Nissan X-TRAIL vs Audi S3

What's the difference?

For its silver anniversary, the X-Trail in e-Power guise remains better than ever. And the flagship Ti-L makes a convincing, value-packed, well-equipped and enjoyable to drive luxury medium SUV alternative for the family. Its only glaring fault is the omission of a full-sized spare wheel.

But other than that, given the Nissan’s warranty, reputation and the fact that it's still so functional, economical, gutsy and easy to live with, the e-Power remains one of our favourite mid-size SUVs. Our choice would be the Ti, though, chiefly because of its comfier 19-inch wheels.

The updated Audi S3 Sportback is a fun-sized dynamo with impressive outputs and athletic road manners. It’s missing a few premium features, but its compact size paired with a gutsy engine makes it a compelling option for drivers who don’t want to compromise on performance (just space).

For its 2026 facelift, the T33 X-Trail Series II gains a fussy new grille design, different LED lighting elements, reprofiled bumpers front and rear, new colours and restyled alloy wheels.

But, essentially, it looks very similar to the previous model that was released locally back in 2022. Meaning this is a good-looking machine.

Proportionally, as with all previous iterations, today’s X-Trail blurs the fine line between SUV and crossover-wagon in silhouette – much more so than the latest Subaru Outback (that’s classed in the category above) manages.

Dimensionally, it’s bang in the middle of its class: 4690mm long, 2065mm wide (mirrors out) and 1725mm tall with a 2705mm wheelbase. Note, the e-Power rides lower, with 187mm instead of 205mm of ground clearance.

Stepping inside, the X-Trail’s interior presentation is conservative and perhaps dated to some eyes, with its separate central touchscreen and instrumentation displays. But, precisely because of this, it is neither compromised nor frustrating to understand or operate, like the worst of the inexplicably minimalistic single-screen applications beloved by most Chinese brands today. Physical buttons abound. This Nissan is for everyday people and the cabin design reflects this.

The S3 Sportback may be a small car, but its S design features, like the stylised blackout grille, matrix LED headlights, and 19-inch alloys with red brake calipers, give it a distinctly athletic and fun-loving vibe. It’s compact, but definitely not diminutive and carries serious road presence. It’s hot hatch meets fun-size.

Inside, the S3 looks fabulous. Integrated ambient lighting, a sharp dashboard treatment and a driver-focused cockpit all lend it a premium feel.

The front seats look properly sporty with their integrated headrests, and the quilted Nappa leather upholstery feels great, especially with the eye-catching red contrast stitching.

As for technology, it’s as high-end as you’d expect with a 10.1-inch touchscreen multimedia display and 12.3-inch digital instrument cluster taking centre stage.

The only drawback? No sunroof. Combined with the black headliner and compact cabin, it can feel a little gloomy at times. Still, it’s a cabin you’ll enjoy spending time in.

Large and rectangular, the X-Trail is sized and packaged to be used. Nowhere is this more obvious than using the wide doors, with the rear pair opening at almost a 90-degree angle to facilitate entry/egress.

Climb inside, and – as with all three previous-gen versions – there is an abundance of space for heads, legs and shoulders. Occupants sit up fairly high, with easy views afforded by a big windscreen and deep side windows.

Except that Nissan now uses much-better looking and feeling plastics than back then. Nobody is going to mistake the Ti-L for a Lexus, but quality and finish is beyond reproach. No squeaks or rattles to report here.

Aided by a fine driving position, the dash is pleasant to look at and simple to use. A new steering wheel, up-spec digital graphics and updated camera views help keep things relatively fresh.

Yet it is the basics that make this interface so sound. Clear and obvious switchgear for the very effective climate controls (and other vehicle functions) that feel good to the touch, logical menus within the responsive touchscreen, an enjoyably strong audio experience, wireless Apple CarPlay that never dropped out and a sense of no-nonsense solidity. Nissan’s been making cars for almost a century and it’s in the little things that show up big time here.

Likewise, 700km-plus in the front seats over a variety of road conditions reveal appreciable comfort and support. Factor in plentiful storage and sufficient all-round vision, and the X-Trail’s interior is difficult to criticise unless you’re nit-picking. A fiddly gear lever and a one-pedal braking button that’s a bit of a stretch for the driver are about it.

The back-seat area is as fine as we’ve experienced in any mid-sized SUV rival, with the Nissan dutifully ticking all the required spec boxes: USB ports, rear-facing air vents, cupholders within a 40/20/40-folding, sliding and reclining backrests and – in this Ti-L – separate climate control access. And don’t forget how usefully huge those rear doors are.

Further back, the X-Trail’s wagon-esque shape comes into play with a long, wide and flat load area, measuring in at 575 litres VDA (10L fewer than the petrol versions), extending to 1298L in two-seater mode.

But there are two points of contention.

Firstly, given the length of the load area, there are no remote-release handles for the backrests, so the user must use the side doors to lower them. This is an annoyance.

Secondly, and this is more serious, is the lack of spare wheel, period, in the e-Power models like ours. The space is taken up by some of the hybrid tech, resulting in a tyre repair kit instead. Regular readers will know our disdain for such compromises, as these cannot patch up larger punctures, ruin the tyre in smaller ones and are costly to replace. It’s such a rubbish solution.

Our advice is to seek an aftermarket space-saver wheel and jack kit, which do not cost much more than replacing just one ruined tyre and spent repair kit. When will this foolishness end? If Toyota can manage a spare in their RAV4 hybrid, others can as well.

A sour note to finish on an otherwise noteworthy interior experience.

Like most hatches, the front row enjoys the most space. While it’s cosy, it never feels cramped. The seats are firm yet comfortable, thanks to their adjustability and expandable under-thigh supports. Access is fairly easy with wide door apertures, though the low seating position might earn a few grunts, especially from taller folks.

Storage up front is well sorted, with a glove box, a small centre console, a dedicated phone cradle and a couple of cup and bottle holders. It’s about what you'd expect for a car this size, but it's enough to keep things tidy.

There are plenty of charging options, with two USB-C ports in each row and a wireless charging pad up front.

The multimedia system is intuitive and easy to use. The touchscreen is responsive, and wireless Apple CarPlay connected without fuss and stayed connected all week. Wireless Android Auto is available, too.

Built-in sat nav is clear, and I love the way directions pull through to the digital instrument panel. The Sonos sound system? Pretty darn good. My son and I had more than one mini-concert on the school run.

As for the rear row, it definitely reminds you this is a small car. At 168cm, I found it on the cramped side of cosy and my husband just laughed when I asked him to try it! The wheel arch also cuts into the door aperture, making access a little awkward. Best to think of it as occasional adult seating. But given the size, that’s no surprise.

Amenities in the back are decent with a couple of map pockets, cup and bottle holders, as well as a fold-down armrest, those USB ports and rear temperature control (but curiously, no fan control). The seats are comfortable enough, but space is limited. Realistically, it’s best suited for two passengers, not three.

Boot space is quite practical. The wide opening and manageable load lip height make it easy to slide items in and out. It offers 325L of space, less than its key rivals, but expands to 1145L with the rear seats folded flat. The handy 40/20/40 split also adds versatility. Under the boot floor, you’ll find a tyre repair kit.

The A3 Sportback comes in three trim levels, with the S3 technically sitting in the middle, just below the performance-focused RS 3. It's priced from $78,800, before on-road costs, and it shares the same platform and underpinnings as the Volkswagen Golf R. Surprisingly, our test vehicle isn’t significantly more expensive than its Golf R rival which comes in at $70,990 MSRP.

That makes it a more affordable option when compared to premium rivals like the BMW M135 xDrive which starts at $83,600 MSRP and the Mercedes-AMG A35 which comes in at $89,700 MSRP.

The update sees engine outputs improve with it gaining 17kW and 20Nm of torque, resulting in a total of 245kW and 420Nm.

Feature highlights include 19-inch alloy wheels, red brake calipers, electrically-adjustable and heated front seats (with expandable under-thigh support), rear privacy glass, quilted Nappa leather upholstery and 'S Sport' suspension with damper control which lowers the ride height lowered by 15mm.

The updated technology is well-rounded and now comes with wireless Apple CarPlay and Android Auto. There's also three-zone climate control, a 10.1-inch touchscreen multimedia display, a 12.3-inch digital instrument cluster, digital radio, four USB-C ports, a wireless charging pad, built-in satellite navigation and a 15-speaker Sonos 3D sound system.

Still, despite its premium hot hatch status, this grade skips a few luxury touches. Ventilated front seats, a heated steering wheel, heated rear outboard seats and a sunroof are all missing. The BMW M135 xDrive, notably, includes all of these as standard.

Even the powered tailgate with kick-functionality is an optional extra here, adding $660 to the price. At this level that should be standard.

The X-Trail e-Power system is not a traditional hybrid set-up.

Instead of having an electric motor(s) and small battery assist an internal combustion engine (ICE) that does the driving (as per a Toyota hybrid), this one’s the other-way round: an ICE solely charging a larger battery that feeds an electric motor(s) that powers the driven wheels. No plugging in required. This is the essence of an EREV. The Holden Volt famously relied on such a system nearly 15 years ago.

In the X-Trail e-Power’s case, a 1.5-litre, three-cylinder, turbo-petrol engine making 106kW of power and 250Nm of torque is mated to a 2.1kWh battery, inverter and an electric motor on each axle (front: 150kW/330Nm - rear: 100kW/195Nm), for a combined 157kW and 525Nm, distributed to all four wheels.

That’s a lot more than the 135kW and 244Nm that the regular 2.5-litre four-cylinder petrol engine and CVT set-up can muster.

The S3 Sportback wears the quattro badge proudly, meaning it’s all-wheel drive and it pairs a tweaked seven-speed automatic transmission with a 2.0-litre turbocharged, four-cylinder petrol engine.

This update brings a bump in performance over the previous model, including the addition of a rear torque splitter. Power is now up to a gutsy 245kW and 420Nm of torque, launching the S3 from 0 - 100km/h in just 4.7 seconds. That’s proper hot hatch territory.

Requiring 95 RON premium unleaded petrol, the e-Power drinks from the more-expensive bowser. It also comes with a capless filler, saving clean hands from handling dirty caps. How European of this Japanese SUV!

Nissan reckons the e-Power averages 6.1 litres per 100 kilometres, which translates to 139 grams/km of carbon dioxide emissions. The Urban rating is just 6.4L/100km and Extra Urban returns 6.0L/100km.

In contrast, the petrol CVT AWD’s corresponding numbers are 7.8L, 10L and 6.5L, respectively.

Out in the real world, over 700km of at-times very demanding driving, we managed a tad under 6.9L/100km – which is what the trip computer also calculated – while, driven more frugally – it dropped to under 5.5L/100km.

That’s impressive stuff, meaning you can expect around 800km between refills even if you don’t care about fuel economy, and over 1000km if you do.

The S3 Sportback has an official combined fuel consumption figure of 7.9L/100km and a 55-litre fuel tank, giving it a theoretical driving range of up to 696km.

Its key rivals hover around similar numbers, so it's right on the mark for the segment. After a mix of long-distance drives and my usual urban errands, my real-world figure came in at 8.0L/100km - very close to the claim, which I’m pretty happy with.

So, what's the X-Trail e-Power like?

Well, as it turns out, it marries really well with the Ti-L flagship, because it is a smooth, refined and sophisticated powertrain experience.

It's an EV first, and even though the petrol engine fires up and charges the battery regularly, pausing the electric dream for a few moments, it isn't noisy or buzzy, blending in with the general road, tyre and wind noise at speed. The ICE’s intervention is seamless, though it does rev away at a pre-set constant speed. That varies according to load and conditions, at between 2400rpm and 4800rpm.

That’s the theory. In practice, the X-Trail e-Power’s performance is one of its greatest attributes.

As with all good EVs, this one’s silky smooth and quiet as it zips away from standstill, whooshing forward with a determined, even lively, attitude. Turn the (cumbersome) driver selector to 'Sport' mode and the throttle response reacts accordingly, for rapid point-to-point performance. Give the 1900kg Nissan it’s head on a long empty road, and this thing can be downright fast. Hauling around 83kW per tonne, we recorded a 0-100km/h sprint time of seven seconds flat.

And here’s the thing. When the battery starts running low, there’s no shortfall in performance as you find in many PHEVs that feel neutered at this point, since the peaky little engine is feeding electricity back into the battery that drives the motors. It’s all so effortless.

Speaking of recharging, a single-pedal function provides a noticeable amount of braking off-throttle, collecting that otherwise wasted energy back into the system. It won’t bring the car to a full stop, though, and is not adjustable as per many rivals’ paddle-shifter-actuated systems. Maybe a suggestion for the next-gen model.

Underneath is a Renault/Nissan/Mitsubishi Alliance platform, complete with struts up front and a multi-link rear suspension set-up, imbuing the X-Trail with a solid, dynamic European flavour. The steering is light yet nicely weighted, for a sense of connection and balance.

It isn’t quite as agile through fast corners as, say, a Mazda equivalent might be, as the e-Power is a bit too top-heavy to be considered sporty and athletic, but there’s control and grip for days. No doubt the Ti-L’s 20-inch Michelin Primacy tyres help here. And, at highway speeds in teeming rain, the AWD grip feels reassuring.

Speaking of big wheels, the ride is surprisingly okay. Firm but never unyielding or crashy over bumps, the electrified Nissan is comfortable enough. The Ti e-Power’s smaller 19-inch rubber reveals a more supple and isolated ride experience, and without any dynamic degradation, so that’s what we’d choose. And they’d be less prone to occasional tyre drone to boot.

Finally, there’s the X-Trail’s overall suitability to Australian roads from an ADAS point of view. Working away in the background, the Ti-L’s driver-assist tech does not bombard you with unsolicited buzzes or sudden jolts of the wheel. Once, the auto emergency braking (AEB) did gently activate at speed through a heavily-trafficked curve, and the lane-departure light regularly blinks discreetly away, but never to a bothersome, distracting degree. And meanwhile, some Chinese companies question the need for Australian road tuning. Fail.

Overall, then, the latest X-Trail e-Power remains enjoyable and even enriching vehicle to live with, being both a mainstream family car and grand touring SUV. In this context, the sub-$60K pricing seems like a bargain. This Nissan deserves to sell better.

The S3 Sportback sounds as mean as it looks, and it delivers on that promise with effortless grunt. Acceleration is immediate, with plenty of power on tap when you need it. It’s just fun all around.

The lowered sports suspension and wide tyres do bring some extra noise into the cabin, even at lower speeds. You might find yourself repeating things to rear passengers now and then, but it never feels overwhelming.

Steering and suspension are on the firmer side, so yes, you’ll feel the bumps but the payoff is sharp, responsive handling. Quick lane changes and winding coastal roads are where this car shines.

Visibility is about what you’d expect from a low-slung hot hatch. The pillars don’t obstruct the view, but sitting beside a towering SUV at the lights can make you feel a bit... compact.

Cornering is a strong suit, thanks to the car’s wide stance and AWD system. It feels confidently planted in most conditions. That said, I noticed the occasional wobble through the rear frame on rough sections in heavy rain.

Its compact size makes parking a breeze, especially with the help of multiple sensors. The reversing camera is crisp, but at this price point, the lack of a 360-degree camera view feels like a missed opportunity.

The S3 isn’t covered by its 2WD sibling's maximum five-star ANCAP safety rating but it is well-equipped with safety features all the same.

Safety equipment includes blind-spot monitoring, side exit assist, rear cross-traffic alert, lane departure alert, lane keeping aid, park assist, reversing camera, front/rear parking sensors, forward collision warning, autonomous emergency braking and adaptive cruise control with stop and go function. 

It also has six airbags but misses out on a front centre airbag. None of the driver assist systems are intrusive to daily driving, which I always like.

The rear row has ISOFIX child seat mounts and three top-tether anchor points but only two child seats will fit.

At the time of publishing, Nissan offers a 10-year, 300,000km conditional warranty if you choose to service your car at an authorised Nissan dealer. That's up from the brand’s regular five-year, unlimited kilometres and it leads the industry now.

Nissan has also extended X-Trail service intervals from 10,000km to 15,000km annually, while offering capped-price servicing as well as roadside assistance for the first five years.

The first five annual services cost $399 each, then are $565, $392, $562, $470 and $725 for years six to 10, respectively.

Finally, as of January this year, there were 177 Nissan dealer outlets throughout Australia.

Audi backs the S3 Sportback with a five-year/unlimited kilometre warranty, which is on par with its European rivals. A five-year pre-paid servicing plan is available for $2890 which is cheaper than pay-as-you-go and reasonable for the class.

For those looking to go the extra mile, the 'Audi Advantage' package lets you extend the warranty and capped-price servicing by an additional two years, which represents solid value overall.

Servicing intervals are every 12 months or 15,000km, whichever comes first.