Nissan X-Trail VS Peugeot 3008
- 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
- Stylish looks
- Genuinely cool interior
- Solid road manners
- Too expensive to be truly mainstream
- AEB only on upper trim levels
- Some fit and finish question marks in the cabin
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|
If Peugeot is ever to become more than an also-ran in our ridiculously competitive new car market, it'll be a car like the all-new 3008 that will get it there.
It's a mid-size SUV, for one, firing it into one of our most popular segments. It's also well-equipped, easy on the eye, and packing the engine choices and technology most Australian buyers are looking for.
Oh, it's also carrying a swag-bag of major international awards, including the 2017 European Car of The Year title.
But will any of that be enough to convince Australian buyers to take a punt on what is still a relative unknown in the country?
|Engine Type||1.6L turbo|
|Fuel Type||Premium 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.
If Peugeot is to become a force on Australian roads, this is its chance. A perfect storm of the right product, the right time and a commitment to putting more of them on our driveways means the French brand is finally in the box seat.
Also, check out Tim Robson's thoughts on the 3008 from its international launch.
Does the new 3008 put Peugeot into your mid-size SUV short list? Tell us what you think 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.
It's seriously good looking, the 3008, and the pictures don't really do it justice. For ours, it is immediately duking it out for the title of best-looking model in its class, despite the front end being less resolved than the rear.
A puffy-looking front end, courtesy of the recessed headlights, surround a huge Peugeot grille. The belt line then climbs low to high as it travels toward the rear of the car, where it meets the three-stripe (they're meant to looks like a claw swipe) rear lights.
But if the front is busy, the back is all squared-off coolness, thanks to a Range Rover Evoque-style rear windscreen and (on the right trim) twin trapezoid exhausts tips.
Inside, a futuristic dash set-up is headlined by the 'i-Cockpit', which centres on a customisable digital screen, accompanied by a second, 8.0-inch multimedia screen in the centre of the dash.
Other special mentions inside go to the textured, layered dash design that makes the driver and front passenger feel like they're sitting in their own cockpit, and to the piano key-style controls in the dash that take care of everything from the air-conditioning to the hazard lights, and make an appearance in everything from the cheapest model up.
Oh, and the steering wheel, which is a strange new shape that kind of makes it both flat-bottomed and flat-topped. Sounds odd, sure, but it works.
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.
Up front, you'll find two cupholders, as well as a shallow bin under the dash that doubles as an induction charging pad. Plus, there's a storage bin between the front seats that is ridiculously deep. A USB charge point and a 12-volt power outlet complete the front-seat offering.
The backseat is a firm pew, but for ours, that just means you'll get more wear out of it. There's a surprising amount of space for rear passengers, too, with headroom (at least, in the sunroof-free cars) ample, and tons of space between my knees and the seat in front when sitting behind my (180cm) driving position.
One weird quirk, though, is the rear air vents (applause) protrude so much into the rear seat (retract that applause) that middle seat riders are going to have to spread their legs into each window seat to sit anything even approaching comfortably. It's weird.
Better off ditching the middle rider and deploying the fold-down armrest, which will unlock two more cup holders. There are seat back pockets, too, as well as two ISOFIX attachment points, and rear seaters get vents, and a 12-volt power source.
Luggage room is a healthy 591 litres with the rear seats in place, and 1670 litres with them folded flat - though you can also make use of the wonderfully European ski opening to carry longer stuff.
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 3008 arrives in four flavours; the cheapest Active, the mid-spec Allure and GT Line, and the top-of-the-tree GT trim.
The range kicks off with the $36,990 Active (Peugeot has opted not to import the Access trim, which forms the bargain-basement entry point in international markets), and outside, your spend will earn you 17-inch alloy wheels, roof rails, LED daytime running lights, as well as automatic headlights and wipers.
In the cabin, you'll find Peugeot's very cool i-Cockpit - a 12.3-inch digital display in the driver's binnacle, like Audi's Virtual Cockpit - as well as an 8.0-inch touchscreen that's Apple Car Play and Android Auto-equipped, navigation, induction charging for your phone and dual-zone climate control.
Step up to the $39,490 Allure and you'll add keyless entry and push-button start, privacy glass for the rear windows and a cool fabric dash insert. You'll also nab 18-inch alloys and LED 'puddle lights' that illuminate the ground underneath the driver and passenger doors.
The $43,490 GT Line adds LED headlights and fog lights and some cool-looking exterior design elements like stainless steel scuff plates and twin exhaust tips, plus you get a different 18-inch wheel design.
Finally, the $49,490 GT gets 19-inch alloy wheels, swaps the cloth seats for an Alcantara set-up (including an insert in the dash), as well as a heating and massage function for the front seats.
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.
There are just the two engines on offer; a petrol unit available in the Active, Allure and GT Line cars, and a diesel that's offered up in the top-spec GT.
The petrol option is a turbocharged 1.6-litre unit producing 121kW at 6000rpm and 240Nm at 1400rpm. It pairs exclusively with a six-speed automatic and sends its power to the front wheels. Expect a 9.9sec 0-100km/h time, and a flying top speed of 201km/h.
The diesel drinker is a 2.0-litre unit good for 122kW at 3750rpm and 400Nm at 2000rpm. It pairs with the same six-speed auto, and it, too, sends its power to the front wheels. It's slighter sprightlier, though, and good for a 8.9sec 0-100km/h sprint, and it will push on to 207km/h.
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.
Peugeot claims the petrol option sips 7.0L/100km on the combined economy cycle, while the diesel needs just 4.8 litres to go the same distance. Emissions are 156g/km in the petrol, and 124g/km in the diesel.
All 3008s arrive with a 53-litre fuel tank.
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.
How do I put this delicately? Um, the 3008 doesn't drive like something traditionally French. There's very little quirkiness about the way it goes about its business, nor does it feel like you're compromising something (ride, comfort, your own sanity) for something else (performance, dynamics, a decent seating position).
The petrol and diesel engines are quiet enough, and while both offer not-life-changing acceleration, the diesel engine is definitely the choice for perkier response, with the added torque lending the Peugeot a little extra oomph from standstill.
Truly poor roads will send noise whistling through the cabin, but otherwise it's a comfortable, largely quiet place to while away the hours. Most impressive, though, is the ride; which (albeit after a brief, frankly boring taste test) proved something verging on brilliant. It absorbs most imperfections and banishes them before they appear, with only serious road issues sending a crash into the cabin.
The downsides? The 3008 is home to a Sport button that actually detracts from the drive experience, adding a weight to the steering that makes it a little trickier to feel your way through corners. Add to that column-mounted paddles that seem to vanish when there's any lock on the wheel, and you're much better off cruising rather than trying to push the 3008 into sporty behaviour.
So, we'll reserve judgement until we spend some more time behind the wheel, but it felt impressively sorted on our brief test route.
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.
The glaring omission here is the lack of AEB on the cheaper models (something Peugeot's new, and only weeks old, Australian importer concedes it might have rectified if they had more time and involvement with the planning of this model). Its a shame, though, because there's plenty of other cool stuff that you'll find as standard.
Expect six airbags (front, front-side and curtain), along with the usual suite of traction and braking aids. A nice touch across all trim levels is the standard speed-limit-recognition system, which will read the speed signs as you pass them and beam that information onto the digital screen in the driver's binnacle. Distance alert (which warns if you you're too close to the car in front), lane departure warning and a fatigue warning are all standard, too.
AEB arrives on the GT Line and GT grades, along with active lane keeping, adaptive cruise with complete stop, active blind spot detection and auto high beams.
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.