Audi Q3 vs Nissan X-TRAIL

What's the difference?

The Audi Q3 Sportback S line 40 TFSI quattro is a quiet achiever.

Not as flashy or performance driven as some of its rivals, it still manages to tick almost every box when it comes to comfort and features. Like most models in the class, space in the back seat is modest but for a top-spec non-performance model, the price is alright and it’s lovely to drive.

Over four generations Nissan has fine-tuned the X-Trail into an impressively refined and practical option for an urban family; that practicality further extended by inclusion of two occasional seats in the third row of this N-Trek version. The value equation is also strong and safety is top-shelf.

That said, efficiency is far from class-leading and the ownership proposition is off the category pace. But this even-seater’s overall quality still shines through. 

If you’re in the midst of the mid-size SUV market vortex and want seven seats rather than five make sure this car’s on your investigation list.

The Q3 Sportback blends the practicality of an SUV with a sports-car presence due to its wide 2022mm stance and coupe-styled rear. With the black accents across the body, big 20-inch alloys and sharp Matrix LED headlights, the Q3 Sportback more than holds its own against the sporty prowess of its rivals.

The cabin establishes that it sits within the premium market with its leather mix upholstery and flashy-looking tech that headlines an angular dashboard. However, it's understated compared to its rivals, which all boast a stronger cabin presence.

Overall, it's not a ‘look at me car’ but the longer you look, the better it gets.

Busy but interesting is a description you might apply to a mad rocket scientist or rock ‘n’ roll roadie. But it’s also apt when looking at the Nissan X-Trail’s exterior design.

Long, angular head and front fog lights sitting either side of a large grille and above multiple air intakes set the tone at the front with a similar mix of accentuated tail-lights and jagged shapes at the rear.

There’s enough distinctive character there to identify the X-Trail as a contemporary Nissan and I for one like the look of it, especially in our test example’s ‘Ceramic Grey’ finish.

For car-spotters, the N-Trek is distinguished by specific 18-inch (mainly black) alloys, a unique front and rear bumper treatment and a blacked-out grille as well as a black finish on the door handles, mirror covers and roof rails.

This third-generation X-Trail arrived less than two years ago and the interior remains classy and restrained, Nissan so far resisting the temptation to join media and instrument displays into the increasingly common single array.

The sweeping multi-level dash is fuss-free and the muted, mainly grey and black colour palette is calming yet bright enough to avoid crossing the line into sombre.  

Its layout is simple and ergonomically efficient with details like manual dials for audio and heating/ventilation control a plus.

And it’s the things you don’t regularly notice that are worth calling out. The electric handbrake is near silent on application; not always the case in recently released rivals. The rear windscreen wiper motor is also quiet; again, something you can’t take for granted these days. And the quality of the materials across the interior is a cut above those most often used by ‘challenger’ brands.

I could go on, but you get the idea. Lots of small ‘one per cent’ things that may seem minor on their own but add up to make a noticeable difference overall.

The Q3 Sportback offers plenty of head- and legroom up front, with access that is accommodating because of the wider door apertures.

Like its rivals, the back seat offers modest space for my 168cm height, but it might be a squeeze if you taller. The middle seat suffers the most with legroom due to the tall transmission tunnel – keep this seat for kids only.

However, all other seats offer well-rounded comfort with decent-padding, side bolsters and the front get extendable under-thigh and lumbar supports, as well as heat functions.

The rear row also gets directional air vents, reading lights, two USB-C ports and a 12-volt socket. Longer trips will be comfortable for four occupants but five will elicit some grumbles.

Storage is good for the class with a glovebox that can fit a manual, a medium-sized middle console and a large phone tray. There are four cupholders and four drink-bottle holders throughout the car, and the rear row also get two map pockets.

The boot offers class leading space with its 530L capacity and only the BMW X2 beats it (by 30L). Storage options open up again with the 40/20/40 split of the rear row. The top model gets a powered tailgate with gesture control and temporary spare tyre.

Technology looks high-end and the touchscreen multimedia system is easy enough to use once you get your head around the menus. The built-in satellite navigation is top notch and the directions are pulled through to the digital instrument cluster.

The Q3 now gets wired/wireless Apple CarPlay and wired Android Auto. The CarPlay maintained a steady connection this week. Charging options are great with a total of four USB--C ports, two 12-volt sockets and a wireless charging pad to choose from.

At just under 4.7m long, a fraction over 1.8m wide and a bit more than 1.7m tall, the current Nissan X-Trail is a large mid-size SUV.

That allows for a generous amount of space up front with more than enough breathing room between the driver and co-pilot.

Storage is pretty handy, too, with a decent size lidded ‘butterfly door’ box between the seats (which doubles as a centre armrest), two cupholders in the centre console, a lower level tray underneath, door bins with space for large bottles and a decent glove box.

Move to the second row and at 183cm tall I have plenty of headroom and legroom, with the latter variable thanks to the seat’s ability to slide and open up more room for the two third-row occupants if required.

Again, there are bins in the doors with a cavity able to accommodate large-ish bottles, two cupholders in the fold-down centre armrest and map pockets on the front seat backs, while adjustable ventilation gets a big thumbs up.

Three full-size adults across the second-row seat is a recipe for discomfort but two grown-ups or a trio of up to mid-teenage kids will be fine and the rear doors deserve a big shout out. 

First, they open out to 90 degrees which makes getting in and out of there s-o-o much easier and second, pull-up sunshades are always a welcome addition.

The third row is a kids-only zone, but the flexibility those two spots offer is significant and Nissan’s provision of big outer armrests with storage and drink holders built in is a thoughtful touch.

Connectivity and power options run to USB-A and -C ports (for streaming and charging) plus a 12-volt socket and wireless device charging pad in the front. There’s an identical pair of (charge only) USBs in the centre row and another 12-volt outlet in the boot. 

Speaking of which, with all seats up the seven-seat X-Trail’s boot capacity shrinks to that of an oversize handbag (realistically, two or three soft bags), but with the 50/50 split third row folded down you’re provided with 465 litres of volume (to the roof) which is enough to easily swallow the three-piece CarsGuide suitcase set. And the 40/20/40 split second row’s sliding ability again allows you to play with the space available.

Worth noting a space-saver spare is provided (a much better option than a ‘roll of the dice’ repair/inflator kit) and maximum braked trailer towing capacity is a handy 2000kg (750kg unbraked).

At $50,390, before on-road costs, other similarly sized and specified three-row rivals to the X-Trail N-Trek include the recently released Tiggo 8 Pro Max Ultimate AWD ($47,990 drive-away) as well as the Mitsubishi Outlander and VW’s Tiguan Allspace.

The N-Trek’s $50K price tag neatly dissects the Outlander 7 seat AWD Aspire ($47,340) and Exceed ($52,640) grades and splits the Tiguan Allspace 132TSI Life ($47,990) and 162TSI Elegance ($57,090) models.

As well as the safety and performance tech covered later in this review, the X-Trail N-Trek’s standard equipment list features dual-zone climate-control, a 12.3-inch digital instrument cluster, 12.3-inch multimedia touchscreen display, a 10.8-inch head-up display, built-in sat nav, wireless Apple CarPlay (and wired Android Auto), keyless entry and start and six-speaker audio (with digital radio).

There’s also a ‘leather-accented’ steering wheel, a 10-way power adjustable driver seat (manual-adjust front passenger seat), heated front seats, synthetic leather trim,18-inch alloys, auto rain-sensing wipers, auto LED headlights (all other exterior lights are also LED), power-folding heated exterior mirrors, rear privacy glass and roof rails.

That’s a solid basket of fruit for the money in this part of the market.

Our test vehicle keeps it's tried and tested 2.0-litre four-cylinder turbo-petrol engine, which produces 132kW of power and 320Nm of torque. Those outputs are slightly less than most of its nearest rivals and it sports a slower sprint time of 7.8 seconds.

The Q3 Sportback is a quattro, which means it has an all-wheel drive and it boasts a silky-smooth seven-speed auto transmission.

While it doesn't induce strong sports-car vibes on road, it’s not a car you'd ever have the audacity to call slow.

The X-Trail N-Trek is powered by a 2.5-litre, naturally aspirated, four-cylinder petrol engine developing 135kW at 6000rpm and 244Nm at 3600rpm. Not a turbo in sight, which is increasingly rare as emissions standards for internal-combustion engine cars continue to tighten.

That said, the X-Trail’s hugely popular corporate sibling, the Mitsubishi Outlander (they share the same chassis platform) has the identical engine residing under its bonnet.

The all-alloy unit features direct-injection and electronically-controlled variable valve timing to produce outputs in the same ballpark as other category favourites like the Kia Sportage 1.6 turbo (132kW/265Nm) and Mazda CX-5 2.5 (140kW/252Nm). But the Toyota RAV4 Hybrid AWD steps ahead on power at 163kW.

Power is transferred to all four wheels via a CVT auto with a ‘Drive and Terrain Mode Selector’ offering ‘Auto’, ‘Eco’, ‘Sport’, ‘Snow’ and ‘Off-Road’ modes.

The AWD system is on-demand with steering angle, yaw rate and G-force sensors feeding into an electronically controlled coupling ahead of the rear differential able to adjust torque distribution between the front and rear axles from 100:0 to 50:50 on the fly.

The official combined fuel cycle figure is 8.2L/100km, but the real-world usage is at 8.6L after doing a mix of open-road and urban driving. Considering the lack of restraint shown for really giving this model a real 'go' on the open-road, the fuel usage is respectable.

Based on the official combined fuel cycle and 60L fuel tank, you should see a theoretical driving range of up to 732km, which is good for any longer road trips you might want to tackle.

Nissan’s official combined cycle fuel-economy figure for the X-Trail N-Trek is 7.8L/100km, the 2.5-litre four emitting 183g/km of CO2 in the process.

That number’s in line with other non-hybrid competitors but some way off the Toyota RAV4’s 4.8L/100km.

Over a week covering mainly urban and suburban driving as well as some freeway running we recorded an average of 9.9L/100km, measured at the pump, while the on-board computer coughed up a more optimistic 9.1L/100km.

That’s starting to get up there for the class although the result’s balanced somewhat by the X-Trail’s ability to run happily on 91 RON ‘standard’ unleaded.

You’ll need 55 litres of it to fill the tank which translates to a theoretical range of around 700km and roughly 550km using our real-world number.

The power delivery for the Q3 Sportback S line model is effortless. It doesn’t have the thrum or burbling of a turbo, but the power is well and truly there whenever you need it. So, while not as ‘powerful’ as some of its rivals, you don’t feel like you’re missing out.

The low and wide stance of the Q3 Sportback translates to nimble and direct handling – you can take corners at speed with almost no roll and the steering sits within the goldilocks zone for firmness.

A downside is the cabin noise, which is fairly loud with road and wind no matter the speed – but you don't have to raise your voice. You'd expect a bit of noise with the big wheels, but you always hope for more refinement at this grade level.

The Q3 isn’t difficult to park, but it does take a moment to get your bearings on how it fits a space, as it’s bigger than you might expect. The 360-degree camera is super clear, which takes out a lot of the guesswork.

The car feels like an extension of you as a driver which elevates the overall on-road experience despite not being a performance model. This would be well-suited for a driver who wants great on-road performance without feeling like someone who is in a mid-life crisis.

The best way to describe driving the X-Trail N-Trek is stress-free. It’s quiet, comfortable and composed with enough oomph for the cut and thrust of urban driving as well as the occasional foray onto the highway.

Maximum pulling power arrives at 3600rpm, which is higher than the small-capacity turbo SUVs the X-Trail most often competes with. But the pay off is crisp throttle response and you’re never found wanting for performance.

Drive goes to all four wheels via a ’shift-by-wire’ continuously variable transmission (CVT). By design CVTs cause the engine to hunt up and down the rev range, searching for the optimal gearing compromise between power and efficiency. But the CVT ’droning’ syndrome that characteristic can generate isn’t a noticeable factor in the X-Trail.

The strut front, multi-link rear suspension delivers smooth ride comfort helped in no small part by the standard 235/60x18 Bridgestone Potenza Sport A/S tyre’s cushy 60-series sidewall profile.

That rubber plays a part in the car’s modest road noise with wind noise on the freeway also low for a relatively upright SUV. The X-Trail also steers nicely with well-weighted assistance and good road feel.

We didn’t head off-road for this family review but the N-Trek’s variable AWD capability gives it the ability to confidently deal with loose or slippery unsealed surfaces.

An 11.1m turning circle is nice and tight, which, in concert with a reversing camera, 360-degree camera view and front and rear proximity sensors makes parking a straight-forward exercise.

Brakes are discs all around (ventilated at the front) and the pedal is agreeably progressive.

In fact, that kind of refinement is a hallmark of the way this car operates. Recently arrived competitors can be noticeably abrupt when it comes to brake, throttle and steering inputs.

Not so here. As mentioned in the Design section, these one per cent positive qualities lift the X-Trail above the norm.

The current Nissan X-Trail received a maximum five-star ANCAP assessment from testing in 2022 and it’s on the pace relative to others in the category.

Active (crash avoidance) tech is comprehensive including AEB with car, pedestrian and cyclist detection (operational from 5.0-130km/h for car detection), rear cross-traffic alert and rear AEB, adaptive cruise control, lane departure warning and lane keeping, an ‘Around View’ 360-degree camera view, blind-spot monitoring, tyre pressure monitoring and driver fatigue detection.

If an impact is unavoidable, there are seven airbags onboard, including side curtains (importantly, covering all three rows) and a front centre bag to minimise head clash injuries in a side-on crash.

There are three top tether points and two ISOFIX anchors for child seats/baby capsules across the second row seat. There are no top tether points on the third row.

The Q3 comes with a five-year/unlimited-km warranty, which is a normal term for the class.

You can pre-purchase a five-year servicing plan, which costs $3330 overall, or $666 per service which is competitive for the premium segment.

Servicing intervals are reasonable at every 12 months or 15,000km whichever occurs first.

Nissan covers the X-Trail with a five-year, unlimited-kilometre warranty, which is the norm in the mainstream market. That said, the likes of GWM, Kia and MG are at seven years, unlimited-km with Mitsubishi offering conditional 10-year, 200,000km cover. Roadside Assist is included for five years.

The main service interval is 12 months/10,000km which is behind the more common 12 months/15,000km period, although pre-paid maintenance is available offering an approximate 10 per cent saving over (still capped-price) pay-as-you-go.

Pre-payment also means you can fold the cost of maintenance into the financing of the car (if you’re going that way).

For the X-Trail AWD, pre-paid servicing comes in at $2092 for five services within five years ($418.40 per workshop visit) compared to $2324 for individual capped-price services ($464.80 per visit). 

There’s that 10 per cent saving but it’s still relatively pricey when you consider the Toyota RAV4 Hybrid costs $260 per service.