believes the best form of defence is attack, with the company’s global President Ivan Espinosa confirming a new-generation Skyline is locked in for launch in December this year. Speaking with Japanese newspaper Asahi Shimbun, Espinosa said he hoped the new sports sedan would "become a symbol of the renaissance of Nissan", joining a host of other new products from the Japanese maker. Representing the first full model renewal in 13 years, like its ‘V37’ predecessor, the new 14th-generation Skyline will be produced in Nissan’s Tochigi plant, designated as the brand’s advanced production base for sports cars, EVs and people movers. Recent teaser images released by Nissan feature an aggressive two-tier nose treatment and the model’s signature dual circular tail-lights. Initially slated for Japanese domestic market (JDM) consumption only, it’s expected to remain a four-door performance sedan rather than making the jump to an SUV or crossover body style. A roughly 300kW version of the 3.0-litre twin-turbo V6 engine currently used in the Z sports car is widely expected to drive the rear wheels through an auto transmission, with six-speed manual and all-wheel drive options possible. In a not so subtle reference to the rapid ‘China Speed’ development often attributed to emerging competitors, Espinosa said, "The Skyline is an icon of speed as a car and it’s an icon of speed for Nissan because it’s the first new car to run under our accelerated development process.” He said the use of AI (artificial intelligence) has massively reduced the Skyline’s development period from the usual 50 months to around 26 months and added, “This car proves Nissan can not only make good cars, but also develop them with speed." The Skyline was included in Nissan’s long-term strategic vision announcement, held at the company’s Yokohama headquarters in April, along with the new Elgrand people mover (which launched in the Japanese domestic market in July), X-Trail (Rogue), Juke EV and Xterra. Sale of the sub-compact crossover-style Kicks SUV has also been extended into Europe and the new Murano SUV will be exported to Japan from its US production centre in Tennessee. This new and extended product activity sits within the company’s commitment to “streamline its global line-up from 56 to 45 models, exiting low-performing models and reallocating reinvestment to growth areas.” Nissan is aiming to move on from a financial crisis which saw it record massive consecutive annual losses, including a A$7.0 billion net loss for the fiscal year ending March 2025 and a A$4.7 billion net loss for the year ending March 2026. However, it recorded a profit in this year’s most recent April-June quarter thanks in part to cost efficiencies and increased overseas earnings from a weaker yen. And as part of its strategic vision, Nissan is transforming its industrial model through the ‘Nissan Product Family’ strategy. This will move the company’s focus from model‑by‑model optimisation to platform‑led development across three product families accounting for more than 80 per cent of global volume. The three product family groupings are mid-size (think X-Trail), compact family (think Qashqai/Note) and body-on-frame, the latter initially focused on reintroduction of the Xterra SUV in the US market from 2028, with it and “four sibling spinoffs” to be produced at Nissan’s Canton, Mississippi plant by the end of the decade.

Earlier this month, Audi unveiled a retro-inspired small electric vehicle that is a homage to a car that failed a quarter of a century ago. Spectacularly. Chances are the timely and handsome new A2 will succeed where the overpriced and oddly styled original from 2001 could not, but referencing a flop seems risky. It’s like Ford reviving the AU Falcon (though to be fair it is having a moment), or General Motors exhuming Holden with an ode to the ZB Commodore. Or Epica. Which has us thinking: this isn’t the first time that nostalgia, perhaps served with a side plate of delusion, has led to some confounding decisions. Whether they sold or were received poorly, we outline five resurrections that flopped. And if you disagree, let us know why in the comments below. How the millennial Monaro came about requires context. Holden enjoyed two golden eras: the early years, and for half a decade from 1997, after the then-new VT Commodore became a runaway smash hit. And the next year’s Australian International Motor Show in Sydney was pivotal. Codenamed Monica, the 1998 Holden Coupe Concept – essentially a VT with two doors, a slightly more-rakish windscreen and four (lower) seats – stole the show like no other car ever had before or since. At the time, Holden wasn’t even planning to build it. After all, coupe shelf lives are notoriously short. The original HK Monaro of 1968 proved popular initially, but its HQ-HX successors from 1971 struggled. The Coupe Concept utterly overshadowed Ford’s debuting AU Falcon at the Sydney show, made national news and created a buzz that helped bolster the brand. It was nothing short of sensational. Journalists immediately dubbed it Monaro, something Holden was understandably wary of. Despite what some articles today state, the resulting V2 Monaro failed to meet internal sales expectations when it arrived far later than scheduled, in November, 2001. Priced beyond most buyers’ reach from nearly $95,000 adjusted for inflation today, it went on to account for only a fraction of Commodore volume, at 4274 versus 88,478 units, putting it at 47 spot. From there, sales never improved, and the US-market Pontiac GTO export version of 2004 also failed to find a large-enough audience. By then, GM was floundering as the world moved away from sedans and coupes, in favour of SUVs, with the planned next-generation VE Monaro promptly canned, save for the 2008 Coupe 60 Concept to celebrate Holden’s 60 Anniversary. The Datsun 1600 is regarded as one of Japan’s earliest greats. Launched in 1967, it combined elegant styling with European-style chassis sophistication, to create a brilliant little sedan that dominated world rallying as effortlessly as it won over owners’ hearts. However, the larger and heavier 180B and 200B replacements of 1972 and 1976 respectively completely lacked the 1600’s sporty charm. Stung by widespread criticism, Datsun attempted to recreate the magic with the Stanza in 1978. But, built down to a price, it sorely lacked the fun and finesse that endeared so many owners to the old 1600. Critics were ruthless in their reviews. And though relatively popular and successful in motorsport, the Stanza couldn’t replicate the old 1600’s greatness and lasted only a single generation in Australia. By all objective means, any NSX is a masterpiece. Be it the exquisite 1990 NA1 original that became the first mid-engined supercar in history to love you back, or the NC1 tri-electric motor petrol/hybrid AWD successor of 2016 that was a breathtaking technological showcase, the name signifies engineering mastery. However, while neither generation achieved the sales volumes Honda required, the original has enjoyed a glorious afterlife as one of the all-time sports car greats. But the latter? Sadly, the second – or American – NSX remains misunderstood as being too advanced, and not “analogue” enough for drivers to truly connect with. That Honda cancelled it early (except in Japan) has not helped. Maybe the NC1 was just a decade before its time. Still an amazing achievement. One of Japan’s earliest Volkswagen Golf clones, the Pulsar became a beloved small-car staple in Australia over 25 years and six generations from 1980. That was until Nissan was forced to switch to a smaller replacement with awkward styling, ambitious pricing and a silly name. Inevitably, the 2006 Tiida tanked, even as Australians were clamouring towards smaller cars in the wake of soaring fuel prices. This was the era where the Mazda 3 and Toyota Corolla were king, but Nissan missed the party completely. The reason why the Pulsar ended was that it never properly challenged the Golf, so instead Nissan devised the Qashqai crossover, which immediately became a sales phenomenon. Somehow, Nissan Australia convinced a reluctant Japan to allow the redesigned Tiida hatch of 2012 to be rebadged Pulsar, along with the Thai market Sylphy sedan. Hopes were high of a sales revival but neither interloper possessed the required sophistication or appeal to lure local consumers back. Both Pulsar iterations never saw out their model cycle. The rear-engined air-cooled Beetle, which changed comparatively little between 1937 and 2003, remains the world’s best-selling vehicle of all time, at 21.5 million units. In contrast, the Toyota Corolla regenerated 12 times to date for it to find 50 million buyers. The re-imagined New Beetle, released globally in 1997 and 2000 in Australia, based on the versatile Golf IV architecture and built inexpensively in Mexico, sold strongly at first. But demand tapered off markedly as per most fashion statements, especially when BMW’s Mini reset the bar for retro remakes from 2001. However, after nearly 1.2 million units, VW’s third attempt, officially known as the “The Beetle”, struggled from the outset in 2012, despite featuring significantly more sophisticated drivetrains. Gone by 2019, barely 550,000 units were produced worldwide.