Nissan Qashqai vs Subaru Outback

What's the difference?

The facelifted Nissan Qashqai N-Design e-Power is a well-rounded package. It offers comfort, style and decent efficiency. The on-road experience will be the winning factor as it’s sure-footed and easy going to drive. You’ll have the best of both worlds in the city with the hybrid powertrain and small SUV size, which makes this a winner in my books.

Over 30 years and seven generations of Outback in Australia, the latest might just be the best.

It's great to drive, even better to sit in, very easy to live and willing to go further than most equivalent large SUVs at its price point.

The styling is definitely divisive, with purists unhappy that the long, crossover wagon silhouette is now gone, but what we have instead is a family-friendly vehicle that pleases on so many fronts.

We’d go as far as saying the latest Outback might be the most-rounded Subaru currently available, and great value to boot. And the base AWD is all the SUV most people will ever need.

That’s not bad for something this square!

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Qashqai is sharply styled with crisp pleating across the body panels and the N-Design comes with unique 20-inch alloy wheels, sequential turn signals and extra black accents across its body which adds to its sporty road-side presence. Our test model’s Fuji Sunset Red paintwork also adds a bit of spice to the kerb appeal.

The cabin immediately feels high end with the mix of synthetic leather and suede that is scattered liberally across the seats, dashboard and doors. The black headliner makes the cabin feel cosy but it becomes bright and airy when you open it to reveal the panoramic sunroof.

The dashboard features both traditional and modern elements with its buttons and dials and the dual 12.3-inch displays, which will satisfy fans of both.

The design looks great, it's plush and well-built inside. The only drawback is how the synthetic leather on the seat feels as it’s a bit too plasticky for my liking but otherwise, the Qashqai has a lovely cabin that should appeal to a lot of people.

Historically, Subarus have majored on quirky. Kooky even.

Think buggy ‘60s 360, offbeat ‘70s 1400, spacey ‘80s Vortex, futuristic ‘90s SVX, Alfa-esque ‘00s pre-facelift Tribeca, dorky ‘10s Exiga. We’d go as far as saying that, in over 50 years, only a handful of Subarus have looked normal. And they’ve all been boring. The beautiful ones, like the original Impreza and ’03 Liberty, remain stunning.

But quirkifying such an important family car in such a mainstream segment… that's risky. And we’re here for Subaru’s boldness. We just wish the details weren’t so heavy handed.

Longer, larger and wider than any prior version, the 2026 Outback shares its stretched platform architecture fundamentals with the latest Forester. That’s a sound basis. Just Xeroxed up by about 15 per cent. Boxy shape. Deep glass. Wide doors. Form over function. This is designed to make life easier.

What you make of the Wilderness’ visual features, including the dramatic grille mask, SUBARU wording, painted trim surrounds and cladding-on-cladding (behold the Kia Tasman-like squared-off wheel arches if you dare) is down to personal taste. Eyes be damned! But it is so far-removed from the elegant grace of the previous model that some might argue a name change would at least have silenced the critics.

On the other hand, besides fugly being in Subaru’s DNA, a large, lofty SUV is probably truer to the term ‘outback’ than on any elegant and gracefully-silhouetted crossover wagon.

Meanwhile, the polar opposite is true inside. It’s as if the interior designers strove for class and calm, with none of the exterior styling’s visual noise, or shouting in the Wilderness’ case. And there is the luxury of space, vision and scope, further enhancing the Outback’s usefulness. That you can’t see the body, just the beautiful cabin’s detailing, elevates this Subaru. Unlike in the previous model, which was a bit of an aesthetic and functional mess inside.

While the cabin of the Qashqai isn't huge, there's room enough for four adults to be relatively comfortable on a longer trip, providing the adults in the rear seat aren't pushing too far above the six-foot mark.

Access is good for both rows because of the 175mm ground clearance and wide door apertures. There will be absolutely no grunts or groans getting in and out of this model.

Both rows offer comfortable seating with deep seat beds and thick padding. The front passenger seat isn't powered but still offers decent adjustment, including lumbar support, for even a choosy passenger to feel at ease. I particularly like the two-seat memory position on the drivers' side if you regularly share your vehicle with your other half.

Individual storage is about what you'd expect of a small SUV with the front row getting the best of it. The glove box holds more than a manual, the middle console features a separate shelf for smaller items and you get a dedicated phone cradle which also doubles as the wireless charging pad.

There are a total of eight drink holders (four in the front, four in the rear) in the car, a couple of map pockets in the rear and a boot capacity that's as large as it's non-hybrid siblings at 404 litres.

The boot space is practical with a wide and squarish shape, level loading space and powered tailgate. There is a raised cover over some hybrid stuff that sometimes gets in the way and a dicky-looking cargo cover but otherwise the boot is sufficient for the everyday stuff.

Great to see Nissan including a temporary spare wheel in the hybrid Qashqai, rather than the tyre repair kit that's found in many hybrids and electric cars.

Technology is on the simple side as it lacks the ability to customise much in both the multimedia system or digital instrument cluster but everything still feels logical and easy to use. Also the graphics are clear, so there are no complaints from this party.

The built-in satellite navigation pulls through directions to the coloured head-up display and the wireless Apple CarPlay was easy to connect to and maintained a strong connection this week. There is also wireless Android Auto for those users.

Charging options are solid with each row getting two USB-C ports, while the front also gets a wireless charging pad and 12-volt socket. Another 12-volt socket is found in the boot space.

Like all Subarus, Outback boasts an interior of very high-quality craftsmanship, being built beautifully, without rattles or noises or jarring trim.

The difference here is just how pleasingly practical and easy yet attractive this environment is, from the moment that wide-opening door opens and shuts with reassuring solidity.

The horizontal dash layout departs from the Tesla-aping portrait screen domination of the previous generation, banishing the confusing and annoying virtual controls for real, live buttons.

But is it original? The layered presentation is attractive and distinctively Toyota… err Subaru. Yes, it is very much like the bZ4X-based Solterra EV’s look inside.

That’s no bad thing from an ergonomic point of view. The driving position is flawless, the seat/wheel/controls relationship considered and the placement of the climate controls, audio system, armrest and storage just right. We’re also happy to see the instrumentation display incorporate various visual choices, including digital analogue-style dials.

A particular callout goes to the slick and speedy tactility of the brand’s latest touchscreen, as well as the (again suspiciously Toyota-like) interface and graphics layout. It’s all good.

But wait, there’s more. The Outback’s front seats are claimed to be particularly supportive, and after hours in them on and off road, they seem to exceed Subaru’s claims.

If you’re expecting regular mid-sized SUV levels of interior space, be prepared to be impressed, because the Outback’s extra sizing outside seems to be multiplied inside. There’s ample room for long legs, big hats, broad shoulders and buxom hips. It all works so well. This is probably one of the best modern SUV interiors, period. Nothing seems to have been overlooked.

The rear seat is presented to please, too. It can seem a bit drab in the lower-line models, but the same virtues of effortless entry/egress, seat comfort, convenience (including air vents, USB ports, cupholders and armrest placement) apply. We noted the lack of road/tyre noise intrusion at speed, too.

Behind the very sixties Jeep Wagoneer-looking rear is a vast luggage area, complete with a low floor, remote rear-seat folding handles, 12V outlet and quality trim. And that space-saver spare lives underneath.

Subaru seems to have designed this car from the inside out and it shows. A rare 10/10 from us.

Bad news first. Model-for-model, each Outback grade is now up around 10 per cent compared to the preceding, more petite and prettier version.

This means the cheapest of the five grades available, known simply as AWD (for all-wheel drive – this seems almost redundant for a non-BRZ Subaru), now kicks off from $48,990. All prices here are before on-road costs.

This includes a proper off-road mode, climate control, synthetic leather trim, a 12.1-inch multimedia touchscreen, 12.3-inch electronic driver display, wireless Apple CarPlay and Android Auto, a powered tailgate, heated front seats with powered driver’s side, chunky roof rails, 18-inch alloy wheels (with a space-saver spare – thank you, Subaru), nine airbags and comprehensive Advanced Driver Assist Systems (ADAS). Check out the safety section further down for more details.

Notes for the facelift, Subaru: Why can’t the base grade come with cloth, rather than clammy vinyl seats?

Next is the AWD Premium. From $53,490, that’s a reasonable ask given its 360-degree-view monitor, sunroof, heated steering wheel, powered front passenger seat and 12-speaker Harman Kardon audio upgrade.

The $56,990 AWD Touring includes Nappa leather, ventilated front seats, heated outboard rear seats, a wireless charger, active lane change, auto-fold mirrors with self-dipping in reverse (c’mon, this should be standard) and glossier alloys.

From here, we’re in new Wilderness territory. Two grades, AWD Wilderness from $59,690, adding more cladding upon cladding, a turbo engine, electronic dampers, 20mm extra ride height, broader 'X-Mode' off-road functionality, a wireless charger, claimed water-repellent seat trim, different fog lights, black-finish alloys and more.

But, strangely, you lose the sunroof, sat-nav, 360-degree view monitor and premium audio. Subaru demand another $3.0K to restore these in the flagship AWD Wilderness Apex from $62,690.

Still no cloth option, though. We’d like a new base AWD grade with the Wilderness mechanical gear and stance but not the extraneous cladding and visuals, and with coarse fabric upholstery, manual option and steel wheels. Maybe call it Leonie for fun.

Anyway, does new Outback represent value for money? One of its main rivals in the sparsely-populated five-seater large SUV class (most have three rows) is the Mazda CX-60. The AWD slots nicely between the slightly cheaper but very basic four-cylinder RWD Pure yet undercuts the much-sweeter six-cylinder AWD version, so we’d answer that with a yes.

Furthermore, when you tally up all that extra stuff, size and space, today’s out-stretched Outback offers comfortably more over the old model than that modest 10 per cent price hike suggests. That’s a win for buyers.

The flagship N-Design is a hybrid and pairs a 1.5-litre three-cylinder turbo-petrol engine and a single electric motor. Together they produce up to 140kW of power and 330Nm of torque but how they interact is the fun part.

Usually hybrids use both components to drive the wheels but this uses the petrol engine to charge its battery so the electric motor can drive the front wheels. What does this mean? Think of engine as a generator. It translates to a driving experience that leans more towards the EV than internal combustion (ICE), especially around town.

The N-Design e-Power has a single-speed reduction-gear transmission, or an ‘e-CVT’ and it’s a very smooth example.

Don’t worry, Subaru traditionalists. The Outback again offers a pair of horizontally-opposed 'boxer' four-cylinder engines.

The regular Outback versions are powered by a 2.5-litre twin-cam petrol unit making 137kW of power at 5800rpm and 254Nm of torque at 3700rpm.

Choosing the Wilderness switches things up to a 2.4-litre turbo version delivering 194kW at 5600rpm and 382Nm between 2000rpm and 3600rpm.

Both use a continuously variable transmission (CVT) with eight artificial ‘steps’ for a more torque-converter-like experience. Sadly, no manual gearbox is available.

The N-Design e-Power has a claimed combined fuel cycle usage figure of 4.8L/100km, which is slightly higher than its rivals but it does have a larger fuel tank of 55L which means you should get a theoretical driving range of up to 1145km.

After doing a mix of open-road and city driving this week, my real world fuel use has popped out at 6.2L/100km and that’s based on my kilometres travelled and litres filled at the bowser. I’m happy with that result overall because I’ve certainly not been shy with pushing and testing this model out.

Nissan recommends a minimum of 95 RON unleaded petrol to be used but 91 RON is also acceptable.

Where the Outback regresses compared to its predecessor is efficiency.

Despite a modest 50kg weight rise, the substantially boxier shape is probably behind the jump in petrol consumption, rising nearly one litre per 100km compared to before in the Outback, and nearly 2.5L/100km, in the heavier Wilderness.

The combined average consumption figure for the 2.5-litre naturally aspirated engine is 8.1L/100km, for a carbon dioxide emissions rating of 183 grams per kilometre, while the 2.4-litre turbo manages 9.7L/100km and 228g/km.

Filling the 63L tank, expect an average range of about 777km in the former and just 648km in the latter. Surely, the coming hybrid version can’t arrive soon enough for some buyers.

At least both engines can drink from the standard 91 RON petrol bowser.

So much for the theory. Out in the real world, over a solid day's testing on- and off-road, we found there was a difference of about 1.5L/100km between the regular Outback and the Wilderness.

Driving the flagship grade feels the same as sliding a hot knife through butter - smooth and effortless. The steering has been direct for everything I’ve thrown at it - a winding coast road, quick city lane changes and navigating small car parks.

The N-Design handles happily on the open road and the city. Around town it stays primarily in EV mode with small interjections from the engine when you accelerate quickly. The switch between the two can deliver a loud burring sound but it’s otherwise quiet.

The only time it gets a little loud inside is at higher speeds and you’ll notice some tyre noise but it’s not enough to warrant raising your voice to chat. Ride comfort is up there with the best and despite a firm-feeling suspension, it doesn’t translate to a stiff ride.

The visibility is good from my driving position and power is delivered promptly, making this feel sure footed and capable. There is a tendency to over-rev at higher speeds but it doesn’t feel underpowered.

Parking the Qashqai is a simple affair because of the clear quality 360-degree camera system, as well as the front and rear parking sensors. You can fit it anywhere and it has a tight 11.1m turning circle, which makes it a friend in the city.

Confession time. The way the previous Outback drove was profoundly disappointing. The steering felt numb, the ride was too stiff and the car seemed wilfully dull, even in the turbo version.

The contemporary Forester ran rings around it for driving pleasure and refinement.

But Outback number seven is completely different and maybe the best-driving non-WRX Subaru right now.

From the moment you climb on board this vast SUV from Japan, everything feels right – from the driving position and relationship with the controls, to the sumptuously comfy seats and commanding vision all around the vehicle. That’s a promising start.

Push the ignition and press the accelerator down, and the regular Outback 2.5 quietly, gently and smoothly moves off the line. With modest power outputs and a CVT, you might expect it to also sound revvy and droney, but instead the acceleration is strong and throttle responses determined.

We drove this for hundreds of kilometres and never found the performance lacking, even with three adults and their luggage on board, over hilly and even mountainous terrain. Yes, it is possible to have the CVT whining at higher revs, but not within normal driving scenarios. And the quietness and lack of road noise is terrific.

Moving to the Wilderness and its 2.4-litre turbo powertrain, the same applies, except of course mid-range response is significantly faster and with a slicker, more refined delivery. Press and squirt, this is deceptively quick, because the car does a great job in masking the noises and vibrations that working an SUV hard often elicit.

We only wish there was a manual option. With steel wheels, cloth seats and without the Wilderness' add-on gargoyles.

Now, it also seems that Subaru listened and learned from previous criticisms like ours, because the Outback’s newly-redesigned steering is a delight, with a natural, fluent sweetness and ease that’s combined with a pleasing connection with the driver.

The result is balanced, controlled and enjoyable handling, backed up by reassuringly stable road holding. We drove through a sudden, heavy thunderstorm near Bathurst on the first, hot summer afternoon’s test session, and found the Outback to feel impervious through such slippery conditions.

And this all largely applies to the Wilderness as well, though its 20mm-higher ground clearance (to 240mm) makes it feel a little less composed than the glued-down regular model. Both feature a stiffened body and multi-link rear suspension, by the way.

More progress has been made in the Subaru’s ride quality. Gone is the hard suspension feel, for a far-less firm set-up, providing a comfortable and queasy-free ride. Even in the loftier Wilderness. This is the model’s greatest advance over its predecessor and we’re extremely happy with the outcome.

Finally, other than the at-times over-eager driver-attention monitor, the ADAS tech provides subtle, nuanced back-up, with quiet lane-keep intervention, a measured adaptive cruise-control functionality and no jarring buzzes and warnings.

We also enjoyed a session taking both grades off road, to show off their 4WD prowess. The clearances are ample, the hill-descent tech effective and the ability to scramble over wet rocks impressive. The Wilderness especially may even live up to its name!

This is a difficult SUV to fault. The Outback’s breadth of capability on and off the beaten track give it an unusually wide bandwidth for what is a monocoque bodied family convenience. That there is so much sophistication and fun to be had as well make this so much better to drive and live with than the disappointing old version.

We can’t wait to get to know the latest Subaru better on more familiar roads.

There is no ANCAP crash-test rating at the time of publishing, but anything less than the full five stars will come as a scandalous shock from Subaru.

The Outback’s aforementioned ADAS tech runs to AEB front and rear, rear cross-traffic alert, blind-spot monitoring, emergency lane-keep assist, lane-departure warning/prevention, a pre-collision braking system, adaptive cruise control with full stop/go functionality across all grades. Also present are traffic-sign recognition and new acceleration override tech to help prevent collision. Nine airbags are fitted, while a front-centre airbag is new to the series.

No AEB performance parameter information has been released as yet for Australian models.

Finally, there are two outboard rear-seat ISOFIX child restraint points and two top tethers available.

The Qashqai is covered by Nissans new 10-year/300,000km warranty which is class leading but you have to service on time and with a Nissan service centre, otherwise it’s the standard five-year/unlimited kilometre warranty. On those same terms, you also get auto-renewal on every service for roadside assistance.

There is a five-year capped-price servicing program which costs a flat $1995 and is competitive for the class, while servicing intervals are every 12 months or 10,000km, whichever occurs first.

Subaru offers a five-year/unlimited kilometre warranty, and that also comes with 12 months of roadside assistance.

Now, that's pretty average nowadays, so nothing special, particularly when other SUV companies like Mitsubishi, Nissan and MG offer conditional 10-year warranties.

Service intervals are at 12 months or 15,000km for both engines. There is a capped-price servicing offer covering this timeframe. They are currently listed at approximately $350, $530, $405, $705 and $370 for an average of $472 per workshop visit.

There are 128 dealers or authorised Subaru service centres across Australia as of January 1, 2026.