Toyota Kluger VS Nissan X-Trail
- Quiet and refined
- GX is well-specified
- GXL and Grande are pricey for not much benefit
- Deeply ordinary entertainment system
- 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
Like the statues of Easter Island, the Toyota Kluger casts a huge shadow over the Australian motoring landscape. It's a strong seller for Toyota, having been around for ages and is one of three large SUVs in Toyota's armory next to the evergreen Prado and disappointing Fortuner.
Competition, of course, is growing ever more fierce. Hyundai is about to drop a new Santa Fe, the Kia Sorento gets better every year and more manufacturers are joining the party. Most notably, Mazda's CX-9 is also loaded with safety gear and a potent 2.5-litre turbo engine.
The intensity of the battle became apparent in my esteemed colleague Matt Campbell's recent comparison test where the Kluger came last behind the Kia Sorento and Mazda CX-9, thanks largely to Toyota's reluctance to fit the same advanced safety features.
They heard Matt (that's what he reckons, anyway) and recently added some important safety tech to the 2018 Kluger. Let's have a look to see if it's enough.
|Fuel Type||Regular Unleaded Petrol|
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 2018 Kluger is still a very solid car, with tons of room for you and your things. And your family and their things. It remains way out in front (although the new Santa Fe is lurking menacingly) and the boost in safety gear will help ensure it stays there.
The pick of the range is still the GX which is now a much stronger proposition with the extra safety features. There's little of real interest in the higher models, you can't get better headlights (a curious state of affairs) or a better stereo, so it's difficult to understand the appeal.
The Kluger will serve you and your family well in a solid and unspectacular way. Given most of us like that in our cars, it's easy to see why it's a hit.
Does the Kluger's new safety focus do enough to lure you away from the competition? Tell us what you think in the comments below.
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 Kluger is handsome in a squared-off, what-are-you-looking-at kind of way. That big bluff front-end makes the car look rather bigger than it is, which is quite an achievement because it's pushing two metres wide and 1.73m tall. It's not the longest in its class, though, coming in at 4.89m.
Despite it hailing from the US, it's not too blinged-up, but neither is it CX-9 pretty. Some might find the grille reminiscent of a krill-hoovering whale or Bane from Batman, but it's certainly distinctive.
The cabin is like the exterior - nothing flash, but what you see is what you get. Materials are mostly pretty good and it leans towards thoughtful and practical rather than sexy. Normally I'd say, "just like me", but I'm none of these things.
The interior dimensions of the big bruiser match its eclipse-causing exterior. No matter your size - well, within reason - you'll find plenty of space in the first or second rows. The third row features decent space for kids and very patient adults for short trips.
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.
The big question people ask me about the Kluger is "How many seats are in there?" - every Kluger packs seven seats, with two flip-up seats in the boot. Boot space dimensions are obviously dictated by whether they're up or down. With the seats down, you've got a decent 529 litres, leaving you with good luggage capacity and a cargo cover to keep it all hidden away. Lift the seats with the straps and you've got just 195 litres, about the same as a small hatchback.
Put the second and third rows down and Toyota says you'll have 1117 litres, but I reckon that's conservative.
The cabin is well-planned for families. Every row features cupholders - front and middle rows have a pair each, while those banished to the third row score two each, a total of eight across the car.
Back in the front row, the tectonic split in the dashboard is lined with a soft rubbery material, making it a great place to sling phones, keys and odds and ends. Between the seats is a massive 24-litre storage bin that a small grandparent could ride in. On second thoughts, that's probably not a great idea.
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.
Price and features
There are three models in the Kluger range and how much you pay will vary depending on your thirst for standard features. Our price list features RRP prices and are a guide only - your dealer might be convinced to reduce the cost.
The GX opens with the lowest price - $44,500 for the 2WD and $48,500 for the 4WD. Specs include six-speaker stereo, 18-inch alloys wheels (no 17-inch alloy wheels anymore), front and rear air conditioning, Bluetooth, forward and reverse camera, active cruise control, rear parking sensors, remote central locking, auto headlights, power windows and mirrors and a full-size spare wheel.
The GXL adds an lazy 10 grand in comparison to the GX - $54,950 (2WD) and $58,950 (AWD). The GXL adds a GPS navigation system, DAB digital radio, rear-cross traffic alert, keyless entry and start, partial leather seats, and electric tailgate with separate glass hatch.
The Grande - again, for a further 10 grand plus, is available for $65,646 (2WD) or $69,617 (AWD). You'll get the same satellite navigation as the GXL, 19-inch rims, electric sunroof, rear-seat entertainment system with 9.0-inch screen and Blu-Ray and heated and ventilated front seats.
The entertainment system is powered by a 6.1-inch touch screen in the GX and 8.0-inch in the other models, which also include satellite navigation. The software package is distinctly 2006, painfully so in the GX. The system includes AM/FM radio, CD player and USB. There's no DVD option, however.
Colours include 'Crystal Pearl' (white), silver, 'Rustic Brown' (looks better than it sounds), 'Predawn Grey', 'Rainforest Green', 'Merlot Red' (dahling), 'Deep Red', 'Cosmos Blue' and 'Eclipse Black'. All but the black are $550 extras, which is not modest but not extortionate either.
Toyota's accessories list is well-stocked, with items like nudge bar (which is remarkably well integrated), side steps, cargo barrier, roof racks (no roof rails, though) and various plastic shields, driving lights, floor mats, towbar, parking aids and blind spot monitor.
You're out of luck if you want a Toyota-branded seat belt extender or bull bar.
For comparison, the cheapest CX-9 is $700 less (than the GX), but with a higher spec level, while the fully-loaded Azami is also around $800 cheaper (than the Grande) but - again - better-equipped.
The Korean rivals, while older and slightly smaller, are significant cheaper - the Kia Sorento is priced from $42,990 to $46,990 while the Santa Fe starts at $40,990 and finishes at $57,090 (albeit not a petrol V6). All these cars are well-equipped, with more modern features and tech.
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.
Engine & trans
Across the range, Kluger buyers are treated to the same engine specifications - a 3.5-litre V6 petrol. The big unit devlops 218kW/350Nm to help move the two-tonner.
As to whether the V6 features a timing belt or chain, it's the latter. The engine uses standard (OW-30) oil and 0-100km/h acceleration times are around nine seconds.
Towing capacity is the same for each model, coming in at 700kg for unbraked trailers and 2000kg braked. We haven't yet carried out a towing review.
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.
For its engine size and overall weight, fuel economy is always going to be marginal and continues to be the Kluger's weak spot. For the front-wheel drive, Toyota claims 9.lL/100km on the combined cycle. The heavier 4x4 version recorded an official combined fuel consumption figure of 9.5L/100km.
These mileage figures would be a stretch - in a week of gentle suburban running around in a GX AWD, we copped a figure of 13.7L/100km.
The fuel tank capacity is a handy 72 litres, meaning a decent run between fills, especially when you're out on the open road.
Obviously, without a diesel engine, there are no diesel fuel consumption figures.
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.
You never really forget that the Kluger is a big unit. Ground clearance is a not-inconsiderable 200mm and the turning circle a fairly lazy 11.8 metres. People don't seem to mind that it feels big, and is one of the few in the segment that I feel like I'm climbing up into with my 183cm (six-foot) frame rather than stepping in.
From behind the wheel you can practically see the curvature of the Earth you sit so high. Fire up the near-silent V6 and you're struck by how incredibly smooth it is. Also smooth is the ride - the long travel suspension is probably exactly the same as it is for our American cousins vs, say, Hyundai's habit of setting up its cars for Australia.
Everything is soft and squidgy but in a reassuring way, even the warning beeps aren't too shrill or irritating. The steering is light and with the occasional moment of vagueness but again, it's all very predictable. The brakes, though a bit spongy at the top of the pedal, are more than up to the task of washing off speed in the unlikely event you've overcooked things.
The engine continues unchanged. There's enough horsepower to get you going and hold a decent clip, it will keep you out of trouble and do what Toyotas generally do - look after you. Performance is hardly the key point of the Kluger - it weighs in at a fairly unapologetic 2005kg in AWD form - but, as I say, there's ample power to keep you moving.
We're yet to perform an exhaustive off-road review, but our experience is that the Kluger has reasonable off road ability.
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.
The Kluger arrives from the US with seven airbags, ABS, stability and traction controls and rear parking sensors.
The 2018 Kluger is really about the battery of new safety features in the lower models. Added to the GX and GXL are pre-collision warning, forward AEB, lane departure warning, active cruise and auto high beam. GXLs also pick up a blind spot monitor and rear cross traffic alert. As you can imagine, the Grande has the lot.
There are three top-tether anchors for the middle row as well as two ISOFIX points.
As before, the ANCAP safety rating stands at a maximum five stars, awarded in November 2016.
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's three year/100,000km warranty also comes with a fixed price servicing plan. It seems the Japanese company can get away with the short warranty because of the long-held reputation for reliability and few problems or faults.
I've certainly never heard complaints from Kluger owners, or Toyota owners generally for that matter. Having said that, Hyundai and Kia both smack Toyota out of the park for warranty length and in Hyundai's case, lifetime fixed price servicing.
Service costs are fixed via Toyota's 'Service Advantage' pricing. For the Kluger you'll pay $180 per service for the first 36 months or 60,000km. You'll have to visit the dealer every six months or 10,000km for the stamp in your owners manual, which is always good for resale value.
Few owners report any genuine issues, such as engine problems or tranmission problems.
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.