A well-calibrated CVT gives the Qashqai spirited off-the-line acceleration
Finally, there’s Peugeot’s second-gen 3008. If ever proof was needed of the Nissan’s far-reaching influence, it’s this model’s 2016 switch from unloved MPV frump to sales-blockbuster crossover. Employing PSA’S lauded EMP2 architecture, the French SUV kicks off from $37,490 as a front-drive Active. While delivering the most power (121kw and 240Nm from a 1.6-litre turbo), it suffers from a few spec anomalies (and nauseating alloys). No adaptive cruise, blind-spot detection, lane-keep assist, auto high-beam, keyless entry/pushbutton start, leather, heated front seats or electric folding mirrors is a bad start. For these you’ll need the $40,990 Allure, which also nets an electric tailgate, auto parking, acceptable looking wheels and ultra-cool fabric dash inserts.
With dashes in mind, let’s see how the Qashqai’s atmo lump goes against the others’ turbos. With the continuously variable transmission calibrated to keep the engine in its torque band, off-the-line acceleration is pleasingly spirited. Up to about 40km/h there’s hardly anything in it, but beyond that, the Nissan falls away. The 80-120km/h overtaking increment, for instance, takes two seconds longer than the rest. And while Cvt-induced rev-drone is mercifully contained, the raucous MR20DE four pot isn’t exactly cultured.
That would be forgivable if there was a sans-turbo fuel economy dividend, but the Qashqai was this test’s dipsomaniac, averaging 11.1L/100km. Doublewhammy fail.
The Mitsubishi, too, let us down, returning a poor 10.5L/100km; that’s likely the upshot of being the porkiest here – by more than 125kg compared with the featherweight Frenchie.
At least the Eclipse Cross is rapid and raring to go, right from the get-go, to the point where it will spin its Toyos even in the dry and scramble for traction in the wet. Anywhere up to 60km/h, the Mitsu’s extra muscle is palpable, aided in no small way by one of the smoothest and most unintrusive CVTS we’ve yet experienced, to streak ahead of both Qashqai and Karoq, while keeping the latter at bay to 100km/h. After that … well, all those extra kilos rear their efficiency-obliterating head again, with the Exceed slipping behind the Skoda.
Everything works better on a sensible diet, as the lithe Karoq demonstrated, being only 0.1s slower than the Eclipse Cross to the tonne, yet teasing out almost a whole litre per 100km more in the process. Like the Exceed, the 110TSI’S sparkling powertrain provides a solid and deep well of oomph to draw upon, at least after the inevitable DSG lag at take-off.
Super-slick gear selection ensures the Skoda is always in the right ratio at the right time which, combined with punchy throttle response across the rev bandwidth, makes it an effortless point-to-point performer. The Czech’s ability to power along at a cracking pace is a sheer joy.
Plus, the Skoda pipped the Pug in the braking stakes,
pulling up a metre shorter at 35.4m from 100km/h. The Nissan was within cooee at 37.6m, however the Mitsubishi took an elongated 40.5m which is perhaps also to blame on the extra ballast.
Yet… the Karoq’s numbers told a different truth, for in reality the barely run-in 3008, with the secondoldest engine on test and tres ordinaire Toyota-supplied six-speed torque-converter auto, proved brawniest, especially at the top end. By 130km/h the SUV from Sochaux was streaking ahead of the rapid Skoda by 0.6s, the Mitsu by nearly two seconds and the Nissan by a yawning four-seconds.
The 3008 also set the quartet’s dynamic benchmark, thanks to the sharpest and crispest steering, easily providing the most feedback and bite. It shrinks around the driver, with just enough rear end play for corners to be carved at a considerable clip while still feeling firmly rooted to the road. Are SUVS meant to be this entertaining? They are now.
The Skoda’s front end, too, is a fun yet faithful companion, seemingly magnetised to the driver’s chosen cornering line, backed up by a tautly sprung chassis and what feels like endless grip. That said, though, the steering intimacy and rear end fluidity that set the Pug apart are absent; that’s something we’ve noticed on every MQB model with the torsion beam rear suspension.
Rounded describes the Qashqai dynamic character, feeling planted and composed while still agile enough to engage a keen helmsman. The Ti’s 19-inch rubber probably helps. And the Eclipse Cross? On paper, it should have the goods to better the ageing Qashqai, with its more modern engineering and pedigree enriched through decades of rallying successes.
The truth, however, is heartbreaking in this last true Mitsubishi, for the Exceed’s steering is oddly numb, so at speed there’s a level of disconnection that can be disconcerting; this is exacerbated by a tippy-toed attitude brought on by tiresome and then queaseinducing amounts of vertical and lateral body roll. Just as frustrating is the endless and noisy suspension bump and thump on anything less than a smooth surface. The lack of a cohesive chassis tune is quite literally a shocker. With no comfort trade-off to compensate for its dreary handling, the Eclipse Cross is out of its depth. An Exceed AWD sampled earlier in the year on the same roads behaved far better, so was there perhaps something awry with our test car?
At the other end of the ride spectrum is the Peugeot, especially around town. No doubt the 3008’s smaller wheels (17s versus the others’ 18s or 19s) play a part here, but the Active’s levels of absorption and suppleness put it on top for refinement. The black art of French suspension isolation lives on!
In contrast, while the Skoda can be equally comfy, it can also struggle with small amplitude bumps at lower speeds, feeling at times too vocal and abrupt. Yet, with four adults on board at speed over our rough, ride-assessment road, the extra weight actually settled the Karoq and eased the edge out of the firmness. Over the same strip, the Peugeot’s body control wasn’t quite as level, but it remained a relaxing proposition. The Qashqai, too, proved remarkably well damped considering its massive wheels and tyres, smothering most road irregularities with agreeable aplomb. Maybe that’s Renault’s influence. All were welcome respites after the Mitsubishi’s dynamic maladies.
All four offer spacious and practical wagon-oid
The Skoda’s front end is seemingly magnetised to the driver’s chosen line