Nissan X-Trail VS Holden Equinox
- No price penalty for new model
- Among the most versatile offerings in its segment
- Safety updates add plenty of appeal
- CVT auto a loud and intrusive annoyance
- No Apple CarPlay/Android Auto
- Not as dynamic as segment leaders
- Drives very well
- Great drivetrains
- Lots of choice for buyers
- Interior not very special
- Base model lacks safety kit of rivals
- May be thirsty in the real world
If you're a fan of the old Nissan X-Trail - and plenty of you are, it was the brand's best-selling model here last year - then we've got good news for you: this 2017 Series II update is absolutely unchanged under the skin.
Better still, it costs the same as the old one. Or less. So is more of pretty much the same a good thing?
|Engine Type||2.0L turbo|
It has been a long time coming, but this is it - the replacement for the Holden Captiva.. sort of. It’s the 2018 Holden Equinox, a new mid-sized model that will take the fight to some of the most established and successful SUVs on the Australian market.
The competitive set is daunting for a newcomer - we’re talking the Mazda CX-5, Toyota RAV4, Nissan X-Trail, Volkswagen Tiguan, Mitsubishi Outlander, Honda CR-V… Some big selling models from some big name brands.
It’s not as though Holden hasn’t had a presence in this market in the past, though. The company has had the Captiva in the medium segment in the past, and there’s still going to be the seven-seat Captiva, which will soldier on as the brand’s offering in that space until the all-new Acadia arrives later in 2018.
As such the Equinox is purely a five-seat offering, and a roomy one at that - plus, there are five different versions for customers to choose from: the base model LS, the safety-focused LS+, the mid-spec LT, well-equipped LTZ and flagship LTZ-V.
So, how does it stack up? Read on to find out.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
It might not be an X-Trail blazer, but this nip-and-tuck has added some critical technology and safety extras to an already competent package. It's improved in the areas that matter and, CVT aside, is an easy-breezy drive from behind the wheel. For ours, the petrol-powered ST-L makes the most sense, no matter which configuration you opt for, scoring the best of the new stuff without breaking the bank.
Has this refresh put the Nissan X-Trail on your SUV shopping list? Tell us what you think in the comments below.
The Holden Equinox 2018 range has a lot of choice for buyers, and that will be enhanced even further when the diesel models arrive later in 2018. As it stands, there is no denying the Holden magic touch has been applied to the Equinox, and it drives confidently and comfortably in almost every situation.
It is let down by a bland interior with some questionable finishes, and an exterior design that looks a little dated for a brand new model in one of the most important segments in the market.
It isn’t a class leader, then - but it is among the better options in the class. This writer’s pick would be the LS+, which has the best comfort, peace of mind and a more-than-adequate drivetrain for most people’s needs.
Would you go for the 1.5-litre model? Or do you subscribe to the notion that there's no replacement for displacement? Let us know in the comments section below.
It was and still is rather handsome, the X-Trail. It's not pushing any design boundaries, sure, but neither is it controversial or polarising - plus, it's bound to age well, given it hasn't really changed much since 2014, and it still doesn't look old.
This time around, though, Nissan has redesigned the grille, with a new shield that forms part of a now-jutting jawline. There's a new design for the alloy wheels, too, along with new rear lights and a flat-bottomed steering wheel.
Inside, you get what you pay for, with the cheap plastics that lower the tone in the entry-level model replaced with soft-touch and premium-feeling materials (along with a bigger multimedia screen) in the more expensive models.
In the entry-level ST, for example, the 5.0-inch screen is surrounded by a sea of rock-hard plastics, while the top-spec TI offers up a leather-wrapped and raised centre console, and a stitched leather panel lines the dash.
I guess you could say that it is interestingly styled, in that it doesn’t really look very much like anything else in the Holden stable.
I mean, if you squint you can see a bit of Astra sedan (Chevrolet Cruze) about it, and maybe some Trax, too. Some makers are nailing the whole 'brand identity' thing, but that’s not so easy for Holden, which has sourced from the European market and the North American market. The Equinox, for instance, is built in Mexico, primarily for the US, where it sells in big numbers.
That aside, there’s something about the look of it that has a familiarity to it. I personally think it would have been right at home in a 2005 model range line-up, because there are a lot of deep character lines and swooshes, stuff that has seemingly gone a bit out of fashion in recent years as companies push for 'European styling'. And in the same breath, I’d say that the D-pillar is more than a bit reminiscent of a Mercedes-Benz GLE…
The entry-level models have 17-inch wheels with big chubby tyres that look a little naff, but 18s and 19s on the higher-spec versions, not to mention the LED headlights on the flagship LTZ and LTZ-V (models below have LED daytime running lights).
The interior falls short of the styling highs we’ve seen in competitor cars, too. It isn’t as high-tech or sexy as, say, a CX-5, Tucson or Sportage. But it does have the practicality side of things sorted.
Nissan refers to its X-Trail as the "Swiss-army knife of our range - the one-size-fits-all, family proof car", and so expect a useable, versatile cabin irrespective of whether you opt for a five or seven seater.
All trim levels offer two up-front cupholders and room for bottles in the doors, along with a USB connection and a 12 volt charge point in the centre console, and a second power source in the centre bin. The dials in the driver's binnacle are analogue, but they're separated by a digital screen that displays all the usual trip data.
The backseat (or second row) is hugely spacious for human-sized riders, even if you opt to go three across. But the aircon vents have no temperature controls and there's no power or USB connections points on offer. There is, however, room in the doors for bottles, and two extra cupholders hidden in the pull down divider that separates the rear seats.
Things do feel a bit squished in third row for the seven seat models, though, with the back row definitely reserved for children. It's tight in head and legroom, and adults (with the possible exception of Tattoo from Fantasy Island) will find the going tough.
Five seat models offer 565 litres of storage with the second row of seats in place, swelling to 945 litres with the second row folded flat. Opt for a seven seater, and you'll get a paltry 135 litres with all seating rows in place, growing to 445 litres with the third row folded flat, and maxing out at 825 litres with everything flattened.
The Equinox is undoubtedly one of the more practical and spacious models in the segment - up there alongside the brilliantly practical Honda HR-V and Volkswagen Tiguan - and a lot of that comes down to the fact that there aren’t seven seats squeezed in, and it’s on the bigger side of things for the class.
With dimensions of 4652mm long, a wheelbase of 2725mm and a width of 1843mm, it certainly has the supersized American market in mind. For context: Toyota RAV4 is 4605mm long (2660mm wheelbase) and 1845mm wide; Hyundai Tucson is 4475mm long (2670mm wheelbase) and 1850mm wide; Mazda CX-5 is 4540mm long (2700mm wheelbase) and 1840mm wide.
The result of the Equinox's extra footprint is a roomy cabin, easily large enough for a family of five. There are three top-tether anchor points and dual outboard ISOFIX attachments, and Holden claims a massive, class-leading boot capacity of 846 litres with the back seats in place, and 1798L with them folded down in a 60/40 fashion.
The higher-spec models have remote release levers in the boot area to drop the seats, too, and the LTZ and LTZ-V versions have a hands-free tailgate, which is handy if your digits are otherwise occupied.
There are cupholders up front and in the back, and the door pockets are a good size, too, with space for a bottle or (fold-up) umbrella. A central storage bin in front of the gear selector allows enough space for wallets and phones, while the console between the front seats is massive.
High-spec models (again, LTZ and LTZ-V) have four USB ports to keep the kids’ devices charged on road trips, plus there’s a 230-volt powerpoint in the back seat. The rest of the range makes do with a single USB port, and a couple of 12-volt plugs.
The media system you get depends on the model you choose. LS and LS+ models have a 7.0-inch touchscreen with Apple CarPlay and Android Auto phone mirroring tech and Bluetooth, while the LT, LTZ and LTZ-V have a slightly more attractive (but no more intuitive) 8.0-inch touchscreen with the same tech, plus sat nav (including live traffic updates).
The interior presentation is a little bland and dated, and there’s an array of hard plastics throughout that don’t imbue the cabin with a sense of luxury - while competitor SUVs like the Volkswagen Tiguan can feel like expensive cars that have been de-specified, the air the Equinox gives off is one of a more affordable car that has been tarted up.
That’s not to say it’s unpleasant - I liked the leather on the seats in the up-spec models (and the seat cooling on the humid day of my test drive), but I reckon the fabric trim in the lower-spec models has a bit more character and charm to it.
Price and features
Good news for X-Trail shoppers: Series II prices, right across the board, are either identical to, or down slightly on, the 2016 sticker prices.
The range still kicks off with the petrol-powered ST - $27,990-$30,490, depending on your engine choice, $31,990 for the seven seater and $32,490 as a five seat, four-wheel drive (4WD), before climbing to the ST-L ($36,590 for the five-seater, $38,090 for the seven-seater, and $38,590 for the five seat-only 4WD version) before topping out with the 4WD-only Ti ($44,290).
There are still two diesel-powered options on offer (both of which are pencilled in for a mid-year or later arrival), the $35,490 TS, and $47,290 TL.
The ST and TS trims arrive with 17-inch alloy wheels, LED daytime running lights and taillights, along with powered mirrors, automatic headlights and some splashes of chrome, including the door handles. Inside, expect cloth seats, a flat-bottomed steering wheel, push-button start and climate control. A tiny-looking 5.0-inch touchscreen is mounted in the dash, which is paired with a six-speaker stereo, but there's no Apple CarPlay/Android Auto on offer anywhere in the range.
Stepping up to the ST-L trim and you'll add fog lights, roof rails and heated mirrors outside, while your seats are now leather-trimmed, and heated in the front. You'll also score dual-zone climate control and a powered driver's seat. Your entertainment options are now controlled through a bigger 7.0-inch touchscreen, which is sat nav equipped.
The top-spec Ti (or TL, if you've opted for a diesel), gains 19-inch alloys, adaptive headlights and a sunroof outside, along with a boot that opens automatically when you wave your foot under it. Inside, you'll find a heated steering wheel, along with heated seats in the second row. You get a better stereo, too, now an eight-speaker Bose unit.
The new Holden Equinox 2018 model range isn't the outright most affordable mid-size SUV on the market, nor is it pushing the limits in terms of pricing. It's a middle-ground player.
The entry-level Holden Equinox LS is the only model available with a manual transmission, and it starts things off at $27,990. The automatic version adds two grand ($29,990). It's powered by a 1.5-litre turbocharged four-cylinder petrol engine, and is only available in front-wheel drive (FWD).
The LS has 17-inch alloy wheels, a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, automatic headlights with LED daytime running lights, dual ISOFIX child-seat anchor points, and the automatic has what Holden calls 'Active Noise Cancellation'.
Next up in the range is the LS+ at $32,990, which runs the same 1.5L auto drivetrain as the LS. The LS+ adds a leather steering wheel and power folding side mirrors.
It also adds a heap of safety equipment - some of it, arguably, that should be included in the low-spec car.
The list is topped by auto emergency braking (AEB), but packaged alongside that tech is a range of other potentially life-saving stuff: lane-keeping assist, lane departure warning, and forward collision warning.
Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s 'Safety Alert' driver’s seat, which will vibrate to warn the driver of potential hazards.
Next up the list is the LT, at $36,990, which gets a bigger engine than the two lower-spec models - a 2.0-litre four-cylinder turbocharged unit with plenty of extra poke: 188kW and 353Nm, or about 48 per cent more power and 28 per cent more torque than the entry-level cars. Gone, too, is the six-speed automatic, with a new nine-speed auto transmission taking its place. A diesel will be available later in 2018.
The LT builds on the LS+ model, upgrading to 18-inch alloy wheels, a larger 8.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, sat nav with live traffic updates, four USB points (two front, two rear) a 230-volt powerpoint in the second row, heated front seats, dual-zone climate control, HID headlights and provision for roof-rack mounting.
The LTZ uses the same 2.0L drivetrain, and is available in FWD at $39,990 or all-wheel drive (AWD) at $44,290. A diesel will come for it, too.
It upsizes to 19-inch alloy wheels, while also adding a hands-free power tailgate, semi-automated parking (parallel and perpendicular), rain-sensing wipers, leather-appointed seats, wireless phone charging, heated front and rear seats, power adjustable driver’s seat, roof rails, DAB+ digital radio, LED headlights and tail-lights, and a Bose premium sound system.
The flagship LTZ-V comes solely in AWD and costs $46,290 - which effectively makes it a $2000 jump over the LTZ AWD, running the same 2.0L/nine-speed auto. A diesel will be offered later.
The LTZ-V adds a dual-panel panoramic sunroof, heated steering wheel, power adjustable passenger seat, and ventilated (cooling) front seats.
So, there’s something for everyone, really. I just reckon maybe the LS and LS+ should have been merged into one model with the safety kit…
Engine & trans
There are two petrol engines on offer in the X-Trail range, with a revamped (and, on paper at least, significantly better) diesel engine scheduled to arrive closer to the middle of the year.
The smallest petrol - a 2.0-litre unit good for 106kW at 6000rpm and 200Nm at 4400rpm - is available only in the base model ST, and can only be partnered with a six-speed manual sending its power to the front wheels. Which is bound to make it as popular as curdled milk.
The big seller, then, will be a solid 2.5-litre petrol unit that will produce 126kW at 6000rpm and 226Nm at 4400rpm. It's partnered exclusively with a CVT auto, and can be had in two- or 4WD.
Finally, the late-to-the-party diesel is a fine-sounding 2.0-litre that will produce 130kW at 3750rpm and 380Nm at 2000rpm (significant increases on the outgoing 1.6-litre engine). It's also CVT only, and will only be offered in the 4WD configuration.
Nissan's holding out some hope for the diesel, too. Somewhere around 95 per cent of diesel sales in the segment are 4WDs partnered with an automatic transmission - a configuration missing from the current range.
The entry-level engine offering is a 1.5-litre turbocharged four-cylinder with 127kW of power and 275Nm of torque. It comes with a six-speed manual (LS only) or six-speed automatic, and is FWD only.
The other drivetrain on offer is a 2.0-litre four-cylinder turbo with a class-leading 188kW of power and 353Nm of torque. It is solely mated to a nine-speed automatic transmission, but can be had with either front- or all-wheel drive (the LT is FWD only, the LTZ is FWD with the option of AWD, and the LTZ-V is AWD only).
The AWD model employs a clever system that can allow the driver to effectively disconnect the rear drive axle, in order to help save fuel - it is controlled by a button near the gear selector. If the car is in AWD mode it will generally default to front-drive, but can split torque up to 50:50 front to rear if slip is detected. The AWD model also has revised suspension and a higher ride height.
A diesel model will be added to the range later in 2018, with that drivetrain being a 1.6-litre four-cylinder turbocharged unit producing 100kW/320Nm. It will come exclusively with a six-speed automatic transmission, but will be offered in FWD or AWD.
Towing capacity is 750kg for an unbraked trailer on all models, while the 1.5-litre petrol and 1.6-litre diesel have towing capacity of 1500kg for a braked trailer, and the 2.0-litre petrol has a 2000kg braked towing capacity. That’s good, but not a benchmark for the segment (Volkswagen Tiguan 162TSI: 2500kg).
The 2.0-litre petrol engine sips 8.2L/100km on the claimed/combined cycle, while emitting 190 grams per kilometre of C02. The bigger, 2.5-litre petrol is actually more efficient, needing 7.9 litres (8.1 in seven-seat models) to go the same distance, emitting 183 grams (188 grams if you opt for the third row) per kilometre. Predictably, ticking the 4WD box hurts economy a little, increasing that number to 8.3 litres and 192 grams per kilometre.
The incoming diesel sips a mere 6.0 or 6.1L/100km, depending on the trim level, and emits 158g/km of C02.
Claimed fuel consumption for the 1.5-litre drivetrain is 6.9L/100km for the manual and automatic variants. Our launch drive saw a much higher return, due to some pretty spirited driving: 10.4L/100km.
The 2.0-litre version is a bit thirstier, thanks to its extra grunt. It is claimed to use 8.2L/100km for the FWD model and 8.4L/100km for the AWD. On our launch drive, we saw 9.7L/100km
The diesel, when it comes, will be the most frugal in the Equinox line-up - exact figures haven’t been revealed at this stage, however.
Nissan clearly reckons it's onto a good thing with its X-Trail, and so hasn't messed with the formula too much. Or at all, for that matter.
In fact, except for the new diesel engine that's yet to hit our shores, nothing's changed under the skin at all.
But that's maybe not such a bad thing. We spent the majority of our time in the top-spec Ti model, equipped with the bigger 2.5-litre petrol engine and 4WD, and it's a hugely likeable set-up, delivering its power in a constant stream, while its confident suspension irons out all but the worst bumps in the road, and manages to dispose of most corners without transforming the X-Trail into a rollicking high-seas tall ship.
It's confident off-road, too, tackling gravel tracks with ease, while the steering, though weirdly light, is nicely predictable. Nothing there that needed too much updating, then.
But the CVT auto, for us at least, is harrowingly close to a deal-breaker: a whining, whirring disruption that makes smooth progress difficult, instead making you feel like you're constantly ebbing and flowing, surging forward with every light prod of the accelerator.
Elsewhere, though, the X-Trail is spacious and comfortable, and always easy to manoeuvre. And, in the top-spec models at least, it feels polished and premium in the cabin, though some cheaper plastics have crept in below the passengers' line of sight.
It’s as though Holden’s engineers have waved a magic wand and made the Equinox - a big-for-its-class SUV - drive much smaller, and with much more confidence than you might expect.
The steering is the highlight - Holden has nailed the electric power steering system for feel and weighting, with excellent response whether you’re simply twirling the wheel at low speeds to park, or pushing it through a series of corners. There’s bugger-all in the way of torque-steer, too (that’s where the steering wheel will tug to the side when you accelerate).
The suspension, too, is a compliant and comfortable balance of control and plushness. Only in the models with the 18- or 19-inch wheels do you start to notice some terseness, and that comes down to both the extra weight of those variants and the lower profile tyres.
The LS and LS+, then, are the models that are the peachiest of the five variants. With 17-inch wheels and chubby 65 profile Continental rubber, the pliancy was excellent, as was the grip.
That said, the turning circle in the LTZ-V, in particular, is poor - 12.7m, which is worse than a lot of much bigger dual-cab utes.
The drivetrain in the LS+, too, was a fuss-free affair: it never felt underdone with two burly adults and some luggage on board, easily dealing with pushing away from intersections and rapid-fire overtaking moves without hassle.
The 2.0-litre is undeniably faster, and it’s also pleasantly refined. There’s a level of effortless to the way it pulls away, but it never really feels quite as potent as, say, the Volkswagen Tiguan 162TSI (with 162kW/350Nm) - and that is, in part, down to the weight of the Equinox. It’s a bit of a tubby thing, tipping the scales at 1778kg (kerb weight) in the top-spec LTZ-V. For comparison’s sake, the aforementioned top-spec Tiguan is 1637kg…
The moral here is, then, that less can be more. Make sure you drive the 1.5-litre…
Every X-Trail arrives with a commendable standard safety package, including six airbags (dual front, front-side and curtain bags), along with a reversing camera and forward collision warning with AEB.
Spring for the ST-L trim, and you'll add blind-spot warning, rear cross-traffic alert and a surround-view camera that detects motion, while the Ti or TL top-spec models score lane departure warning and pedestrian detection, while for reasons known only to Nissan, only the Ti gets Intelligent Lane Intervention, which will counter-steer if it senses you drifting out of the lane, along with active cruise control.
The X-Trail range scored the maximum five-star ANCAP safety rating when tested in 2014.
At the time of writing there hadn’t been an ANCAP crash test performed on the new Holden Equinox, but the brand made specific reference to an expectation of a five-star score during a presentation to media at the launch.
Still, there’s an elephant in the room - the LS. If it were 2014 we would have applauded Holden for offering a reversing camera, rear parking sensors, ESP and ABS, and six airbags in a family SUV. But it’s not 2014, and times have changed.
That’s what makes the LS’s lack of standard safety equipment disappointing, because the brand had the chance to take it to its mainstream rivals with a strong safety package across its entire model line-up. Yet here we are, and those on a tight budget will miss out on the latest tech - maybe those buyers will head to a Toyota dealer, as the RAV4 now has a pre-collision warning with auto emergency braking (AEB), lane-departure alert, active cruise control and automatic high beam.
You can’t get active cruise control on any Equinox, but every model from the LS+ up has safety kit coming out the wazoo. Those models have the 'Holden Eye' camera safety system with AEB, lane-keeping assist, lane departure warning, and forward collision warning. Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s Safety Alert driver’s seat, which will vibrate to warn the driver of potential hazards.
The X-Trail is covered by a three-year/100,000km warranty, and will require a trip to the service centre every 12 months or 10,000km.
X-Trail falls under Nissan's menu-based servicing program, with owners able to verify what needs to be done and cost estimated ahead of each service.
If you buy a Holden Equinox (or any other Holden) before January 1, 2018 you will get the brand’s limited offer seven-year/175,000km warranty. If you buy one after that, you’ll get the bog-stock three-year/100,000km plan - another peculiar move from Holden, especially for a brand that needs a good news story at the end of a treacherous year for the company.
The service intervals for the Equinox will be 12 months/12,000km, which is better than some of the other models in the company’s showroom that require maintenance every nine months.
As with all Holden products, the company will back the Equinox with a capped-price service campaign for the life of the car. The first seven services, no matter the engine, average out at $310 per go.