Nissan X-Trail VS Jeep Cherokee
- 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
- Standard safety now on point
- True off-road ability
- Much improved visually
- Cramped rear quarters
- Styling still a bit 'Murican
- Thirsty V6
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|
The presence of a strong medium-sized SUV is of vital importance to any mainstream automotive brand at the moment. And if you do have one, to get bums on seats it needs to be absolutely on point across the spectrum.
Jeep is, according to its masters, in the midst of a renewal, with all new vehicles expected across its line by the end of 2020. The next cab off the rank is the Cherokee – codenamed KL – which launched in Australia in 2015 to a less than enthusiastic reception.
|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 latest Cherokee hasn’t resonated with buyers of mid-sized SUVs yet, but this facelift may bring some more potential buyers out of the woodwork – especially those looking for something with a bit of off-road ability.
Jeep is working hard to turn its reputation for poor service around as well, and its warranty and service plans are longer than those of the biggest Japanese players.
Would you prefer your SUV to have more of an off-road focus? Tell us in the comments 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.
Thank the Lord, the ugliness is no more. There’s a difference between unusual and terrible, and the previous Cherokee - in my eyes at least - had fallen out of the ugly tree and hit every single branch on the way down. Hard.
Jeep was all too aware that the challengingly styled Cherokee had a perception problem; in fact, Fiat Chrysler Australia chief Steve Zanlunghi told us that the number one reason people chose not to buy it was because of the way it looked.
So gone is the divisive split and inverted headlight design, replaced with something that is much more closely related to the Grand Cherokee. Narrow LED headlights and a classic seven-slot grille are complemented by a new lower bumper bar and LED daytime lamps, while there’s also a new composite bonnet.
New LED tail-lights and a composite tailgate join a new bumper skin on the rear, while roof rails are now standard, along with a push-open fuel door and capless filler. It now looks much more resolved, although the excess of chrome trim on the nose does age the car prematurely.
While the interior basics are still the same, Jeep claims it’s worked hard on the ‘touch and feel’ stuff; better quality plastics, bigger oddments trays and nicer trims.
Vinyl replaces cloth on the door cards, and the electronic park brake surround has been rejigged to increase the size of the phone tray, but other than that, the interior remains largely as it was.
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.
Unfortunately, that doesn’t extend to more room inside the cabin. The second row of seats can be a cramped place to sit, especially if the occupants are even slightly taller than average.
Throw in a small rear door aperture and – if you have one fitted – a crazily low sunroof headliner, and the back can soon becomes cramped for teens and grown-ups. The seat backs can be reclined to help out here, though.
Bottles can also be added to the four doors, and there’s a decently sized centre console bin behind two front cupholders.
Front seat occupants fare well enough, with decently bolstered and supportive seats. However, the driver’s position is more than a little compromised, thanks to a huge, bulbous protrusion on the transmission tunnel that gets in the way of your left leg, and there’s nowhere to rest your left foot. Surely a plastic footrest for RHD markets wouldn’t be a big expense.
The wheel is comfortable enough, but could extend towards the driver another 15 or 20mm, and I inadvertently opened the powered tailgate a couple of times when trying to start the car; both buttons are round and located in places where such buttons should be.
Boot capacity has been increased by 84 litres to 784 litres by way of a two-level boot floor, though bear in mind this is measured via the SAE standard, and not the VDA standard used by virtually everyone else.
A full-size steel wheel serves as a spare for all variants.
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.
Jeep claims it’s in a space called ‘access premium’ – think premium economy – that offers extra kit on its cars at a more affordable price. It sees itself rivalling the likes of the Honda HR-V and Hyundai Santa Fe, rather than the CX-5.
The updated Cherokee will maintain the status quo when it comes to the model mix, with the entry level Sport keeping its $35,950 (plus ORCs) price tag.
As well, you’ll also score LED headlights and tail-lights, a 7.0-inch 'Uconnect' multimedia system with Apple CarPlay and Android Auto, leather-wrapped wheel and gear knob, roof rails and a comprehensive suite of driver aids over and above the outgoing model.
It only has cloth trim, regular lights and wipers and single-zone air, though, so you’ll need to look at the Longitude ($41,950 plus ORCs) for more of the good stuff.
It adds AWD to the 2.4-litre four-cylinder powertrain, as well as auto lights and wipers, a multi-mode traction management set-up, powered front seats, parking sensors, a powered tailgate with foot activation (only if the wind is blowing the right way and Jupiter is in crescent moon ascending, if our brief and fruitless testing is anything to go by) and push-button start with keyless entry.
Add $5000 to get into the Limited, and you’ll get a proper low-range 4x4 drivetrain hooked up to a 3.2-litre V6 petrol engine, leather upholstery with heated and vented front seats, 18-inch rims, a larger 8.4-inch multimedia system with sat nav and a colour screen between the dash dials, along with adaptive cruise control and auto parking.
Topping the tree is the $48,450 Trailhawk, Jeep’s self-rated offroad-ready version of the Cherokee that complements the Wrangler and Grand Cherokee Trailhawks.
It’s the more rugged version of the Limited, and its triple-diff 4x4 drivetrain also includes a low-range transfer case, the ability to lock all three diffs, hill ascent and descent control, taller suspension, unique bumpers and underbody skid plates, offroad-spec rims and leather/cloth seats.
The Trailhawk makes up about 10 per cent of the model sales at present – given there’s only been 324 sold all year so far (as opposed to 16,000 for the CX-5), it’s still not a big number.
On balance, the Cherokee starts further up the ladder price-wise than its rivals, but there’s value to be found in the additional off-road performance – and the new additions have come at zero cost over the old car.
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 2.4-litre 'Tigershark' engine makes 130kW and just 229Nm of torque, while the heavier 3.2-litre 'Pentastar' V6 offers up 200kW/315Nm.
All variants use the Chrysler-designed ZF-sourced nine-speeder, which has seen its transmission maps updated for this facelift.
There are effectively three drivetrain types; front- and all-wheel drive for the four-cylinder Sport and Longitude, and 4x4 for the Limited and Trailhawk, both of which use the V6.
The 4x4 system is 8.0kg lighter than previously, too.
Hill descent and ascent is standard on the V6-powered cars, while 'Select Terrain' offers up Auto, Snow, Sport and Sand/Mud settings. Trailhawk adds extra elements including a rock crawling mode, as well as a mechanical locking rear diff, and electronic locks for the centre and front diffs.
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 figure for the smallest engine is 8.5 litres per 100km on the combined fuel economy cycle, 9.8L/100km on the V6 Limited and 10.2L/100km for the Trailhawk.
A 90km highway stint in the latter saw a dash figure of 12.1L/100km, while a similar distance in the Limited yielded 11.8L/100km.
All variants use a 60-litre fuel tank, and will accept regular unleaded fuel. The lightest Cherokee weighs 1590kg and the heaviest is 1889kg.
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.
Over a 200km-odd drive route in the Limited and Trailhawk V6s, the Cherokee reinforces its position as a more rugged and ready SUV. It lacks the absolute precision and poise of more road-oriented rigs, but – and particularly in the case of the Trailhawk – shows its chops when the going gets a bit steep and slippery.
The V6 I sampled is adequate rather than enthusiastic, and it doesn’t make soul-stirring noises, but it’s linear and reasonably responsive underfoot. I found the throttle to be a bit sticky underfoot, which made smooth pull-aways a pain at times, but its relationship with the nine-speed auto is a good one.
The Cherokee’s electrically assisted steering verges on being too light and vague, but body roll suppression is really impressive, especially across the front axle, while ride quality is excellent.
A quick – or slow, in this case – lap of a genuinely rugged off-road course shows that the Trailhawk is more than a rebadging exercise. With bespoke bumpers, underbody protection and proper off-road tyres, the smaller form factor of the Cherokee Trailhawk would make for a very handy full time off-roader for a couple, if ultra-long range touring wasn’t a consideration.
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.
Active forward collision warning and AEB, advanced lane departure wanring and rear cross traffic alert are now standard across the four-model line-up. Adaptive cruise is optional on the Longitude and standard on the Limited and Trailhawk.
LED headlights are also standard across the line, as well as six airbags, rear view camera with guidelines and parking sensors (from the Longitude up).
Jeep is currently in a wait-and-see situation with its ANCAP rating, which currently sits at a maximum five-star rating under last year’s rankings, but it expects to be issued a similar score from the safety body.
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.