2023 Nissan Qashqai ST+ review

You wait ages for a new Nissan and then four come along.

Within the space of a year, Nissan dealers, once starved of fresh stock, have seen the Z sports coupe arrive alongside a broadside of new SUVs in the shape of the Pathfinder, the X-Trail and, arguably the most important of the lot, the Qashqai.

Aussies genuinely can’t get enough of the Qashqai. The last J11 version was on sale here for nearly a decade, but that’s largely because we’ve been a little behind the curve in finally getting our hands on this British-built J12 successor. It first had its reveal way back in February 2021 but it’s been late making landfall Down Under. Has the wait been worth it?

In order to assess what real people will be buying, we’ve selected the ST+ version to test. All Qashqais use the same 110kW 1.3-litre turbo-petrol engine that sends drive to the front wheels via a continuously variable transmission (CVT), and the ST+ sits second in a four-model hierarchy that runs ST, ST+, ST-L and Ti. In other words, it’s a model that is in the absolute heartland of Nissan’s big Qashqai sales push.

JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• Technology in the cabin
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

The bad news? Qashqai prices have taken a fairly steep uptick over the last model. But that much you were probably expecting. It’s the way of the car market at large right now.

At the base level, prices have risen by $3100 over its predecessor while at the pointy end of the range you’ll pay $8300 more. Nissan naturally points to vastly improved equipment lists and the company has a point, but just be prepared to dig deep if you really want a new Qashqai.

The ST+ opens at $37,890 before on-road costs, which is a solid $4K premium over the entry-level ST. That doesn’t net you any real changes to the oily bits, but you will notice a far plusher infotainment system, bigger alloy wheels, wireless Apple CarPlay and front fog lights.

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You’ll still get a polyurethane steering wheel, but at least it’s nicely textured and contoured rather than the typical greasy-feeling rim that many car brands inflict on customers whose budget doesn’t run to leather.

Otherwise, materials quality is relatively impressive and the cabin adheres to much the same design language that you’ll see through the X-Trail and Pathfinder hierarchy. The ST+ only gets single-zone air-conditioning which feels a little basic, but at least it gets chunky, physical knobs for fan speed and temperature.

We’d take that over a complex system that’s buried within the touchscreen any day. One equipment pick that’s missing from the ST+ is a set of roof rails; you’ll need to choose an ST-L for that.

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How do rivals compare on value?

If you thought of the Qashqai as one of the cheaper options in its class, perhaps you need to think again.

That said, it’s not hard to see value here. The Qashqai as a model range has taken a huge step forward in terms of quality and sophistication. Communicating that to buyers is going to be Nissan’s challenge. This ST+ version is pitched at $37,890, while an automatic Mazda CX-30 that’s one up from entry-level – the G20 Evolve – is $35,740 and packs more power but less torque.

Opt instead for a Toyota Corolla Cross and the price differential is even starker. Here you can buy a GX Hybrid for $35,500 which nets you a 2.0-litre 146kW engine or, if you want a grade higher, a GXL at $36,750. All the above prices exclude on-road costs.

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In terms of metal for your money, the Toyota is a solid bet, but jump behind the wheel and clock the Corolla’s dull cabin finishes and smaller 8.0-inch display and you’ll soon appreciate where savings have been made.

Kia’s Seltos (and for that matter many variants of the bigger Sportage) – with a seven-year warranty – comes in cheaper, likewise the Hyundai Kona.

Neither Seltos nor Kona feels anything like as modern as the Qashqai and it’s likely the price and perceived quality differential between the Koreans and the British-built Qashqai will close significantly when the next generation models arrive (mid-2023 for Kona, 2025 for Seltos).

It’s also worth bearing in mind that any money you might save on a runout version of these cars may well be cancelled out by heavier depreciation when the new models arrive. For now, however, the Seltos benefits from a recent facelift, offers a lot of car for the money and will deliver an all-wheel drive  Sport+ variant with 146kW for around $1500 more than the Qashqai ST+.

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Interior quality, comfort, space and storage

Admit it. You expected the Qashqai’s cabin to be a little bit dull. Practical, but dull. So kudos to Nissan for adding a little styling pizzazz.

Break out the tape measure and you’ll realise that the Qashqai’s wheelbase is only 40mm shorter than that of the seven-seat X-Trail. Nissan has cleverly teased out the dimensions of this J12 generation model to deliver a bit more room for occupants.

At 2666mm, it’s 20mm longer than its predecessor between the hubs, and while it runs on much the same CMF-CD platform as before, it’s 35mm longer, 32mm wider and 25mm taller.

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2023 Nissan Qashqai ST-L interior

Visibility out of the vehicle has been improved thanks to a thinner but stronger A-pillar design, while you’re far less likely to kerb a wheel on a curving multi-storey down ramp thanks to mirrors that are now mounted on the doors rather than blocking your view past the A-pillar.

Rear passengers enjoy an additional 28mm knee room (608mm in total), while headroom has increased by 15mm. Nissan has listened to owner feedback and has made getting in and out of the Qashqai easy with doors that open to a 70-degree angle up front and a massive 85 degrees at the rear, easing the loading of children.

The rear seats are generously sized, with more than acceptable headroom and reasonable knee room. There’s also the benefit of rear air vents plus USB-A and USB-C ports.

Touchpoints generally feel high-quality, although a leather-trimmed steering wheel would be a welcome fitment.

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Touchpoints generally feel high-quality, although a leather-trimmed steering wheel would be a welcome fitment. The cloth seats are supportive laterally and feel hardwearing, although a little more under-thigh support wouldn’t go amiss.

Switchgear is unintimidating and Nissan has thankfully retained a decent array of buttons rather than burying many functions in the infotainment screen.

The brushed metal effect on the dashboard brightwork, the contoured and stitched leather-look dash roll top, the damped feel to the switchgear and the slick short-travel gear selector all combine to make the Qashqai’s interior feel a step above the norm.

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Boot space

For a vehicle that packages high-quality multi-link rear suspension, the Qashqai offers a decent amount of rear boot space. The 2023 Qashqai's boot holds 429 litres with the rear seats upright and 1524 litres with the 60:40 rear bench folded.

The boot floor is stepped, however, up-spec Qashqai Ti models feature a removable panel which makes the floor flat with the benefit of a little storage beneath it. This and the packaged subwoofer then limit the total space on offer to 418 litres with the seats in place.

Some intrusion from the suspension towers is evident but the sides of the luggage bay are flocked to prevent prams and strollers from scratching them. Those with families will find the lack of an electric tailgate tiresome if they’re laden down with gear. Beneath the boot floor is a space-saver spare measuring 155/90 R17. Sadly, the ST+ trim misses out on the clever 'Divide and Hide' boot organiser of ritzier Qashqais.

Mini matchup: Boot space

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2023 Nissan Qashqai ST-L

Technology in the cabin

The big touchscreen is a standout. It looks as if it belongs in a far more expensive vehicle.

It’s responsive, navigation around it is fairly straightforward and once it’s figured out the ID of your phone, it’s not given to dropping the connection.

I’m an Android user so I didn’t get to sample the wireless Apple CarPlay connection, but the wired Android link was solid – which is more than can be said for some far more expensive vehicles.

Comparisons

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There’s no wireless charging pad in the ST+ model, which is no great irritant if you’re already plugging your Android handset into either the adjacent USB-A or USB-C port, but that could rankle if you have an iPhone because you may feel inclined to plug the phone in so it retains charge on a longer trip.

When you move beyond infotainment, the Qashqai ST+ is a little bare-bones. There’s no dual-zone air-conditioning or electric seat adjustment on the passenger side. You’ll search in vain for a head-up display or an over-the-air firmware update facility.

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What is it like to drive?

If you enjoy a bit of spirited driving, the Qashqai is undoubtedly the standout pick in its class.

Much of the Qashqai’s dynamics point to a seriously sharp steer. Body roll is well-contained, the calibration of the control weights is beautiful and the steering is accurate. While the ST+ is not particularly quick off the mark (100km/h arrives in 10 seconds) and lacks the all-weather traction of some all-wheel-drive rivals, it’ll leave them for dead down a twisty country road.

In short, it feels as if Brits, with their passion for jinky, keen-handling cars, have engineered it. You only have to look at the 235/55 R18 Goodyear Eagle F1 tyres fitted to our test car for evidence of that.

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Much of the Qashqai’s dynamics point to a seriously sharp steer. Body roll is well-contained, the calibration of the control weights is beautiful and the steering is accurate.

There is a flip side to that, of course. If you’re a little less demanding when throwing it through some corners, you may well feel that the compromises inherent in giving it such a dynamic focus come back to bite you in the form of a firmish ride. It’s by no means harsh but compared to the pillowy friendliness of, say, a Toyota Corolla Cross, the Qashqai certainly feels a bit more involving.

You can pluck at gears yourself if you want by using the wheel-mounted paddles but, for the most part, the CVT does a decent job of squeezing the 1.3-litre four-pot engine for all of its 250Nm. The kerb weight is just 1472kg, so it never feels as if you’re battling that much inertia.

Should you want to switch the Qashqai into a more aggressive mode, flick the D-Mode switch on the centre console. But this has the effect of making the otherwise crisp steering response a little treacly. Towing? You’ll be limited to 1500kg with a braked trailer.

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How is it on fuel?

The caveat here? You’ve got to give it 95 RON. After that, the news is largely good.

Because it utilises a fairly small turbocharged motor, the Qashqai likes its juice premium. Combined-cycle fuel economy is rated at 6.1L/100km, which is respectable if not exceptional. That figure is helped by the fitment of a CVT that generates 29 per cent less friction than its predecessor.

The 55-litre fuel tank means that you then have an effective 900km range, but in mixed use we saw 7.4L/100km.

Mini matchup: Fuel consumption

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How safe is it?

The 2023 Qashqai nets a five-star ANCAP rating. But the best thing? All trims get all the major items of safety gear.

Even the entry-level Qashqai gets seven airbags, autonomous emergency braking (AEB), junction assist, reverse AEB, an active speed limiter, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert.

Beyond that is gear like forward collision warning, lane departure warning, lane-keep assist, rear parking sensors, a quality reversing camera, traffic sign recognition and tyre pressure monitoring.

This ST+ model adds Nissan’s 360-degree surround view camera and moving object detection. About the only significant thing you’ll miss out on with this trim level is the more sophisticated 'ProPilot' semi-autonomous driving tech, for which you’ll need to spend extra on the Qashqai ST-L.

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Warranty and running costs

Just when you were starting to look for a dotted line to sign on, comes a big but – and we cannot lie.

Servicing for the Qashqai is relatively expensive. You’ll need to bring your Qashqai in for the once-over by Nissan every year or 15,000km, whichever arrives earlier. You can pay for each service as they arrive, or you can opt for pre-paid maintenance plans.

The three-year deal will set you back $1467, four years totals $2494 and a five-year arrangement will have you delving down the back of the sofa for $2916; all of these plans cover one service per annum. Compare that to a Toyota Corolla Cross which features a fixed-price five-year plan that costs $1150 and you can see that the bills start to add up.

Nissan's warranty is a fairly standard five-year, unlimited-kilometre deal with the added bonus of a five-year, 24-hour roadside assistance program.

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VERDICT

Sharp as a tack and feels well built, but the Qashqai is a little more focused than we’ve come to expect from its cuddly predecessors.

Nevertheless, there’s a great deal to commend the Qashqai. Here at Wheels, we like a vehicle that handles and the little Nissan certainly excels on that score. But there’s more to a small SUV’s remit than the ability to eviscerate your favourite hill route. Fortunately, the Qashqai is so likeable that its shortcomings seem relatively trivial.

It’s fairly expensive to service, the ride is a little more intrusive than some rivals and its outright power isn’t about to set your trousers on fire. Counter that with the fact that it’s safe, good-looking, spacious inside and refreshingly free of the petty annoyances that afflict many new cars and there’s an easy likeability about it.

The ST+ trim level is sure to be popular, as it’s the cheapest way to get the big 12.3-inch touchscreen display which really lifts the cabin. If you’re looking for better fuel economy or an all-wheel drive variant, keep your eyes peeled for the E-Power hybrid versions to follow.

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