Nissan Qashqai
The third-generation Nissan Qashqai is headed for SA before the year is out. We drove it on its home turf, England
Price: TBC Engine: 1,3-litre turbopetrol Transmission: CVT Power: 116 kw Torque: 270 N.m 0-100 km/h: 9,20 seconds* Top speed: 200 km/h* Fuel consumption: 5,37 L/100 km* CO2: 146 g/km Rivals: Hyundai Tucson, Peugeot 3008, Toyota RAV4, Volkswagen Tiguan
+ edgy design, premium interior, improved cabin space
- lacklustre engine, uninspiring touchscreen interface
Love it or loathe it, the term crossover is here to stay and if you’re looking for someone to blame, then blame Nissan. It’s easy to argue the carmaker didn’t really create the first crossover; that accolade arguably belongs to the Matra Rancho in Europe, the AMC Eagle in the US or even the Toyota RAV4.
However, in 2006, a car that looked like an SUV but was barely bigger than a Ford Focus made its debut and a year later it went on sale in South Africa. It was the Nissan Qashqai, a model that has sold in the millions worldwide and is often regarded – largely by Nissan – as the first crossover of the modern era.
The third-generation Qashqai is here and will go on sale in South Africa in November 2021. Designed, engineered and manufactured from nose to tail in the UK, it sits on a brand-new Renault-nissan-mitsubishi Alliance platform, codenamed CMF-C which will undoubtedly be used by other models, too, such as the Renault Kadjar. Designed to be bigger, bolder and more dynamic, it’s only 35 mm longer than the outgoing model we revisited in our May 2021 issue and 110 mm longer than the noughties original, but what the new platform does is provide noticeably more interior space, especially when it comes to headand legroom for those in the back.
The new Qashqai has also gone more upmarket … at least that was the plan. Design boss Matthew Weaver says it features diamond-cut alloy wheels for the first time, plus the name is embossed into the side of the front bumper like a Bentley or Aston Martin (from memory, Mahindra does the same). There are touches of what Weaver calls J-DNA, or Japanese DNA, particularly inside where you’ll find pieces of ornate wood trim and other elements that are clearly designed and engineered to carry on takumi: the Japanese master craftsmen philosophy.
Critically, the new Qashqai is lighter – reduced by some 60 kg over the current generation – which we found to be surprisingly lardy in our May 2021 crossover comparative test. This translates into a lighter, more easy-going feeling on the road. Go for the higher-spec Tekna version with more equipment and the xtronic CVT, though, and you’ll pack 80 kg of weight back on. However, with the multi-link rear suspension on the upper model, this does at least translate into a smoother and more balanced ride.
If you're thinking we’re advocating the CVT here, you’d be right. It’s a rare occurrence but the CVT provides a much better overall drive than the manual. There’s just not enough power for the six-speed ’box to stay in gear long enough unless you are cruising on the highway, and you find yourself constantly having to change down to get a move on. In contrast, the CVT is smooth, unobtrusive and provides a decent
amount of get-up-and-go without any of the traditional whining that puts us off CVTS. It “kicks down” smoothly and gives you decent acceleration when you need it. We found the paddleshifters a bit slow to react and not much use at all but they are made of real metal, not plastic, and whether you use them or not, they do add to the premium feel in the cabin.
Exact specs are yet to be finalised for South Africa but Nissan SA has confirmed there will be an entry-level Visia, Acenta and Acenta+ trim grades. In the Visia, you’ll likely get 103 kw and 240 N.m but the higher-spec Acenta and Acenta+ should get 116 kw and 270 N.m in the xtronic CVT versions. All models will benefit from electrification. It’s only enough to make the Qashqai a mild-hybrid and with 12-volt electrification, it’s not up there with the 48-volt equivalent of brands like Audi. Its main goal is to provide a slight torque boost and support the start/stop and coasting functions, so don’t expect to silently cruise anywhere in electric mode.
If silence is what you were hoping for, you’ll have to wait till 2022 when Nissan launches its e-power technology. Essentially, e-power means the petrol engine acts as a generator to run an electric motor which powers the wheels, much like the BMW i3 range extender and others. It’s a good piece of transitional technology but it won’t appease the growing electric-vehicle brigade. Fortunately, Nissan has the battery-electric Ariya waiting in the wings, although it is not yet confirmed for SA.
Beyond the dual-energy drivetrain, the new model is a leap forward in terms of luxury and tech. Depending on model and spec, it can have everything from sumptuous Nappa leather upholstery to the Propilot driver assistance system. There’s a 12,3inch digital instrument cluster, a nine-inch touchscreen infotainment display with Apple Carplay and the option of a Bose 10-speaker premium audio system. The Qashqai is moving up in the world.
We drove it in the UK where, true to form, it was raining. Actually, it was bucketing down; so much so, we soon found ourselves testing the wading depth. It coped well though and once on higher ground, we discovered the claims of a more dynamic character are indeed true, albeit only marginally. Granted, it isn’t big on power and torque, and you’ll likely feel this at Gauteng altitudes, but it will be sufficient for the typical Qashqai buyer who will be more than impressed by the improved sound insulation, new tech and the increased cabin space.
It’s unlikely the thirdgeneration Qashqai will be the “Qashcow” it was for Nissan in SA a decade ago. Although, in a sea of rivals such as the Hyundai Tucson, Peugeot 3008 and Volkswagen Tiguan, it ticks all the right boxes when it comes to fashionable design, technology and practicality, and for many that will suit them just fine.