The Nissan X-Trail first arrived in New Zealand back in 2001, and 25 years, four generations and more than 27,500 Kiwi sales later, Nissan’s medium SUV still remains one of the country’s most recognisable family vehicles. Now, as the X-Trail celebrates its silver anniversary, Nissan has decided that what the family SUV really needs is more choice, and, naturally, a bit more orange. Introducing the Nissan X-Trail 2WD e-POWER and the rather more adventurous-looking X-Trail Rock Creek.
I was invited to Queenstown to put both the 2WD ePower and e4ORCE Rock Creek through their paces across tarmac, gravel and some decidedly less-than-smooth terrain. And while these two X-Trails approach the SUV brief from very different directions, both make a surprisingly strong case for themselves.
X-Trail 2WD e-POWER: Lose Some, Gain ‘Less’
Let’s deal with the biggest change first. Until now, if you wanted an X-Trail with Nissan’s clever e-POWER system, you were essentially looking at an all-wheel-drive e-4ORCE model. Nissan has now introduced front-wheel-drive e-POWER versions in both ST-L and Ti-L grades.
Why? I hear you ask. Well Nosy, because Nissan says roughly half of hybrid buyers are choosing two-wheel drive. And to be fair, it makes sense.
The 2WD e-POWER loses the e-4ORCE all-wheel-drive system, seven kilowatts of power and a sizeable chunk of towing capacity. But in return you get improved fuel economy, lower emissions and a lower entry price, a good trade in my book.
The figures are 150kW and 330Nm, with combined fuel consumption dropping to a claimed 5.4L/100km and CO2 emissions to 123g/km. As for the sticker prices, the ST-L 2WD e-POWER starts at $49,990 plus ORCs, while the Ti-L comes in at $55,990 plus ORCs.
ePower?
For those unsure about what e-POWER is, let me explain. Unlike a conventional hybrid, the petrol engine doesn’t drive the wheels. Instead it acts as a generator, producing electricity that feeds the battery, which then supplies the electric motor driving the wheels. It sounds complicated, but it isn’t. You put fuel in it and drive. There is no plugging in, no worrying about finding a charger and, importantly for some many, no range anxiety. You get much of the driving sensation of an EV without actually owning an EV.
So, What Does the X-Trail 2WD e-POWER Feel Like?
Pretty damn good actually. The immediate impression is how punchy the powertrain feels. Press the accelerator and the electric motor responds instantly, delivering its torque directly to the front wheels. There’s no waiting around for a gearbox to decide what it wants to do.
Plus it’s also remarkably calm. The cabin remains quiet (just a hint of ICE noise every now and then), the power delivery is smooth and the whole experience has that slightly uncanny EV-like sensation that makes e-POWER such an appealing halfway house between internal combustion and full electric motoring.
Yes, this (or these) new 2WD additions are front-wheel drive, but on our Queenstown route (including gravel, rocks, uneven surfaces and some water crossings) it coped impressively well. The ground clearance remains the same, and while you’re obviously giving up the additional traction and drive modes of the e-4ORCE system, the 2WD X-Trail still feels perfectly capable for the sort of driving most owners are likely to throw at it.
And that’s essentially the point. For city driving, commuting, family holidays and the occasional gravel-road adventure, do you really need all-wheel drive? The stats would say that for half of us, probably not.
The Ride and Handling
The X-Trail has always had a fairly sensible personality, and the 2WD e-POWER doesn’t suddenly turn it into a sports SUV. Instead, there’s a reassuring predictability to the way it drives. The steering feels natural, the ride is comfortable and there’s enough feedback from the road to remind you that you’re actually driving rather than merely supervising the car. It’s also nicely composed through corners.
The electric powertrain helps here because the response is so immediate and linear. There’s no CVT hunting for the right ratio because, well, there isn’t a traditional drive ratio to hunt for. And while Nissan has packed the X-Trail with driver assistance technology, I was pleased to find that the ADAS systems generally stayed in the background rather than constantly nagging or second-guessing the driver.
In my (not so) humble opinion, safety technology should help you drive, not make you feel like you’ve hired an overbearing driving instructor.
Inside the X-Trail – Familiar, Comfortable and Tech-Heavy
The X-Trail’s interior remains another of its strong attributes. There’s a reassuring sense of quality and space, while the driving position gives you a good view over the bonnet and out across the road. The technology offering is particularly impressive on the higher grade. You’ve got a large central infotainment display, a substantial digital instrument cluster and, on the relevant models, a 10.8-inch head-up display.
Thankfully, Nissan hasn’t simply thrown screens into the cabin for the sake of it. The information is generally well presented and easy to digest, while the HUD means you can keep your eyes closer to the road rather than constantly looking down.
The infotainment system is also complemented by a decent stereo, making the X-Trail a rather pleasant place to spend time, particularly when you’re covering longer distances – did I mention the better fuel economy?
Then There’s Rock Creek
If the 2WD e-POWER is the sensible evolution of the X-Trail, the Rock Creek is the one that has raided the wardrobe and decided plain is overrated. Rock Creek sits between the ST-L and Ti-L grades, but its biggest selling point is visual and essentially cosmetic. There’s a black V-motion grille, a new three-slot horizontal grille treatment inspired by Nissan’s D21 ute and current Navara, black roof rails, black mirror caps, additional cladding and 18-inch wheels.
Then there’s the orange, a fair splash of it. The exterior gets orange detailing, front fascia and Nissan badge, wheel accents, rear Nissan badge and Rock Creek badging and contrasting trim. Nissan has also introduced ‘Baja Storm’, a distinctive exterior colour that works particularly well with the black and orange treatment. It’s a $890 option, but if you’re buying a Rock Creek, you might as well go all in.
Inside the Rock Creek
The Rock Creek treatment continues inside with ballistic nylon-style seating, embossed with Rock Creek orange, and orange stitching on the dash and steering wheel. Normally I’d be inclined to say that cosmetic changes are exactly that, cosmetic. But there’s nothing wrong with a bit of personality.
Cars have become increasingly similar, increasingly grey and increasingly obsessed with looking sensible. The Rock Creek breaks that mould. The orange details might not make it faster or more capable, but they do make it feel different and sometimes that’s enough. And if I’ve learnt anything from TV, isn’t orange the new black?
Two Rock Creeks, Two Very Different Personalities
New Zealand gets two Rock Creek powertrain options. The first is the conventional 2.5-litre petrol, producing 135kW and 244Nm and paired with a CVT. Importantly, this version has seven seats, so it’s the obvious choice for the larger family. The second is the Rock Creek e-POWER e-4ORCE, producing 157kW and 330Nm and offering the electric-motor driving experience I much prefer. The catch is that it only offers five seats.
So if you need seven seats, the petrol model wins, but if you want the more sophisticated and punchier driving experience, I’d be reaching for the e-POWER.
At the launch we only had the petrol Rock Creek. It is perfectly competent, but as is often the case with CVT-equipped SUVs, it doesn’t have the immediate shove or smoothness of the electric-driven alternative. During our drive, the petrol model was showing around 9.5L/100km, although that was a launch-drive figure (and we did stress the vehicle A LOT), rather than a long-term real-world result. (Nissan claims 7.8L).
Which X-Trail Would I Choose?
The 2WD e-POWER makes a compelling argument for people who don’t need all-wheel drive. You get 150kW, 313Nm, EV-like response and 5.4L/100km claimed fuel consumption. As I said, you lose some towing ability and the extra traction of e-4ORCE, but for many urban and suburbanites those sacrifices may never be noticed.
Then there’s Rock Creek. It’s more flamboyant, more adventurous-looking and considerably more distinctive. The e-4ORCE version would be my pick because it combines the visual attitude with the punchy electric driving experience and genuine all-weather capability. But if seven seats are essential, the petrol Rock Creek is the obvious answer.
Tarmac Takeaway
What Nissan has done with these two additions is actually rather clever. Rather than reinventing the X-Trail, it has identified two very different customer wants. The first is efficiency without the commitment of going fully electric, the second is individuality, those who want their family SUV to look like it might actually escape the suburbs at the weekend.
The X-Trail 2WD e-POWER delivers on the first brilliantly. It is smooth, quiet, punchy and efficient, and after driving it on everything from tarmac to gravel, I wouldn’t be worried about its capability for the vast majority of everyday adventures.
The Rock Creek, meanwhile, adds some much-needed attitude. It may be largely cosmetic, but let’s not underestimate cosmetics. There’s an enormous industry dedicated to making things look better, and for good reason.
The X-Trail has survived 25 years because Nissan has consistently evolved it around what buyers actually want, these latest additions continue that tradition. More choice, better efficiency, a bit more adventure and, thankfully, quite a lot more orange. Not a bad way to start the next 25 years.
Thanks for the great pics and video Nissan/Digital Fuel Productions
