Nissan Qashqai VS Toyota C-HR
- Impressive rear legroom
- Big boot
- Good to drive
- A bit pricey
- Acceleration feels sluggish
- Small display screen
- Fantastic looks
- Beautifully built
- Lovely to drive
- Slow CVT
- Silly rear doorhandles
- Dodgy touchscreen
It’s lucky cars aren’t as bad as the names they’re given because the Qashqai would be a shocker. Fortunately, the Qashqai is a good small SUV and this latest update has made it even better... and safer.
So, what’s so new about the 2020 Qashqai? What’s good about it and what could still be improved. Finally, there’s something else you should know, and it might make you want to wait longer before you do buy a Qashqai.
|Fuel Type||Regular Unleaded Petrol|
You can almost trace Toyota's renaissance back to a single day – the day the C-HR was revealed to the world as a production car. The company could have gotten away with jacking up a Yaris and calling it a compact SUV, but instead they went all out with a bolt-from-the-blue looker with some really interesting styling ideas inside and out.
I mean, yes, they have now jacked-up a Yaris and called it an SUV, but the C-HR was first and it's cooler, even despite the name meaning Coupe – High Rider. Absolute cringe-fest that, but one of the very few missteps in this changing of the guard for the Japanese giant.
Rolling on Toyota's excellent TNGA platform, the C-HR has settled nicely into its role as one of the bravest Toyotas in years (sold here in Australia, anyway). But with the arrival of the Yaris and Yaris Cross, it was time for a little tweak to the range.
|Engine Type||1.2L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Qashqai is one of Nissan’s best SUVs for the space it offers in such a small package. A good driving experience is short of being great thanks to the CVT auto, and the value could be better.
Now, here’s a spanner in the works for you. A new generation Qashqai isn’t far away, it’s probably about 12 months off and it will have a new look inside and out, have the latest technology, plus we’ll almost certainly see a hybrid version.
If you can hold on, do it, because what’s likely to be an even better Qashqai should be worth the wait. But if you are in market right now, the ST+ is definitely the pick of the bunch. The update has seen it pick up an excellent array of advanced safety equipment.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
The two-tier C-HR range doesn't have a duffer in it and the great thing about it is that the base model is so good the temptation to spend up on the Koba is limited to cosmetic things (with one exception...). The GXL has lots of good safety gear and the only tangible missing thing is the Koba's reverse AEB and hybrid option. The hybrid uses half the petrol, so is worth considering as well as for the extra punch.
I find myself suggesting the C-HR without reservation to people I would never have recommended a Toyota to in the past – it's good value, beautifully-built and designed, great to drive and remarkably cheap to own and run.
Another strength of the Qashqai is its good looks – tough, yet pretty, with a rounded snub nose and muscular rear haunches.
No changes to the styling for this 2020 update inside or out, which is a shame because the cabin is beginning to date with the small screen and dash design. Still the interior is stylish with well laid out controls.
As you’d expect, the Ti’s interior is the plushest, with quilted leather seats and the huge sunroof, but even the entry grade ST with the leather clad steering wheel has a premium feel.
How big is the Qashqai? It’s a big-small SUV in that at 4394mm end-to-end it’s 10cm longer than a Honda HR-V and about 2.0cm longer that a Kia Seltos, but about the same width and height as both at 1806mm across and 1595mm tall.
All Qashqai’s come standard with alloy wheels, so no hubcaps here like you’ll see on the entry-grade Seltos.
Telling each Qashqai grade apart is easy once you know the ST doesn’t have foglights, while the ST+ does but doesn’t get the roof rails you’ll see on the ST-L or its 18-inch alloys. The TI can be spotted in the wild by its big 19-inch rims and the sunroof. See? Easy… sort of.
There are seven colours to choose from including 'Magnetic Red' and 'Pearl Black', but only the 'Vivid Blue' (the colour of my car in the video) is the only no-cost hue. The other premium paint colours are $595.
The C-HR still looks box-fresh three years after its launch. I still have to remind people that it's a Toyota, it's so much more interesting than anything the brand has built for a long time. Show them a Supra and they have to be helped back to their feet. The big bluff front end with the huge headlights still cuts through the visual noise on the road. I still don't like the weird, clunky doorhandles on the rear doors which are ungainly and impractical, sited quite high for small children. The rear view is as polarising as ever, but I fall on the "yes, well done," side of the ledger.
The cabin is also virtually unchanged, which is the right thing to do because it really is very cool. It's a tad colourless like so many cabins these days, but with a consistent, coherent design philosophy, right down to the neat imprint in the headlining of the ovoid shape that dominates the interior design theme. The C-HR was one of the first cars to go without those big clunky rocker switches so beloved of Toyota for so long and it all feels really good.
Space and usability are two of the Qashqai’s strengths. For an SUV that is only 4.4m long, and for me at 191cm tall to be able to sit behind my driving position with room to spare is excellent. Headroom back there is good, too, even in the Ti which has a sunroof which eats into the ceiling.
Cabin storage up front is pretty darn good with a large and deep centre console bin, big door pockets and two cup holders; while the rear seats have door bottle holders and a tray in the rear of the front console. The ST-L and Ti come with a fold-down centre armrest in the back with two cupholders.
The 430L boot is one of the largest in the class (Seltos has a 433L cargo capacity). There’s also another large storage level under the boot floor in the Ti.
Getting in and out of the Qashqai is helped by a raised ride height and large doors that open wide.
Up front, a long, narrow bin is a good place for your bits and pieces while the two separate cupholders and bottle holders in the doors will free up your hands and knees from holding the beverages. The rear cupholders are in the doors because there isn't an armrest but also means there are no bottle holders.
The C-HR is surprisingly roomy in the back but it's also gloomy as the glass sweeps up to meet the roof. Legroom is not bad for me at 180cm when seated behind where I drive and the seat itself is comfortable. The front seats are excellent and look good even in the base model.
You can store 377 litres in the boot with the seats up and 1112 litres with them down, which is competitive if not outstanding in the segment.
You also have three top-tether anchors and two ISOFIX points for the very young folk.
Price and features
The entry-point into the Qashqai range is now $27,990 (an increase of $500 over the previous car) and that will get you into the ST with a manual gearbox, while the auto (CVT) is $29,990.
That ST is the only grade which comes with a manual, the rest are all autos with the ST+ listing for $31,990, then the ST-L for $34,000 and at the top-of-the-range is the Ti for $38,490.
A limited-edition N-Sport version sits between the ST-L and Ti and lists for $35,000, but there are only 600 being made.
As for what’s new, that’s simple – Apple CarPlay and Android Auto compatibility is now standard across the range. The ST+ also now has rain sensing wipers and auto headlights. The rest of the new features are safety items which we’ll cover in that section below.
Along with the Apple CarPlay and Android Auto, standard features on the ST include a 7.0-inch screen with rear view camera, front and rear parking sensors, six-speaker stereo, cruise control, cloth seats, push-button start, LED running lights, halogen headlights and 17-inch alloy wheels.
Step up to the ST+ and you’ll gain all the ST’s features plus sat nav, privacy glass, fog lights, and power- folding heated wing mirrors.
The ST-L has all of this, but adds leather and cloth seats, heated front seats, roof rails, and 18-inch alloy wheels.
At the top-of-the-range is the Ti and this grade unlocks more features on top of the ST-L’s including 19-inch alloys, adaptive LED headlights, panoramic sunroof, dual-zone climate control, power adjustable driver and front passenger seat, adaptive cruise control, and leather seats.
The 2020 update also saw a special edition N Sport Qashqai released for a list price of $35,000. The N Sport has all the ST-L's features and adds 19-inch alloys, body-coloured front and rear bumpers with a matt silver trim, side skirts, body-coloured wheelarches, silver mirror caps, black headliner and an N-Sport badge to make sure everybody knows.
Is it good value? Well you can get into an entry-grade Kia Seltos with all the advanced safety features in the Ti for $25,990 drive-away. A Honda HR-V is also more affordable with a start price of $24,990.
I’m afraid the answer to that initial question then is, no. The Qashqai is not good value in comparison to the Seltos or Honda HR-V.
For some reason, Toyota thought the model designation "GXL" would fit the C-HR despite being far more at home on a Land Cruiser, which is a car with a very 1980s vibe versus the C-HR's 21st century zeitgeist feel. The main changes for the 2021 model year are added to the safety column, but GXL buyers pick up keyless entry and start.
Apart from that, things are more or less as they were before – you can still choose from 2WD ($30,915 plus on-roads) or AWD ($32,915). Remembering, of course, that this is the entry-level machine that used to be known as plain old C-HR and is now about $750 more than the MY20. The manual version is long gone, if you're wondering.
You get 17-inch alloys, a six-speaker stereo, dual-zone climate control, reversing camera, active cruise control, sat nav, auto LED headlights, auto wipers, front and rear parking sensors, auto high beam, folding heated electric mirrors, power windows and a space-saver spare.
Toyota hasn't taken the opportunity to again improve the touchscreen, which went up to 8.0-inches last year along with a big improvement in the media system software. It still looks washed-out and stretched but does have Apple CarPlay and Android Auto. The hardware really needs to be higher-resolution and the system itself really doesn't reflect Toyota's might in the industry. Better than it used to be, though and, with smartphone integration, less of a problem.
Engine & trans
All Qashqais have the same engine – it’s a 2.0-litre four-cylinder petrol which makes a reasonable 106kW of power and 200Nm of torque.
As I mentioned in the driving section the engine isn’t at all gutless, I’ve driven SUVs and cars with the same torque and less power with better acceleration. It’s the continuously variable transmission (CVT) in the Qashqai which causes the lackluster acceleration.
You’ll notice this lack of oomph particularly on hills and when you need to overtake. Some carmakers are now producing CVTs which do provide better acceleration, but Nissan’s isn’t one of them.
On the plus side CVTs are good for fuel economy, which is what we’re about to discuss.
The GXL is powered by the a 1.2-litre turbo four-cylinder petrol engine with just 85kW and 185Nm available to drag the 1440kg 2WD GXL around (heavier if it's AWD). Power goes through either the front or all four wheels via continuously variable transmission (CVT).
Nissan says the Qashqai with its four-cylinder petrol engine and CVT auto will use 6.9L/100km over a combination of open and urban roads. That’s pretty good and better than the ST with its manual gearbox which officially does a best of 7.7L/100km.
Toyota claims a 5.7L/100km official combined cycle figure of 6.6L/100km and requires premium unleaded to run at its best. In my week with the car which was mostly suburban running with a little freeway dalliance returned an indicated 8.3L/100km. That's not a terrible distance away from the combined cycle and given I work C-HRs hard when I have them, that's not bad.
Here’s why. The ride is comfortable and composed, the steering is accurate and has good feel to it and the handling (for a small affordable SUV) is great.
You’ll like the extra security the height gives you along with the good visibility, and you’ll like the size in terms of ease of parking, too.
What you might notice is that acceleration feels a bit disappointing and you might think the engine is ‘gutless’ for want of a better word. It’s not the engine, it’s something else. Read on to find out.
All Qashqais are front-wheel drive, but a decent 188mm ground clearance means they’ll handle gravel roads without fear of damaging the underside.
The launch of this updated version had us driving on about 50km of gravel and dirt roads, and sure, if the Qashqai had all-wheel drive it would have kept the car from sliding around on the loose rocky surface a bit, but we had no problems with clearance.
The Qashqai's braked towing capacity is 1200kg.
The only real complaint I have about the C-HR is the drivetrain. There's not anything wrong with it – far from it – it's just that everything else in the class has more power and torque and which helps haul their weight along – the C-HR's is considerable at more than 1400kg. My long-term loan Suzuki Vitara Turbo weighs 300kg less and has a stack more power and torque for about the same money.
Added to that, the C-HR's economy-focussed continuously variable transmission (my second least favourite transmission after "community") means progress is fairly leisurely and can get a bit loud when you put your foot down.
Which I do a fair bit. While the 1.2-litre engine is a really nice piece of technology and still unusual for a Toyota – it just doesn't have the horses and twist to pull the C-HR along as quickly as even Hyundai's 2.0-litre naturally-aspirated engine in the Kona, or the CVT-equipped Seltos. But that's okay – it's not a criticism, it's not like it's dangerously slow, it's just slower than most of its rivals and feels it. The Hybrid, which can only be specced with front-wheel drive and the Koba spec, is a little more peppy and the electric motor covers up some of the CVT's lax approach to acceleration.
It's also mildly frustrating because, hot damn, the chassis under the C-HR is really good. I'm going to mention TNGA again because it's such a good platform and I haven't driven a TNGA-based car that I didn't like. It's more than that, obviously – Toyota's engineers have built a driving experience around it that encourages yobbos like me to enjoy the way it corners while your passenger will enjoy the ride, which is excellent on all but the worst surfaces.
The C-HR is also pretty keen when it comes to cornering, with a nice progressive steering feel and weight. It's not particularly chatty, but again, it's a lot of fun and more fun than a few of its rivals. The roundabout raceway is a good laugh in this car.
The lack of go does come back to you on single carriageways when you want to overtake. While the C-HR cruises quietly and comfortably, a floored throttle for an overtake produces rather more bark than bite, so you'll find yourself settling comfortably behind whatever is slowing you down until you've got a long line of sight. Given the C-HR's likely citybound life, this is probably not going to be a big problem. If it is, again, the hybrid has a bit more go.
The Qashqai was awarded the maximum five-star ANCAP rating when it was tested in 2017.
The ST+ has come out well in this update, not only did it score Apple CarPlay and Android Auto, but the amount of standard advanced safety equipment increased, including blind spot warning and rear cross-traffic alert.
While all Qashqais come with AEB as standard the top-of-the-range Ti ALSO picked up AEB with pedestrian detection in the update.
Forward collision warning and lane departure warning ARE also standard on all Qashqais.
For child seats you’ll find two ISOFIX points and three top tether anchor mounts.
A space saver spare wheel in under the boot floor.
The extra $700 or so over the MY19 C-HR has mostly gone into safety.
On board the GXL are seven airbags (including a driver's knee airbag), ABS, stability and traction controls, blind spot monitoring, high- and low-speed AEB with pedestrian detection (day and night) and cyclists (day only), forward collision warning, trailer sway control, lane departure warning, lane keep assist, lane trace assist (this keeps the car in the centre of the lane with gentle steering help), speed sign recognition (which can also change the cruise control speed if you want it to) and reverse cross traffic alert.
Added to that impressive lot is the intersection assist function, which warns you something is coming from the left or right at an intersection that you may not otherwise have clocked. That might seems a bit silly for the C-HR's stubby bonnet, but when your street is parked out and you can't see either way, it's extremely useful.
The Qashqai is covered by Nissan’s five-year,/unlimited-kilometre warranty.
Servicing is recommended annually or every 10,000km and is capped at $226 for the first service, $309 for the second, $236 for the third, $435 for the fourth and $245 for the fifth.
Toyota offers a five-year/unlimited kilometre warranty along with a further two years on the drivetrain if you service with Toyota.
Servicing with Toyota seems eminently sensible because for the first four years or four services (intervals are set at 12 months/15,000km) you won't pay more than $200 per service, which is a dead-set bargain.