Nissan X-Trail 2024 review: Ti e-Power long-term | Part 3

And so the time has come to say goodbye to ‘my’ Nissan X-Trail e-Power Ti. It’s been four months since I collected keys and it’s been a memorable ‘ownership experience’, with the 'Scarlet Ember' test vehicle subject to the trials and tribulations of urban life.

It’s been about two months since I provided my second update on the X-Trail e-Power, three weeks of which I was lucky enough to spend holidaying in Japan.

But it’s otherwise been hard at work, so much so that during that time it actually found itself being part of a comparison review led by one of our many wonderful contributing journalists, Byron Mathioudakis.

Senior Journalist Richard Berry previously compared the X-Trail e-Power with the Toyota RAV4 Hybrid and Mitsubishi Outlander PHEV in a test of different approaches to hybrid technology, but in this new (yet to be published) comparison review it went tyre to tyre with a segment newcomer, the Honda ZR-V e:HEV.

At the risk of spoiling Byron’s written and video pieces on the head-to-head, it was enlightening to drive the X-Trail e-Power back-to-back with a fellow low-emissions mid-size SUV, particularly from a driving dynamics point of view, which brings me to the main focus of this third and final instalment of my EVGuide long-term review of the Nissan.

So, just how well does the X-Trail e-Power drive? Well, it’s safe to say it’s an accomplished vehicle with its own mixture of positives and negatives, which I’ll get to right now.

Specifically, when it comes to handling, the X-Trail e-Power can be a little too nervous at high speed, and if you chuck it into a corner with intent, body roll is more prominent than in the RAV4 Hybrid or ZR-V e:HEV.

First, the so-called bad news. Its dynamic driving experience is not nearly as good as that of the aforementioned RAV4 Hybrid or, dare I say it?, ZR-V e:HEV, both of which are sportier.

Specifically, when it comes to handling, the X-Trail e-Power can be a little too nervous at high speed, and if you chuck it into a corner with intent, body roll is more prominent than in the RAV4 Hybrid or ZR-V e:HEV.

At the same time, you start to feel the extra weight of the Nissan, with it tipping the scales at 1903kg (kerb), which is 235kg more than non-hybrid versions. Point being, its dynamism takes a noticeable hit.

The X-Trail e-Power’s 'e-4orce' all-wheel drive system does offer plenty of on-road grip, no matter the conditions.

That said, the X-Trail e-Power’s 'e-4orce' all-wheel drive system does offer plenty of on-road grip, no matter the conditions.

There are two special terrain modes, though, but I have had no need for 'Snow' or 'Off-Road' during my time, as I’ve kept to sealed roads. Either way, it’s nice to know they’re there if the occasion calls for them.

While the X-Trail e-Power’s electric power steering lacks fluidity, it is well-weighted, making low-speed manoeuvres easy to perform.

And yes, there are parking sensors on hand, should you need them. Same goes for the rear autonomous emergency braking (AEB).

In particular, parking is a breeze, in part thanks to the strong visibility on offer from all angles. The Ti version’s surround-view cameras take that a step further by adding that extra layer of confidence into the equation.

And yes, there are parking sensors on hand, should you need them. Same goes for the rear autonomous emergency braking (AEB). In fact, there’s even an external pedestrian warning sound to compensate for the near-silent operation.

As far as ride quality is concerned, the X-Trail e-Power’s independent suspension, including multi links at the rear, does a good job overall. Comfort around town is great, although composure does take a hit at low speed over uneven surfaces.

If you do go hard, you get to experience every single one of the X-Trail e-Power’s combined 157kW of power.

My apartment building’s car park entrance is lined with cobblestones, which are enough to prompt plenty of head wobbles. Not a deal-breaker for me personally, but parents with sleeping children might be less impressed.

What has frustrated my adult passengers (and me), though, is the X-Trail e-Power’s wooden friction brakes. They’re not as progressive as they should be, so much so that other occupants have consistently mentioned the jolty braking.

Speaking of which, as mentioned in my previous updates, full one-pedal driving is not available here. Engage Nissan’s now-signature e-Pedal and you’ll be able to slow down to a walking speed without having to activate the actual brakes.

With the 'Sport' drive mode engaged, you can sprint from a standstill to 100km/h in seven seconds flat, which was hot-hatch levels of performance not that long ago.

It should go the whole way, though, just like the Nissan Leaf EV does. However, you can flick the gear selector into B mode, which levels up the combined regenerative braking, albeit not noticeably.

Straight-line performance, though? Well, the X-Trail e-Power comes into its own there, with its dual electric motors delivering predictably smooth and silent acceleration – unless pedal inputs are heavier, at which point the petrol generator (a 1.5-litre turbocharged three-cylinder engine) quickly springs into action to charge the relatively small onboard battery that links the two propulsion methods in this series hybrid powertrain. It operates at least two different speeds, depending on the load.

If you do go hard, you get to experience every single one of the X-Trail e-Power’s combined 157kW of power. It’s deceptively quick off the line, such is its overall refinement.

Either way, with the 'Sport' drive mode engaged, you can sprint from a standstill to 100km/h in seven seconds flat, which was hot-hatch levels of performance not that long ago.

And there’s no traditional transmission interrupting drive with gear changes. Make no mistake, electrification makes everyday commuting that much better.

That EV factor grows stronger when it comes to Noise, Vibration and Harshness (NVH) levels – in fact, it excels.

Point being, the X-Trail e-Power’s occupants are treated to near-silent operation, until its petrol generator intermittently kicks in and drones at a consistent speed, which can grow tiresome when it happens while stopped at the traffic lights, where the noise generated is relatively high.

It’s also worth noting the X-Trail e-Power’s advanced driver-assist safety systems are very mature, with Nissan having refined its 'ProPilot' suite over the years.

For example, the lane-keep assist isn’t too intrusive, which is increasingly rare these days. If you turn on the adaptive cruise control and engage steering assist, it gets even better, with autonomous steering inputs well-measured and in-lane positioning just right, the combination of which makes highway driving a breeze.

Now, for the third and final time, let’s talk about the X-Trail e-Power’s fuel consumption. Again, the whole premise of a series hybrid powertrain is greater efficiency, so how well has this one performed over the past two months?

Well, I averaged 7.0L/100km over 1344km of driving, which included more high-speed stints than my two previous efforts. Point being, petrol use was predictably higher, although not by that much.

Either way, that brings my total result to 6.9L/100km over 2822km behind the wheel. As a reminder, 6.1L/100km is the claim here, and given my driving style, that delta is rather good. But the overall numbers still trail that of the RAV4 Hybrid.

Acquired: August 7, 2023

Distance travelled this month: 1344km

Odometer: 7214km

Average fuel consumption this month: 7.0L/100km