Nissan X-Trail VS Skoda Kodiaq
- 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
- Plentiful power
- Super-supportive front seats
- Plenty of practicality perks
- Not as sporty as RS badge implies
- Suspension can feel firm
- Expensive compared to rest of lineup
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|
You don't hear the words 'performance' and 'diesel-powered, seven-seat SUV' together often, do you? Like Marvel and DC, the two things just feel like they're from completely different universes, one of which is filled with prams and groceries and weekend sport, and the other with twisting roads, plentiful fuel and burbling exhausts.
But Skoda is now attempting to merge these two distant worlds together with the launch of the new Kodiaq RS, blending the impressive practicality of the Czech car maker's (occasional) seven-seat SUV with the sporting promise of its performance sub-brand.
It's a delicate tightrope to walk, though. Too hard and sporty, and the Kodiaq RS will fail at its primary task of moving people and stuff. Too family focused, and it becomes an RS in badge only.
The question now, then, is has Skoda got the balance right?
|Engine Type||2.0L turbo|
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.
It might not be the sportiest SUV on the market, but it balances its extra performance with its core family carrying duties with aplomb.
Seven seats, plenty of equipment, practicality for days and with enough grunt to keep you smiling, the Kodiaq RS ticks plenty of boxes.
The only question mark really remaining is does it justify the extra spend over 132TSI model?
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.
A lot like a Skoda Kodiaq, just with more sportiness. It never screams "look at me", but in our humble opinion, that's no bad thing.
You do get a bespoke front bumper arrangement, and the grill, under bonnet meshing, roof rails and and side skirting are blacked out. The wheel arches are filled by those jumbo 20-inch alloys, and, stepping around to the back, you'll find two squared-off exhaust outlets.
Inside, I'm a big fan of the super-supportive front seats, finished in leather and Alcantara, but for mine, the carbon-look trimming is less effective, and feels thin and hard to the touch.
That said, Koda deserves props for sending the best front-seat design elements into the second row, and if you forget the RS stuff completely for a moment, you'll find the cabin to be a clean, comfortable and tech-focussed space, with the the big central screen especially giving the cabin a modern feel, and the switch gear all emitting a commendable sense of quality.
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 Kodiaq RS pulls of an incredible party trick in managing to not look like a cruise ship from outside the car, while also serving up a big and spacious-feeling cabin.
To be clear, the Kodiaq isn't small, stretching 4699mm in length, 1882 in width and 1685mm in height, but its crisp design ensures it never looks slab-sided, looking more like a five-seat SUV than it does a full-time seven-seater, like the Mazda CX-9.
Those riding up front have plenty of space to stretch out, with the two seats separated by a wide centre console toped by an armrest that slides backwards to reveal a really usable storage space below. There are pockets in each door and two cupholders between the seats, too.
The front seats are electronically adjustable, and there's wireless charging, a USB connection and everything else you might need to make your life a little easier (including umbrellas hidden in the front doors).
Space in the backseat is genuinely impressive, even for taller passengers. I'm 175cm (so no giant) and there was so much room between my knees and the seats in front I could cross my legs comfortably, and more than enough headroom, too.
Yes, space will get considerably tighter should you attempt to squeeze three adults in the second row, but should you instead deploy the seat divider (itself home to 2.5 tiny cupholders), you'll find the back seat a pleasant place to spend time.
For a start, the nicer cabin materials from the front make their way to the second row, and you'll also find air vents with their own temp controls, a 12-volt charge point, bottle holders in the doors and two ISOFIX attachment points, one in each window seat.
The third row is tighter, of course, but these are intended more as occasional jump seats rather than a permanent solution, and because the second row is on rails, there can be a surprising amount of leg room, provided the seats in front are pushed as far forward as they go.
Step around to the auto-opening boot and you'll 270 litres of space with the third row in place, 630 litres with the Skoda in five-seat mode, and a huge 2005 litres (to the roof) with the second row folded flat, too.
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 go-fast Kodiaq will set you back a not-insignificant $65,990(+$770 for metallic paint) - or about $12k more than the second most-expensive model in the lineup, the 132TSI Sportline - but Skoda's first RS-badged SUV does at least arrive with enough kit to ensure you won't be troubling the limited options list.
For that spend, you get that punchy diesel engine driving all four wheels, of course (and we'll drill down on that in just a moment), but you also get a host of performance kit, like a Dynamic Sound Boost amplified exhaust, adaptive dampers calibrated for the RS, and several drive modes, including Sport.
Outside, you'll find jumbo 20-inch 'XTREME' alloys, red brake calipers, LED automatic headlights, LED DRLs, rain-sensing wipers and a boot that opens automatically.
Inside, expect super-supportive leather-and-Alcantara sports seats, triple-zone climate control, an awesome 9.2-inch multimedia screen with Apple CarPlay and Android Auto, Skoda's digital cockpit, wireless phone charging, heated seats in the first two rows and a solid Canton stereo.
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.
It's pared with a seven-speed DSG automatic, and power is sent to all four wheels.
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.
It's here that the joy of diesel power makes itself clear. The Skoda Kodiaq RS, with its seven seats and half-tonne of torque, will drink a claimed 6.2 litres per 100km on the combined cycle. Emissions are pegged at 167g/C02 per kilometre.
It means you should theoretically get close to 1000kms out of the Kodiaq's 60-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.
When it comes to performance vehicles, we're usually the first to begin waggling our fingers at a car that's not loud enough, angry enough, stirring enough, to wear the hallowed go-fast crown.
Usually the "hot" part of a car's description refers to a booming exhaust, super show-off looks and a suspension tune stiff enough to double as one of those weight-loss vibrating plates. And yet the Skoda Kodiaq RS really does none of those things. And to be honest, it's a better car for it.
The more subtle way the Kodiaq approaches its sportiness perfectly suits the nature of a car like this. This is, after all, a (sometimes) seven-seat SUV, and so it will likely be spending a lot of it's time with a family on board. And having kids in the back is even less fun if they're bouncing off the roof lining every time you hit a bump.
In the Kodiaq, they won't be. In its Normal drive setting (you can also choose between Eco, Comfort, Sport, Snow or Individual), the Kodiaq definitely lingers on the firm side of comfortable, but not so much so that it neuters its worth as a family hauler.
And even when you engage Sport, the Kodiaq remains comfy enough. The exhaust perhaps takes on a more noticeable, artificial timber (thanks to the Dynamic Sound Boost function) and the car tightens, but it's never feels overly aggressive or sharp.
Skoda's engineering team has done a terrific job of minimising body movement here, and you can legitimately throw the Kodiaq up and down a twisting road without ever feeling sea sick when you get to the other end. So much so, in fact, that you can forget you're driving a 1.8-tonne, seven-seat SUV, the predictable steering and composed ride helping convince you you're in something much smaller and more nimble.
It's not lightning-quick, with the bi-turbo diesel propelling you to 100km/h in 7.0 seconds (1.2secs quicker than a 132TSI version), but there's more than enough punch to get you up and moving in a hurry, and the engine has a fine relationship wth the seven-speed gearbox, with shifts largely occurring when you want them to (though it can feel a tough jumpy when you first start it up in the morning).
It's like a performance for responsible adults, then. It won't blow your socks off, but it offers just enough of everything to keep you engaged on the right road.
The only lingering question you need to ask yourself, though, is does that make it worth the extra bucks over a petrol-powered car?
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.
There is a heap of stuff on offer here, with the Kodiaq RS really wanting for little on the safety front.
The regular Kodiaq already wears five-star ANCAP safety rating, which carries over to the RS, and you can expect nine airbags, adaptive cruise control, city AEB, a rear-view camera, Lane Assist, blind-spot detection, rear cross-traffic alert and a driver fatigue monitor.
And if you're a nervous parallel parker, the Kodiaq RS will take care of that for you, too.
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.
The Kodiaq RS is covered by Skoda's five-year, unlimited-kilometre warranty, with servicing required every 12 months or 15,000kms.
You can also pre-pay your servicing at the point of purchase, with five years costing $1700, and three years setting you back $900.
Skoda also offers a nifty guaranteed value program, which allows you to settle on a kilometre window when you purchase your vehicle, then return it to the dealership after three years with no more payments to make.