Nissan X-Trail VS Toyota Fortuner
- 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
- Sturdy, unusual looking 4x4 wagon
- Price cuts make it better value
- Quiet and comfy on-road
- No driver aids anywhere in lineup
- Engine works hard up the rev range
- Third row seating compromises practicality
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 you remember the Toyota 4Runner from the 1980s, then you’ll totally get the Fortuner.
For those of you born before the advent of the mobile phone, the Fortuner wagon is based on the same platform as the HiLux ute, save for its coil-spring rear suspension.
The cost of a Toyota Fortuner has taken a huge cut for the 2018 model year, and it’s gained a couple of tweaks along the way. Let’s do a model comparison of the range in more detail.
|Engine Type||2.8L 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.
Toyota Fortuner 7.4/10
Dropping the price of the Fortuner range will improve its fortunes – but it will no doubt upset customers who bought them at first blush.
The Fortuner is an interesting device; it’s civil enough around town but its skillset really lies in the bush or the snow. While the entry grade GX is the pick if you’re intending to use it in the dirt a lot, we’d probably favour the mid-grade GXL if we were staying on the tarmac for the most part. The Crusade is nice, but its spec level over and above the GXL isn’t that compelling – although the LED headlights are brilliant.
Is Toyota's Fortuner on your seven seat 4WD SUV short-list? 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.
Toyota Fortuner 7/10
The exterior design of modern 4x4 wagons runs the gamut from the straight-bat Isuzu MU-X all the way through to the radical and unorthodox Mitsubishi Pajero Sport.
The Fortuner sits somewhere between those two extremes. It's certainly not something that you'd miss in a car park, but it's not quite as… erm, challenging as something like the Pajero Sport.
The LED headlight array and extra chrome on the Crusade may not appeal to some, but as a package, the Fortuner looks futuristic and quite resolved, without the need for a bodykit (except side steps).
Inside, it manages to hide its commercial origins quite well across all three grades. However, there are still some hard plastics within view, including on top of the door cards and centre console bin, which can be irritating should you rest your elbow there on longer trips.
Thankfully, we can report, that the centre console bin lid is padded in the Crusade. Cheaper versions of the Fortuner have seen us actually tape pieces of foam mat on top of the lid in the search for extra comfort.
It's a bit early to talk second hand price, but the Fortuner will take a hit in resale thanks to the cut.
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.
Toyota Fortuner 7/10
In terms of dimensions and size, the 4795mm-long Fortuner is a centimetre longer and 30mm wider than the Pajero Sport, but it’s almost 100mm shorter than the big Everest.
It’s sold as a seven-seater, with two fold-down seats in the rear (folding up and into the sides of the cargo area).
It’s not a very practical way to carry them when stowed, though, as the folded seats intrude into the rear interior dimensions significantly. A flimsy hook arrangement secures them in the locked position, and you even need to fold down the inside seat rail before locking them into place.
Boot space drops to 200 litres when the third-row seats are in use, as well, but boot dimensions grow to 1080 litres with the seats stowed. Still, they are a luggage capacity killer. No cargo barrier is fitted.
Once locked in place, the third row can be accessed by tumbling second-row seats forward, but given how low they’re mounted, are only suitable for smaller people.
The second row gets roof vents and a fan control, but there’s no such joy for third rowers. All three rows are covered with the curtain airbag, though.
Row two gets a 12-volt power socket (as well as a proper 220-volt socket in the Crusade) while a pair of fold-up hooks in the front seat backs can handle up to four kilos of shopping bags each.
Legroom is adequate, though the seat base is mounted quite high which intrudes on headroom for taller passengers.
There’s a pair of ISOFIX mounts for a baby car seat and three top-tether points, as well as two cupholders in the centre armrest and bottle holders in each rear door.
Up front, meanwhile, reside a pair of manually operated seats in GX and GXL, and a powered driver’s seat in the Crusade, while an oddly half-wrapped steering wheel on GXL and Fortuner wasn’t a favourite with testers; the shiny veneer finish at the top of the wheel rim was decidedly slippery if grabbed during a parking manoeuvre.
Bottles can be stashed in all doors, while a pair of cupholders graces our auto-equipped tester’s centre console. However, manual-equipped cars miss out on front cupholders all together.
A USB and 12-volt socket are covered by rubber flaps, which along with the heavy duty rubberised floor mats are a hint to the car’s rugged aspirations.
On the negative side, the middle belt on the second row is mounted in the roof, and is a pain to access. It’s a long way up into the cabin from the ground for shorter folks, too, while the folded-up third row seats completely obscure the rear three-quarter windows when stashed.
The centre console bin, too, isn’t padded in the GX and GXL, and as mentioned, gets VERY annoying under your elbow after a couple of hours.
The bonnet, too, is ridiculously heavy. In fact, many people may struggle to lift it high enough to lock the support stay into place.
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.
Toyota Fortuner 8/10
The Fortuner comes in three grades, all with the same engine and four-wheel drive (4WD) set-up. How many seats, you ask? Seven, all told.
At the bottom of the price range, the GX costs $42,590 in six-speed manual guise or $44,590 with a six-speed auto. That’s a hefty $5400 cut in price, and it’s been slightly improved for 2018, with 17-inch alloy rims instead of steel wheels, and a set of rear parking sensors to complement the reversing camera.
LED taillights, air con, a cloth interior, cruise control, a chilled bin, a 7.0-inch touchscreen multimedia system and seven seats are all standard. A polyurethane steering wheel, basic multimedia system with Bluetooth (but no nav or Apple Carplay/Android Auto) and rubber mats round out the spec. The old-school radio CD player is a thing of the past, and there's no DVD player.
The $47,490 Fortuner GXL is the beneficiary of a $5500 price cut; it’s now as cheap as the GX was at launch.
Toyota has added a new multimedia touchscreen system, incorporating satellite navigation, to the 2.8-litre turbo-diesel powered GXL, which comes stock with a six-speed manual gearbox. Also on the standard equipment list are, LED tail-lights, air conditioning, cloth interior, a chilled centre console bin, the aforementioned 7.0-inch touchscreen multimedia system with a GPS-based navigation system and Bluetooth, as well as seven seats.
It also has push-button start with automatic door lock and keyless entry, roof racks, a colour TFT display for the dash, hill descent control, roof rails and fog lights over the GX. A half-leather wrapped steering wheel and old-fashioned rubber mats round out the spec.
A six-speed auto is $2000, while an all-leather interior with powered front seats is available for an additional $2500, if you're looking to know how much.
The list price of the Crusade is $5000 cheaper at $56,990, and only comes in auto. It offers a few extras on top of the GXL, including leather seats with heated fronts, padded centre console bin lid and a powered driver’s pew, a JBL-branded multimedia system with 11 speakers, daytime running lights, smart key and more satin-touch interior finishes including around the gearshift.
As with all the Fortuners, it comes with a locking rear diff and high-low range 4WD. Other niceties in the Crusade include a powered tailgate, but no sunroof is offered from the factory.
When it comes to picking one of the three, we’d lean towards the auto-equipped GXL. It has all the essentials with a few nice touches, and really only misses out on a padded centre console bin lid in terms of comfort.
When it comes to colours, the Fortuner comes in black, white, blue, brown, red, grey and silver.
Toyota offers a factory-approved accessories, including a bullbar, snorkel and nudge bar for the Fortuner. Floor mats are rubber, and rims are alloy. You'll need to source your own dual battery system if you want one.
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.
Toyota Fortuner 7/10
The (1GD-FTV) 2.8-litre turbo four-cylinder diesel, sourced from the HiLux, offers the same engine specifications, with maximum power of 130kW at 3400rpm and peak torque of 420Nm between 1400 and 2600rpm in manual guise. The automatic version loses 30Nm of that torque value.
If you're wondering if the engine uses a timing belt or chain, it uses the latter. Oil capacity is 7.5 litres. Toyota doesn't offer a 0-100km/h acceleration speed figure for the car.
Linked to an Aisin-built six-speed manual with a well-weighted clutch, it’s a relatively quiet and pleasingly smooth, tractable engine. The six-speed (conventional, torque converter) auto, too, is well matched to the engine's horsepower, and the steering wheel-mounted gearshift paddles were rarely, if ever, employed.
If it came to a question of manual vs automatic, we'd plump for the self-shifter every time.
The Fortuner range comes with a high range 2WD/4WD and low-range 4WD system activated by a dial on the centre console, while a locking rear diff is also standard. As mentioned, suspension is steel springs and dampers, with MacPherson struts up front and a beam set-up at the rear. There is no rear air suspension.
The manual variant also offers a slightly higher braked towing capacity of 3000kg, versus the auto’s 2800kg.
Weights for the car vary between 2110kg and 2135kg, and the gross vehicle mass (car plus payload, including people) is 2750kg – with four average people on board, you’ve got about 400kg of payload to play with.
The gross combined mass (car, trailer, gear and people) for the two transmissions is 5745kg (manual) and 5545kg (auto), meaning the Fortuner can legally tow 2995kg or 2795kg of trailer respectively when it’s fully loaded.
Downball weight (the weight pushing down on the towbar ball hitch) is 250kg, and Toyota recommends the fitting of a weight distribution hitch if you’re hooking up something biggish. Watch this space for a tow test review.
There have been reported problems with the automatic transmission, with fixes in place to improve oil flow via changing a lock ball pin for fifth and sixth gears. As well, the tailshaft in some Fortuners has needed aligning to fix a gear selection problem.
There is no evidence of engine problems with the turbo powered Fortuner at this stage, though anecdotal evidence of fuel injectors lasting only 100,000km has been called out in various user groups.
There are no other common problems, complaints, defects or issues of note.
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.
Toyota Fortuner 8/10
Against a claim of 7.8 litres per 100km on the combined fuel economy cycle for all three grades and both transmissions, we used 66 litres of diesel to achieve a real-world figure of 8.9L/100km over 756km of testing in the GXL.
The dash-indicated fuel consumption figures of 8.6 and 8.9 in the GX and Crusade bear out this claim.
There is an 'Eco' mode button on the dash, but it only changes the throttle map and doesn't really do much for economy; we used it for about 200km on a highway stint and mileage didn't improve noticeably.
When it comes to petrol vs diesel or LPG... wait, it doesn't matter. You'll never get a petrol version.
Its 80-litre tank offers a theoretical range of around 1000km between fills. No long range tank is fitted.
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.
Toyota Fortuner 7/10
All three cars are essentially the same underneath, save for the 17-inch rims on the GX. The Crusade’s 18-inch wheels are fitted with more road-biased tyres, as well.
Instead of load-lugging leaf springs as in the HiLux, the Fortuner uses coil springs and a beam axle to improve ride quality.
We took the GXL for a an extended test, and it was a comfortable and competent alternative to a more car-based SUV.
It’s noisier inside thanks to its dual-purpose tyres, there’s no digital speedo (a strange omission, given there’s a multi-function digital centre screen between the dash gauges), the steering could be more precise at the speed limit, and modern safety aids like adaptive cruise control and blind spot warning would have been nice to have, but we emerged after each leg in good condition.
The long-travel suspension is firm at low speeds, but frees up the faster you go, providing a more comfortable ride over square-edged bumps and rougher roads.
Steering is reasonably direct, though not especially precise, and you need a steady hand to stop it wandering off centre – a trait of most 4WDs of this size, to be fair.
The 2.8-litre turbo-diesel feels strong at part-throttle, and the long travel accelerator pedal is easy to modulate. The engine sounds and feels laboured when it’s put under load, though, and runs out of steam as it nears 3000rpm. Blame the engine size - we're all used to bigger, leggier diesels.
Outside noise is well suppressed inside the cabin, and visibility is largely okay, save for the rear three-quarter view which is completely blocked by those stowed third-row seats.
To test its off-road ability, we ran the Fortuner up and down steep, rutted, gravel-strewn fire roads that would easily defeat a stock SUV. With its locking diff, on-demand low- and high-range 4WD, and a hill-descent switch, the Fortuner was far from troubled, walking down the slope with ease and climbing up again in H4 without drama.
Its ground clearance is 225mm (not 279mm as first stated by Toyota at launch), and has a wading depth of 700mm. Its turning radius is 11.2m.
Its 80-litre tank and approximately 1000km range may not be large enough for remote explorers, though.
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.
Toyota Fortuner 7/10
All grades of Fortuner miss out on AEB, park assist, adaptive cruise control and lane departure warning, but seven airbags, a reverse camera and sensors as well as stability and traction control means it still scores a top five-star ANCAP safety features rating.
It offers trailer sway control as standard across the range, as well as hill descent control on the GXL and Crusade grades.
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.
Toyota Fortuner 8/10
Toyota offers a fixed service cost program for the Fortuner, which costs $240 per service for the first six services over three years or 60,000km.
Service intervals of 12 months or 10,000km are recommended, and a warranty of three years/100,000km is provided as standard. Toyota doesn't offer extended warranty, but the brand is well regarded for reliability. Just make sure your owner's manual is stamped.
A mid-grade GXL auto bought new in 2016 has lost around 20 per cent if you're looking at resale value.