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Suzuki invented the modern compact SUV. It’s funny how quickly people forget.
Yes, the pioneering Vitara of 1988 rode on a ladder-frame chassis so was not car based, but it was successful enough to show the way for others to follow. Chiefly, Toyota, with the seminal Corolla-derived first-gen RAV4 of 1994.
Fun fact: this earliest Vitara was also known as the Suzuki Escudo (Japan) and Sidekick (North America), as well as the GMC/Geo/Chevrolet Tracker and Pontiac Sunrunner (USA), Asüna Sunrunner (Canada), and perhaps most evocatively, Wanli WLZ5020XLD and Guangtong GTQ5020XLZ (China).
So, respect to the Vitara, especially since it has evolved over four redesigns, eight different badges and 33 years, from fashionable 4x4 leisure machine to 4x4 off-roader (1998 FT and 2005 JT Grand Vitara) to 2015’s monocoque-bodied JY-series small SUV.
How does the 2021 JY Series II Vitara 1.6 auto stand up? Keep on reading.
Everybody loves an underdog story and Nissan’s one is a beauty.
For decades, the model we knew as the Pulsar struggled to crack the European small car market against the likes of the Ford Focus and the company was in serious strife. Worthy but derivative, it struggled to stand out.
So, for its 2007 replacement, some bright sparks convinced Nissan to reimagine the hatch by butching it up, raising the ride height and changing the name to something exotically daft. And, voila, the original Qashqai was born.
Initially sold in Australia as the Dualis, it quickly became a global smash hit, finally catapulting the brand from follower to leader, creating the small SUV segment as we know it today.
If you love your Hyundai Kona, Mazda CX-30, Toyota C-HR or VW T-Roc you have Nissan’s ingenuity to thank.
Now it’s at it again with the Qashqai e-Power – an EV-first hybrid using a petrol engine to only charge its battery so an electric motor can drive the front wheels. More than a Prius, less than a Tesla, then.
The next big thing or a dead end? Let’s find out.
The Vitara still looks great, offers impressive real-world fuel economy, possesses a sporty chassis bringing sharp steering and involving handling and roadholding characteristics, and is expertly packaged. No wonder it has remained a consistently strong seller for Suzuki.
But its lack of driver-assist safety equipment, lethargic low-rev performance and stiff, loud ride speak of a small SUV of another era. In too many key areas, it’s rapidly dating and falling behind most rivals nowadays, and can no longer rely on low pricing anymore now that the cheapest base auto is $27K plus ORC.
Still, if you don’t care about the lack of AEB… or a digital speedo, digital radio, rear cupholders or highway quietness, then there’s still a fair bit of fight left in the plucky little Vitara.
Suzuki’s been building them for over 33 years now and such experience shows.
So, should you give up on the Qashqai e-Power, or surrender to its many and varied charms? Well, when the Japanese brand really tries, as it clearly has here, Nissan can be as imaginative and as innovative as any carmaker on the planet.
And given the latest Qashqai out of Europe is so advanced and unique within its SUV category, this deserves to be on everybody’s shortlist. With e-Power under that pretty bonnet, this Ti is a leader, not a follower. This underdog could win best-in-show!
Note: CarsGuide attended this event as a guest of the manufacturer with accommodation and meals provided.
Remember that first Vitara of 1988? The chief designer of today’s LY series, Takehito Arai, told us back in 2015 that its squareness and smaller size were inspirational in shaping the current model.
To that end, he went for a muscular look, with off-roader detailing like the five-slot grille, strong shoulder line, clamshell bonnet, blistered rear mudguards and higher-than-class-average ground clearance (of 185mm), evoking other Suzuki 4x4s like the Jimny and Sierra.
Nearly six years on, the design has stood the test of time surprisingly well, with the Suzuki still looking handsome and contemporary – no doubt helped out by the big standard wheels that fill in those arches nicely, along with the vibrant colour options (like our rich beige test example) and two-tone paint application.
The 2019 facelift, by the way, ushered in changes to the toothy grille, bumper, tail-lights lenses (now LEDs), alloy wheels, interior trim and instrumentation (which went more colourful), along with higher-quality-feel interior trim and materials.
There’s nothing radical or ground-breaking about the third-gen version’s styling, other than it’s pretty and unmistakably a Qashqai. Even from tens of metres away. That’s a hallmark of good design.
But, like an Oscar’s worthy red-carpet outfit, the familiar lines remain classy on this third imagining, with a particularly strong front-end LED lighting graphics presence against a modern grille treatment, pleasing classical proportions and an elegantly executed posterior.
Unless you’re a train spotter-type or work for Nissan PR, it’s easy to miss the very minor details setting this particular Ti apart. Nissan dubs the extra glossy black lipstick up front as its ‘premium grille’ appearance. There’s a smattering of e-Power badges. And ground clearance drops 5.0mm, to 175mm. That’s it.
As with all current Qashqais, the e-Power offers larger packaging compared to before, as a result of adopting a fresh “global Renault-Nissan-Mitsubishi Alliance platform”. The upshot is a longer, wider and taller small SUV, to the tune of 31, 30 and 29mm, respectively.
And, for the benefit of rear seat occupants, the wheelbase has also been stretched by 19mm.
It’s worth noting that, despite Nissan’s best efforts to keep the kilos down by deploying aluminium for the doors, bonnet and front guards (resulting in a commendable 60kg saving while body stiffness rises by 41 per cent), the e-Power attracts a hefty 200kg penalty over the ICE Ti.
Does this adversely affect efficiency? Please keep reading to find out.
There's still plenty to appreciate the instant you slide yourself on to those lofty cushions.
The Vitara is packaged to transport a smaller family (and include much of their clobber) with ease, from the moment the big doors open. An excellent driving position that inspires confidence, heaps of storage in the doors and centre console, good vision and a light and airy ambience are further drawcards.
And while the seats may seem a bit wide and flat to begin with, they're amply supportive over an extended time in them, with a softness to their shape and texture that makes them quite cosy. No lumbar support for the driver is disappointing, though.
Still, it’s easy to see why the Suzuki remains such a consistent seller after all these years without change.
In 2021, the dash has held up pretty well, mainly due to clear instrument dials and Suzuki’s ever-present 7.0-inch touchscreen multimedia system that is ridiculously easy to operate. Never mind the hard and cheap-looking lower-lying plastics, the cabin is beautifully screwed together as well. And it's likely to stay that way for a very long time.
But there are annoyances, beginning with the lack of digital speedometer, especially now that the cheapest Vitara is a near-$30K proposition; for the same reason we’d have hoped for a DAB+ digital radio, auto lights on, rear-seat cupholders and more than just one USB port (located under the climate control system).
Getting in and out of the rear seat is simple, aided by wide doors and lofty seating, again on flat but ultimately comfortable cushions and backrest, though they neither slide or recline as with some other small SUVs. There's heaps of headroom; the raised rear cushion promotes a natural posture which is good for longer journeys, and enough room for three smaller adults to squeeze in. Larger feet can be tucked underneath the front seats too.
However, besides there being no device-charging facilities, you’ll also notice the lack of reading lights, rear air vents (though the front outlets' outputs do reach back OK) and beverage storage. At least the doors have space for a one-litre bottle and the overhead grab handles include coat hooks. And, like the front, it's all light and airy, with good sight lines for bored back-seat riders to stare out from.
Beyond that, the boot is fairly big and square, with a bi-level floor that’s good for hiding smaller items, while there are hooks, a light and 120V outlet for rear-seat occupants to snake some hapless charger cord to.
Cargo capacity is rated at 375 litres – raising to 710L with the 60/40 rear backrests lowered. It’s nice to see a good old-fashioned luggage board instead of the flimsy mesh items some rivals foist upon us nowadays.
All in all, a big, spacious and inviting interior that’s big on practicality and ease, but also showing its age in a few places.
Being bigger than before brings benefits.
The Qashqai’s doors open super-wide. Great for entry/egress, winning over SUV sceptics and inflicting damage on adjacent vehicles.
Once sat inside, the people-pleasing presentation continues in this sumptuously-presented Ti grade, with eyes immediately drinking in the pleated leather-faced seat patterns, subtle colour-coded trim, attractive dashboard architecture and the surprising depth of quality in the materials deployed.
As we discovered to our delight, all are further flattered when drenched in the dappled rays of an early autumnal afternoon sun, courtesy of that panoramic hole in the roof.
If you’re expecting the common-sense dullness of some less-ambitious Nissans, a significant mindset reset is required, highlighting the European aspirations of this cosy yet comfy British-built SUV.
In our comparatively brief time in the Qashqai, we also noted the excellent driving position, enveloping support of the fine front seats, user-friendliness of the digital displays (including the head-up dials), clear instrumentation that still manages to convey as much, or as little, data as you need without bamboozling you with info-overload, generous storage and an effective climate-control system.
Plus, that vast sunroof includes a full-sunblock screen – a feature sorely missing in many European and Chinese branded alternatives. Others, take heed.
Our main objection is obstructed over-the-shoulder and rear vision, that’s very obvious when parking in tight spots. Those cameras are essential.
Moving out the back, it’s fairly spacious for most people though knee room remains tight for longer-legged passengers. Most expected amenities are present, such as face-level air vents, USB-A and -C outlets, a centre armrest with cupholders and overhead lighting. And the upmarket ambience carries through, too.
But don’t go expecting any sliding or reclining back-seat versatility, as you might find in some rival SUVs.
Now, here’s an interesting fact. Nissan says there’s no drop in cargo capacity between the e-Power and the regular ICE-powered version of the Qashqai. Indeed, the figure increases, from 418 litres to 452L and, if you lower the back seat, from 1513 to 1518L.
So, how does this magic work? The location of the battery underneath the front seats (rather than under the rear bench) helps, as well as the elimination of the ICE Ti’s 19-inch alloy spare wheel for that infernal tyre-repair kit.
Win some, lose some!
Call it a Covid tax, but the price of the base auto Vitara has jumped $2000 this year, to $26,990 before on-road costs. Top tip: you can save yourself $2000 if you elect to drive the sweeter manual version instead.
Either way, however, this is a problem for buyers, because it puts the ageing small SUV right up against newer competitors with substantially more driver-assist safety features, namely autonomous emergency braking (AEB)… that just aren’t available in the non-turbo Vitara. You'll need to spend well over $30K for the Turbo grades.
Most opponents have these and more, as standard or optional, like blind-spot monitoring, rear cross-traffic alert, lane-keep assistance and adaptive cruise control and automatic high-beam headlights. For some people, the missing safety kit is the deal breaker in the Suzuki. In its defence, an all-new model is coming and this is probably the final full year of the LY series.
If you can't wait and are prepared to see past the lack of AEB, what does the Hungarian-built base Vitara score? Seven airbags (including a driver’s knee item), stability control, anti-lock brakes with electronic brake-force distribution and brake assist and traction control. Nothing revolutionary here. Pretty much like everything else has had these as standard over the past decade.
However, the ever-wily Suzuki does make up for the lack of driver-assist safety with items usually found on mid-grade versions of rival SUVs, like imbedded satellite navigation (as part of a colourful multimedia touchscreen system that also houses a reverse camera, Apple CarPlay/Android Auto and Bluetooth connectivity), voice control, paddle shifters, keyless entry/start, climate control air-con with pollen filter, front fog lights, roof rails and 17-inch alloy wheels (shod with quality Continental tyres too, no less). Plus, there are even a pair of engine-output gauges showing maximum power and torque use – just like in a Rolls-Royce. Fancy/useless gimmickry.
If you’re blissfully unaware of the safety spec shortages or just don’t care, such little luxury extras speak volumes on a glitzy showroom floor.
But then you might clock the lack of digital speedometer and digital radio as reminders that this Vitara is from an earlier era.
Adding premium paint costs $500 while two-tone paint costs $450 more.
The value advantage the Vitara has enjoyed until this year has worn perilously thin.
Right now, there’s only the single, Qashqai Ti e-Power grade for Australia.
Starting from $51,590, before on-road costs, it adds $4200 to the price of the regular 1.3-litre turbo-petrol Ti, and is gunning straight for more conventional hybrids like the Hyundai Kona N-Line HEV, Honda’s superb ZR-V e:HEV and the new, second-gen Toyota C-HR Koba.
Now, they’re all conventional hybrids with their internal combustion engine (ICE) doing the driving, so the Nissan has a point of difference – and possibly an advantage – over those.
Note, though, that both the C-HR and Kona hybrids also come in grades costing under $45,000 – something the Qashqai e-Power won’t match until the lower-spec versions arrive in Australia sometime later on.
At least Nissan sees fit to stuff the Ti with luxuries like adaptive LED headlights, a head-up display, panoramic sunroof, hands-free powered tailgate, a 10-speaker Bose audio system, heated front seats with massaging function, pleated leather trim, front and rear USB A/C outlets and 19-inch alloys.
These come on top of expected goodies like dual-zone climate control, a 12.3-inch central touchscreen, satellite navigation, wireless Apple CarPlay, wired Android Auto, digital radio, a wireless phone charger, a surround-view camera, auto on/off headlights and wipers, auto-folding exterior mirrors and ambient lighting.
There’s also a host of welcome driver-assist tech. More on those in the Safety section below.
However, the e-Power loses the essential temporary spare wheel for the fiddly and often-useless tyre repair kit. Not good enough, Nissan.
That aside, they make for a finely-crafted and properly fully-equipped small hybrid SUV out of Europe, that, when considered in that light, offers strong value-for-money against technically less-intriguing alternatives.
Advantage, Qashqai.
In some markets, the Vitara is offered with Suzuki’s punchy little 1.0-litre three-cylinder turbo petrol engine, as well as the Turbo’s 1.4-litre four-pot turbo option as seen here, but the bulk of Australian sales are powered by a 1586cc 1.6-litre twin-cam 16-valve four-cylinder naturally aspirated petrol engine, known as the M16A.
A peaky unit, it produces maximum power of 86kW at 6000rpm and 156Nm of torque at 4400rpm. Despite modest outputs, a pleasingly low kerb weight of just 1120kg ensures that the Vitara has a favourable power-to-weight ratio, of 76.8kW/tonne.
Drive is transmitted to the front wheels via a six-speed torque converter automatic transmission, complete with a big pair of paddle shifters for some manual manipulation. Or you can just buy the superior six-speed manual and enjoy a substantially more involving drive.
Under the e-Power’s bonnet is a 1.5-litre three-cylinder, turbo-petrol engine featuring a unique and intriguing, efficiency-enhancing yet performance-boosting, variable compression ratio.
It produces 116kW of power and 250Nm of torque on its own, and is mated to a small-ish 2.1kWh lithium-ion battery and inverter, powering an electric motor that sends drive, via a single-speed reduction-gear transmission, to the front wheels. A set-up Nissan calls 'e-CVT'.
Combined power and torque maximums are 140kW and a considerable 330Nm, respectively. Tipping the scales at 1728kg, the Ti e-Power’s power-to-weight ratio is a healthy 81kW/tonne.
Along with 'Sport' and 'Eco' modes, there’s also a one-pedal driving option that provides electricity-saving regenerative braking that washes off a good deal of speed to substantially slow you down. It's a stepping stone between a hybrid and full EV and you never need to plug it in anywhere.
Nissan made myriad changes to the MacPherson-style strut front and multi-link rear suspension design to accommodate all the additional electrification tech.
Remember towing capacity is half that of the regular Qashqai’s 1500kg (braked trailer), dropping to the latter’s 750kg unbraked figure.
That flyweight mass also pays dividends with fuel economy.
Tuned to run on either 91 RON standard unleaded petrol or a 94 RON E10 ethanol-petrol combo, the Vitara returned an efficient 7.6 litres per 100km over our 521km drive in both inner-city traffic and on a highway jaunt.
While that’s still some way off the official combined average of 6.2L/100km (urban: 7.9 and extra urban: 5.2), it still shows Suzuki’s expertise at such economy engines. We regularly visited the Vitara tachometer’s red line – it’s in the nature of this engine to be revved hard and fast – and never really attempted any economy driving out of it.
The published average figure, by the way, translates to a carbon-dioxide emissions rating of 142 grams per kilometre.
Fitted with a 47-litre tank, nearly 760km between refills is possible.
Nissan reckons the Ti e-Power should average around 5.2L/100km on a combined urban, extra-urban cycle, which equates to a carbon dioxide emissions rating of 117 grams/km.
We managed a still-commendable 5.8L as indicated by the trip computer, but we did not have a chance to test it at the pump.
Note, as with all Qashqais, the e-Power needs more-expensive 95 RON premium unleaded petrol. Brimming the 55L fuel tank, expect a range of up to around 1050km between refills. That's 150km up on the regular 1.3L turbo versions.
For its role shifting a small and light SUV around town, the 86kW/156Nm 1.6-litre twin-cam 16-valve four-cylinder petrol engine provides sufficient if unexciting performance, and a big part of that is the fast-acting and responsive six-speed torque-converter automatic gearbox.
While the Vitara will never be victorious in the traffic lights grand prix, there’s a substantial amount of flexibility within the engine’s rev range, with maximum power coming in at just 200rpm shy of the 6200rpm red line. So, you need to really prod that pedal down if extra muscle is required, and with that there’s quite a lot of mechanical noise coming through, but it isn’t coarse.
Using the big and well-placed paddle shifters helps to draw out a few extra morsels of oomph, but the fact is, compared to the CX-3’s 2.0-litre or HR-V’s 1.8-litre engines, the Suzuki’s has to work hard – and for longer – to cover the same ground at anywhere near approaching the same time. The aforementioned rivals' effortless, torquey response just isn't available to be enjoyed. For that, you'll need the terrifically muscular Turbo.
That’s a pity really, because the Vitara’s chassis is one of the more involving and fun ones in the small SUV class.
Thanks to a light helm, tight turning circle, rear camera, large exterior mirrors and an appreciable amount of all-round vision afforded by the large glass areas, nipping in and out of small traffic gaps or slotting into tight parking spots just isn't an issue in the Suzuki. It feels bred for the urban jungle.
Equally, the Vitara's fast and eager steering provides quick and crisp handling out on the open road as well, with the front end feeling light and agile yet nicely balanced as well. Even through ragged turns, the Suzuki remains on track. Over gravel surfaces it can be driven with reassurance that the traction and stability controls are always there to reel any slides in. It’s very easy and rewarding to punt the Vitara along at speed and with lots of confidence.
But the ride is a little firm in some places, there’s far too much road and tyre noise intrusion and – after a while – the engine’s constant revvy nature becomes a little tiresome.
Note that the fact that Suzuki did not bother engineering this powertrain to take AEB is reason to believe that there probably isn’t much life left for the M16A engine beyond this generation of Vitara.
Two things are obvious soon after the driver presses the starter and silently whooshes away in a Qashqai Ti e-Power.
Firstly, there’s a real weight to it, highlighting this as a solid (as well as heavy) vehicle of substance. And, secondly, once over this initial impression, everything then seems completely normal and intuitive. There’s nothing alien going on here.
Despite the mass, acceleration is brisk, with throttle response becoming even livelier once on the move, since you can feel all that instant torque on tap, even with a light flex of your right foot.
Pushing down harder, it should soon become clear this is a fast machine, so keep an eye on that digital speedo display. It caught us out a couple of times during our test drive through central Victoria.
Using the driving modes reveals varying behaviour according to the settings. In Eco mode the e-Power has a smooth and relaxed gait; performance is Normal seems more spirited while in Sport responses are appropriately stronger and more urgent.
It’s worth keeping the latter in mind, because the chassis is set up for a sporty, Euro feel, meaning there’s a tautness to the suspension that's a little at odds with the plushness of the interior. This isn’t a soft, bouncy ride.
Rolling on a 235/50 R19 wheel and tyre package, there’s a pleasing balance of steering feel, handling agility and roadholding grip, resulting in a dynamically athletic and reassuringly controlled vehicle, even at speed through tighter corners. However, as with the e-Power’s acceleration delivery, the keener driver has to first push through a level of inertia to discover this.
One trait worth keeping in mind is that the tail can become loose and even slide out a little before the ESC quickly yet calmly reels it back in, if you attempt to take a bend too fast. Beware, though, that as the roads were hot and dry during our drive, we cannot attest to how this behaviour will manifest in the wet. Should be fun if you’re a keener driver. We weren’t expecting that.
What else? The easy e-Pedal function works well, providing significant braking up to a point, without bringing the vehicle to a full stop. It soon feels second nature.
Plus, unlike most Toyota hybrids, many EVs and even the X-Trail Ti e-Power we tested recently, the smaller-brother Qashqai avoids that oddly wooden brake-pedal feel, though again, a test in inner-urban traffic may reveal something else.
And, finally, over coarse-chip surfaces, there’s a bit too much tyre or road-noise intrusion coming inside, though over the smoother stuff, you’ll also feel blissfully cocooned in the comfort the Ti packaging provides.
Overall, then, the Qashqai e-Power is a swift, agile and entertaining drive, as well as safe and secure, revealing a further depth to Nissan’s engineering talent and capability.
Sadly, an insufficient amount.
Carried out in 2015, the Vitara scored a five-star ANCAP crash-test rating. That wouldn’t be the case today if the base grade was tested underneath 2021’s more stringent regime.
As lamented earlier, the base Vitara has no AEB. For that, along with lane departure warning, ‘Weave Control’ lane keep assist, traffic sign recognition, blind-spot monitor, rear cross-traffic alert, auto high beam and adaptive cruise control, you’ll need to step up to the $32,490 Turbo or its AWD alternative for another $4K. Parking sensors also aren't fitted.
Safety features that are included are seven airbags (dual front, side, curtain and a driver’s knee item), stability control, anti-lock brakes with electronic brake-force distribution and brake assist, traction control, a hill holder and reverse camera.
Two rear-seat ISOFIX points as well as three top tethers for straps are included for younger passengers.
The e-Power is included with the rest of the existing Qashqai range in scoring a five-star ANCAP crash-test result in 2021.
It features seven airbags including front-centre and front-to-rear curtain coverage.
You’ll also find front and rear Autonomous Emergency Braking (AEB) with pedestrian, cyclist and back-over detection, blind-spot warning, lane-keep assist systems, adaptive cruise control with full stop-go function, a driver fatigue monitor, auto high beams, traffic sign recognition, front and rear parking sensors, ABS with brake assist, Electronic Brake-force Distribution, hill-start assist, stability control, traction control and a surround-view monitor.
There’s also a vehicle approach sound for pedestrians.
Note that Nissan’s AEB kicks in from 5.0-130km/h, pedestrian and cyclist AEB from 10-80km/h, and the lane support systems work between 60-250km/h.
ISOFIX child-seat latches are fitted to outboard rear seat positions, while a trio of top tethers for straps are included across the rear bench.
Suzuki has switched to an industry-average five-year/unlimited kilometre warranty and roadside assistance.
Service intervals are every 12 months or 15,000km, while published basic capped-price servicing is available. Prices start at $239 (years one and five) and reach as high as $429 (year three). Total cost is $1565, averaging out to $313 annually at the time of publishing.
Vehicles under five-years old but with higher mileages up to 90,000km can expect to be charged up to $559, according to Suzuki’s website.
Like all Qashqais, the Ti e-Power offers a five-year/unlimited kilometre warranty that also includes roadside assistance. Nothing unusual there.
Service intervals are at every 12 months or 10,000km. The latter is 5000km sooner than in the ICE equivalent, by the way.
Nissan also offers a choice of servicing options, starting with the Capped Price Servicing that is nearly a thousand dollars cheaper than the regular ICE versions of the Qashqai over the six-year period as published on the company’s website, at around $2850.
Pay in advance and there’s an additional 10 per cent discount. Of course, terms and conditions apply.