2019 Nissan Qashqai vs 2020

What's the difference?

The Qashqai ST + is a jack of all trades, and when you consider some very good competition in this segment, a master of none. It’s this SUV’s unique dimensions which will set it apart for the majority of buyers, and for what it’s worth they’re getting a great car.

For the Qashqai to be truly impressive, Nissan could up the standard spec by including today’s connectivity musts and get rid of those darned halogen headlights.

The Qashqai is a very solid small SUV, and one of the better ones, if not the best, when it comes to city friendliness.

As its name suggests, the N-Sport is the sportiest version of the Qashqai, but just keep in mind it’s 'sporty' in looks alone.

That said, we’d save $1000 and go for the Qashqai’s mid-range ST-L instead. It also has all of the right bits.

The Qashqai’s design has moved at a glacial pace since it first launched in 2014, but in perhaps a testament to its simple, largely timless design, it has aged much better than something like the Mitsubishi ASX.

Nissan has done a great job of using minor, but effective style updates to bring the Qashqai’s front end, rear end and especially interior up to date with modern trends.

The LED light fittings help with this, as do the carefully applied touches of chrome and black in the grille, around the car’s sides and even in its window frames.

There’s a nice kind of balance to the Qashqai’s proportions when viewed in profile. Perhaps a consequence of its segment-bending size.

You could argue it looks a bit anonymous, but I reckon its better to blend into the crowd tastefully than start to come across as dated, or worse still controversial, as some small SUVs have become.

Again, not everyone wants the overt style of the Mazda CX-3, post-modern looks of the Hyundai Kona or dated design of the Mitsubishi ASX. For those who want something contemporary but not loud, the Qashqai hits the spot.

Inside the same applies, Nissan has applied tactical and tasteful updates to keep the Qashqai at least approximating the paired-back design trends of 2019.

There aren’t any loud coloured trims or contrasting panel work (as in the Kona) to be found here, just a simple, pragmatic approach that carries from the modern D-shaped and leather-bound wheel, through to the dash which is embossed with subtle matt-grey touches.

The colour scheme is a bit grey-on grey, but it’s a simple design with a focus on space. It’s unfortunately dated a bit by the old-school multimedia centre stack which has the screen embedded inside it, surrounded by gloss blacks and old-fashioned shortcut buttons.

One particular element I’d like to call out is the dash cluster. So simple in its execution, it’s brilliant. There’s no digital dash-cluster or any ultra-modern touches, but it consists of big, legible elements and in the case of the ST +, a large colour TFT screen which shows data readouts like your speed, fuel consumption and range.

The size of the elements makes reading your speed at a glance a cinch. I wish more SUVs had dash clusters like it.

The Qashqai is one of the better-looking small SUVs, and the N-Sport ups the visual ante in just the right places.

Up front, it is disappointingly equipped with halogen headlights, but at least they’re capped off by arrow-shaped LED daytime running lights (DRLs). The fog lights also use cheaper bulbs, which don’t make for great night-time visibility.

Anyway, the design itself is attractive, with Nissan’s signature 'V-Motion' grille large and in charge, featuring a mesh insert and a combination of gloss-black and chrome trim.

The N-Sport stands out from the Qashqai crowd with its body-colour front bumper, which features matte-silver inserts across the side air intakes.

Around the side, the wheelarches are also body-colour, with unique 19-inch 'Wind' alloy wheels positioned below. Their multi-spoke design certainly spices things up.

Again, the N-Sport turns to a matte-silver finish, this time for the Qashqai’s side-mirror caps, roof rails and skirts. It’s all subtle but effective.

At the rear, the N-Sport’s tailgate spoiler and arrow-shaped LED tail-lights are lifted from other members of the Qashqai family, so no surprises there.

But look lower and another body-colour bumper with matte-silver inserts comes into view. And if you’re still having a hard time picking the difference, there’s also the obligatory ‘N-Sport’ badge to really spell things out.

Inside, the N-Sport looks like any other Qashqai, save for its black cloth/leather-accented seat upholstery and black headliner.

So, there’s not much in the way of ‘innovation that excites’, especially where the 7.0-inch touchscreen is concerned. A recent update introduced a new multimedia system, which goes some way in making up for the sins of its predecessor.

That said, it’s still one of the worst out there due to its lack of functionality, low resolution and puzzling widescreen format. Thankfully, Android Auto and Apple CarPlay support is now on hand, so make the most of it.

The multi-function display wedged in between the traditional tachometer and speedometer is good, though, serving up all the right information to the driver.

And then there's the interior’s seriously premium quality. While the leather-accented steering wheel and gear selector are to be expected, the soft-touch upper and passenger-side middle dashboard, and front door shoulders are not.

So too are the leather-accented armrests, door inserts, door handles and knee rests. It’s all very nice. The same can’t be said, though, for the centre stack’s gloss-black trim, which is prone to annoying fingerprints. The titanium accents used elsewhere are less troublesome.

The Qashqai’s most defining element is its strong point. Being sized above most small SUVs but below mid-sizers means the Qashqai will be perfectly suited to someone who needs to dart down alleyways but also needs a decent amount of boot space and a back seat to suit adults.

It does both brilliantly, and there are other benefits. Storage for front seat occupants is excellent, with big cupholders in the doors, a phone or wallet sized trench under the centre stack (with a 12-volt outlet), a massive centre console box which I can almost fit my entire arm in (with more power outlets and even clips to manage stray cables) as well as two cupholders behind the shift-knob which can fit large objects.

Nicely designed doorcards are simple, but nice to rest your elbows on. The switchgear is plain, but solidly put together.

Up the back there’s legroom that’s well above average for the segment. It won’t put larger sedans on notice, but you’ll be able to fit two, maybe even three adults back there with ease.

They’ll also get pockets on the backs of the front seats and small bottle holders in the doors, but in a major let-down for something this size, there are no rear air vents.

Boot space comes in at 430 litres, which threatens some SUVs in the mid-size segment. It’s also a big empty space, void of inconvenient obstructions.

Boot space maxes out at a solid 1598 litres with the 60/40 split rear seat folded, which will be enough to even move some whitegoods.

A space-saver spare lives under the boot floor.

If you’re really intent on towing, the Qashqai is capable of dragging a 729kg unbraked trailer or 1200kg braked.

Measuring 4394mm long, 1806mm wide and 1595mm tall, the N-Sport is on the larger side for a small SUV, which means good things for practicality.

Cargo capacity is generous, at 430L, but can be increased to a massive 1598L with the 60/40 split-fold rear bench stowed, an action that can only be performed via manual release in the second row.

The boot itself has a wide aperture, which is makes loading bulkier items easier. What doesn’t, though, is the tall load lip. And a hump in the middle of the floor also has to be contended with when using the maximum storage space.

That said, two bag hooks, four tie-down points and a couple of side bins are on hand to more than claw back respectability.

In-cabin storage options are numerous, with the tall central bin proving rather useful, despite featuring a removable tray, a USB-A port, a 12V power outlet, an auxiliary input and a very shallow cupholder.

The latter is at odds with the two cupholders behind the gear selector, which are too tall for coffee cups. For the record, the front and rear door bins can only accommodate one regular drink bottle each. But we digress…

Other in-cabin storage options include a small cubby in between the central bin and the two cupholders, and a larger one in front of the gear selector, which also houses another 12V power outlet.

The glove box is average size, while there’s no sunglasses holder despite the absence of a panoramic sunroof that would normally eat into the space used by one.

In the second row, a pair of map pockets sit on the front seat backrests, while a cubby is found in the rear of the centre console, where air vents and/or USB ports would usually be found. Yep, rear occupants won’t be pleased.

That said, they'll be elated with the spaciousness. Behind my 184cm (6.0ft) driving position, around 6.0cm of legroom is on offer alongside plenty of toe-room. Headroom is also great, at roughly 4.0cm.

Thankfully, the transmission tunnel is relatively small, so there’s more than enough footwell space for two adults or three children, who will be disappointed by the small size of the fold-down armrest’s two cupholders.

Speaking of the kids, the outboard seats are equipped with top-tether and ISOFIX anchorage points for child seats, although the awkward aperture of the rear doors makes fitting them a touch tricky.

Priced from the $35,000, plus on-road costs, the N-Sport commands a $1000 premium over the mid-range ST-L and undercuts the flagship Ti by $3490 in the Qashqai range.

Standard equipment not already mentioned includes dusk-sensing lights, rain-sensing wipers, a space-saver spare wheel, power-folding side mirrors with heating, rear privacy glass, satellite navigation with live traffic updates, six-speaker audio (with digital radio), keyless entry and start, and heated front seats. A pretty decent list, to say the least.

Our test vehicle was finished in 'Magnetic Red' metallic paint ($595), which is one of five extra-cost colour options.

Key rivals include the Hyundai Kona Elite FWD ($30,300), Kia Seltos Sport+ FWD ($32,290) and Mazda CX-30 G20 Touring FWD ($34,990), all of which are newer models with fresher technology.

All Qashqais are powered by the same 2.0-litre four-cylinder non-turbo engine. It produces an on-par 106kW/200Nm, which isn’t super exciting, but it also isn’t as underpowered as some of its competition.

Every Qashqai drives the front wheels only, there’s no all-wheel drive option, and the only auto available is a continuously variable transmission (CVT).

If you’re after all-wheel drive you’ll have to step up to Nissan’s mid-size X-Trail, and more power is on offer from Hyundai’s Kona (130kW/256Nm) or Suzuki’s Torquey Vitara Turbo (103kW/220Nm).

The N-Sport is motivated by a 2.0-litre naturally aspirated four-cylinder petrol engine that produces 106kW of power at 6000rpm and 200Nm of torque at 4400rpm. Both outputs are average for an entry-level powertrain option.

This particular unit is mated to a continuously variable automatic transmission (CVT), which has six simulated ‘steps’ designed to mimic a traditional gear set.

For the sake of efficiency, drive is exclusively sent to the front wheels. Yep, no all-wheel drive to be had here.

One benefit from the Qashqai’s non-turbo engine is its ability to run on 91RON base-grade unleaded.

The ST + has a claimed/combined fuel consumption rating of 6.9L/100km, against which I scored a reasonable 7.3L/100km over my week of mixed freeway/urban driving.

Surprisingly, this was a lower number than the one produced by the top-spec Ti I reviewed last year (8.2L/100km) so your driving style might impact this number by a litre or two either way.

All Qashqai’s have a 65-litre tank which offers a little more range than most small SUVs which have 45-55L tanks.

The N-Sport’s fuel consumption on the combined-cycle test (ADR 81/02) is 6.9 litres per 100 kilometres, while its claimed carbon dioxide emissions are 159 grams of CO2 per kilometre. All things considered, both are decent.

In our real-world testing, we averaged 10.6L/100km over 175km of driving mostly in the city limits. A more than acceptable result.

An 'Eco' drive mode is on hand, too, reducing throttle response to improve efficiency, but we didn’t go there often.

For reference, the N-Sport’s 65L fuel tank takes 91 RON 'standard' petrol at minimum.

The Qashqai drives about how you’d expect. But don’t get me wrong, that’s not a bad thing. The engine can be on the thrashy side, but it’s powerful enough and has nice predictable and linear acceleration which won’t offer nasty surprises.

Sure, the CVT gives it a bit of a rubbery feel, with a slight delay, but most won’t be bothered by it. There are competitors with six-speed traditional auto transmissions for those who are really turned off by it.

Otherwise the Qashqai has great fast handling wielded well through the leather bound steering wheels, and suspension which is a little on the stiff side.

I’d say it’s on par with the suspension tune in the Mazda CX-5 or Hyundai Tucson, softer more comfortable tunes are available in Honda’s HR-V or CR-V, and the Mitsubishi Eclipse Cross is perhaps a little softer, too.

The Qashqai is reasonably quiet, helped by the reasonably-sized wheels and soft rubber. The Ti I drove last year was noisier thanks to its slim tyres and huge wheels.

Visibility is also a strong point. I always felt like I could see plenty out of this car's windows and mirrors, if the multimedia screen was raised up a little

There are more fun small SUVs to drive and more comfortable small SUVs, but the Qashqai hits the nail on the head for the silent majority of consumers looking for something predictable and secure, with enough power for everyday duties.

As far as small urban runabouts go, the N-Sport more or less nails the brief.

In fact, it’s the kind of SUV that you’d much rather drive in traffic than on the open road.

The 2.0-litre engine isn’t exactly a powerhouse, requiring plenty of revs to flirt with maximum power, let alone peak torque.

It certainly helps then that the CVT is on hand. Like its contemporaries, this unit will jump up and down the rev range at a moment’s notice.

For this reason, it makes the 2.0-litre mid-range and upper reaches more accessible, making for decent acceleration when required.

At the same time, though, the CVT makes for a noisy cabin, even when accelerating without vigour. Needless to say, it’s not our favourite.

That said, this combination stacks up relatively well around town, where the pace is more leisurely. Yep, it’s not quick on a country road.

But despite the name, you weren’t expecting the N-Sport to be a sporty drive, were you?

We’re thankful it’s not, because it’s quite relaxing in the city, where commuting is often a stressful experience.

Key to this is the N-Sport’s independent suspension set-up, which consists of MacPherson-strut front and multi-link rear axles with passive dampers.

Simply put, it’s comfortable. Despite the threat of the 19-inch alloy wheels, the ride is quite good, with most road imperfections dealt with nicely.

Speed bumps and potholes aren’t an issue. Rockier surfaces can give the N-Sport the jitters, but when don’t they?

The electric power steering isn’t quite as good, but it does the job. It’s speed-sensitive, meaning the N-Sport is easy to manoeuvre at lower speeds but more stable at higher velocities.

This system isn’t the first word in feel, but it's pleasingly light, a great characteristic in the urban jungle.

Handling-wise, the N-Sport doesn't set the world on fire. As per the high-riding crossover brief, it exhibits plenty of body roll during hard cornering.

Arguably, though, this trait makes for sharper turn-in, so it’s not all bad. And the 1392kg kerb weight is never really an issue in tighter bends.

ANCAP awarded the entire Qashqai range a maximum five-star safety rating in 2017.

The N-Sport’s advanced driver-assist systems extend to autonomous emergency braking, lane departure warning, blind-spot monitoring, rear cross-traffic alert, high-beam assist, hill-start assist, surround-view cameras and front and rear parking sensors.

Notable exclusions include pedestrian and cyclist detection, lane-keep assist, adaptive cruise control and traffic sign recognition.

Other standard safety equipment includes six airbags (front dual, side and curtain), the usual electronic stability and traction control systems, anti-skid brakes (ABS), brake assist (BA) and electronic brakeforce distribution (EDB), among others.

Nissan has updated its warranty recently, to bring it in-line with an ever-competitive batch of opponents.

That means five-years and unlimited kilometres of warranty coverage, up from three years. Nissan has a fairly transparent list of what is and is not covered on their warranty page.

You’ll need to service the Qashqai once a year or every 10,000km. Service prices are capped, costing between $226 and $435 which add up to a yearly average of $357 over the life of the warranty. You’ll also need to change brake fluid every 24 months at a cost of $32.

It adds up to an average-priced program. It would have been nice to see it cost a smidge less given the less complex nature of the engine.

As with all Nissan Australia models, the N-Sport comes with a five-year/unlimited-kilometre warranty, which is on par in the mainstream market. That said, Kia, MG, and SsangYong lead all others with a seven-year term.

The N-Sport also comes with five years of roadside assistance, while its service intervals are every 12 months or 10,000km, whichever comes first. The latter is on the shorter side.

A keenly priced six-year/60,000km capped-price servicing plan is available for $1785, or an average of $297.50 per visit.