# data.attributes.metatag[].attributes.content
Top Gear reviews the Nissan Qashqai. It's one of the UK's best-selling family cars for a reason. This second-generation is even better. Full review inside.

# data.attributes.metatag[].attributes.content
The Nissan Qashqai gets some worthy improvements as part of a chunky facelift. Does the job admirably, not really one for the enthusiast. Obviously

# data.attributes.metatag[].attributes.content
The Nissan Qashqai gets some worthy improvements as part of a chunky facelift. Does the job admirably, not really one for the enthusiast. Obviously

# data.attributes.metatag[].attributes.content
The Nissan Qashqai gets some worthy improvements as part of a chunky facelift. Does the job admirably, not really one for the enthusiast. Obviously

# data.attributes.metatag[].attributes.content.description[]
The Nissan Qashqai gets some worthy improvements as part of a chunky facelift. Does the job admirably

# data.attributes.metatag[].attributes.content.description[]
not really one for the enthusiast. Obviously

# data.attributes.metatag[].attributes.content[]
"description":"The Nissan Qashqai gets some worthy improvements as part of a chunky facelift. Does the job admirably

# data.attributes.metatag[].attributes.content[]
not really one for the enthusiast. Obviously"

# data.attributes.field_cars_driving.value
Fairly dull. Despite Nissan’s liberal use of the word ‘sporty’, the Qashqai is about as sporty as an ice cream van. It rides well enough - though the bigger 20-inch alloys do add a bit of shuddery completion over speed bumps - and is well insulated so it’s very quiet on a smooth road. But at anything above 7/10ths it just shrugs its shoulders and gives up. Safe and early understeer, absolutely nothing to recommend if you actually enjoy driving.

Obviously this is what 99 per cent of people expect from a front-wheel drive Qashqai, so it’s not exactly fatal. But still. There are modes to try and liven things up but even in the incongruously named ‘Sport’, the Qashqai simply doesn’t feel like it’s interested in deploying the e-Power’s 187bhp/243lb ft of torque in any way enthusiastically. Probably good for passenger comfort.

Tell me more about that fancy e-Power drivetrain?

The e-Power drivetrain is a strange one. This is a hybrid with a slightly odd configuration that’s more like a full-strength range-extender. So, there’s a 1.5-litre three-cylinder petrol engine that isn’t connected to the wheels. Instead, it can either power an EV motor or charge a wee 1.8kWh battery.

Bare EV mode will only last a mile or so in practice (so good enough to leave the house silently, but not much more), and after that, the little three-pot chunters away fairly randomly. It actually rises in pitch as you accelerate, which gives the impression that it’s driving the wheels, but it isn’t; it just drives the e-motor that then sends its power to the front wheels. Got it?

The figures are 7.9 seconds to get from 0-62mph and a 105mph top speed, but it honestly feels strange most of the time. Sometimes you’ll be bumbling about town feeling like you’re driving an EV, and then suddenly a little bit of 3cyl thrum will be heard from up front.

Nissan reckons this system gives the feeling of an EV without the hassle of plugging in, and although acceleration off the line is actually fairly smooth, we’d be forced to ask if anyone has actually driven a Nissan Ariya, or any pure electric car for that matter. The e-Power system really doesn’t feel like that at all.

You can activate a Brake mode for extra regen or an e-Pedal mode for one-pedal driving, but when the engine’s on and running that makes the whole driving experience even more strange.

Again though, potter about quietly and never try to stretch things, and it’s smooth and more than adequate. The payoff isn’t huge though: we managed around 42mpg with the e-Power setup on a run that included inner-city driving, motorways and country lanes.

You sound a little… unimpressed.

The thing is, the QQ really isn’t about being impressed with the driving experience. In town and under lighter duties it’s the right size, is easily parked thanks to the extra cameras and sensors, and it rides very nicely having been developed on poor British roads. The drivetrain doesn’t show itself up in the same way, and it’s very amenable. It’s fine. Oh, and you can set up a shortcut so that it's just two presses of steering wheel-mounted buttons to turn off all of the annoying driver assistance systems. Great news.

TG very much realises that there aren’t many people buying a family SUV at this price level expecting razor-sharp dynamics, but some may expect a car that doesn’t sound quite so… groany.

What if I don’t want that e-Power setup?

We’re yet to try the mild-hybrid petrol in this Qashqai, but it’s a 1.3-litre turbocharged four-cylinder that can be had with either 138bhp or 156bhp. Oh, and here’s something you probably weren’t expecting: a six-speed manual gearbox is standard fit with both the power outputs, although a CVT auto is an option on the higher powered MHEV.

# data.attributes.field_cars_driving.processed
Fairly dull. Despite Nissan’s liberal use of the word ‘sporty’, the Qashqai is about as sporty as an ice cream van. It rides well enough - though the bigger 20-inch alloys do add a bit of shuddery completion over speed bumps - and is well insulated so it’s very quiet on a smooth road. But at anything above 7/10ths it just shrugs its shoulders and gives up. Safe and early understeer, absolutely nothing to recommend if you actually enjoy driving.

Obviously this is what 99 per cent of people expect from a front-wheel drive Qashqai, so it’s not exactly fatal. But still. There are modes to try and liven things up but even in the incongruously named ‘Sport’, the Qashqai simply doesn’t feel like it’s interested in deploying the e-Power’s 187bhp/243lb ft of torque in any way enthusiastically. Probably good for passenger comfort.

Tell me more about that fancy e-Power drivetrain?

The e-Power drivetrain is a strange one. This is a hybrid with a slightly odd configuration that’s more like a full-strength range-extender. So, there’s a 1.5-litre three-cylinder petrol engine that isn’t connected to the wheels. Instead, it can either power an EV motor or charge a wee 1.8kWh battery.

Bare EV mode will only last a mile or so in practice (so good enough to leave the house silently, but not much more), and after that, the little three-pot chunters away fairly randomly. It actually rises in pitch as you accelerate, which gives the impression that it’s driving the wheels, but it isn’t; it just drives the e-motor that then sends its power to the front wheels. Got it?

The figures are 7.9 seconds to get from 0-62mph and a 105mph top speed, but it honestly feels strange most of the time. Sometimes you’ll be bumbling about town feeling like you’re driving an EV, and then suddenly a little bit of 3cyl thrum will be heard from up front.

Nissan reckons this system gives the feeling of an EV without the hassle of plugging in, and although acceleration off the line is actually fairly smooth, we’d be forced to ask if anyone has actually driven a Nissan Ariya, or any pure electric car for that matter. The e-Power system really doesn’t feel like that at all.

You can activate a Brake mode for extra regen or an e-Pedal mode for one-pedal driving, but when the engine’s on and running that makes the whole driving experience even more strange.

Again though, potter about quietly and never try to stretch things, and it’s smooth and more than adequate. The payoff isn’t huge though: we managed around 42mpg with the e-Power setup on a run that included inner-city driving, motorways and country lanes.

You sound a little… unimpressed.

The thing is, the QQ really isn’t about being impressed with the driving experience. In town and under lighter duties it’s the right size, is easily parked thanks to the extra cameras and sensors, and it rides very nicely having been developed on poor British roads. The drivetrain doesn’t show itself up in the same way, and it’s very amenable. It’s fine. Oh, and you can set up a shortcut so that it's just two presses of steering wheel-mounted buttons to turn off all of the annoying driver assistance systems. Great news.

TG very much realises that there aren’t many people buying a family SUV at this price level expecting razor-sharp dynamics, but some may expect a car that doesn’t sound quite so… groany.

What if I don’t want that e-Power setup?

We’re yet to try the mild-hybrid petrol in this Qashqai, but it’s a 1.3-litre turbocharged four-cylinder that can be had with either 138bhp or 156bhp. Oh, and here’s something you probably weren’t expecting: a six-speed manual gearbox is standard fit with both the power outputs, although a CVT auto is an option on the higher powered MHEV.

# data.attributes.field_cars_editor_title
Nissan Qashqai review: Samurai-spec looks, not the most exciting drive 

# data.attributes.field_cars_inside.value
Improved. The most obvious thing is that the upper tiers now come with Alcantara wrappings for the inside (dash, door cards, centre console lid, knee pads), and there are new materials for the trim pieces. Seemingly simple stuff that actually makes a big difference. There are new materials for the seats (with partially quilted real or synthetic leather) on the more expensive ones, and the addition of 64 different colours of ambient lighting… which can change with the drive modes.

There’s enough space for five normal humans, and the boot is a decent 479 litres; at the smaller end of the scale for this size of car, but still good. Fold the seats down and you can get 1,415 litres measured to the roof, so very useable for family life.

What about that added tech stuff?

There’s a new Around View Monitor with a 3D function that uses eight cameras to give you a solid view around the car, including a ‘stood off’ perspective that allows you to scroll around the car and have a look about. Plus there’s that ‘invisible bonnet’ that projects your perspective to just behind the front wheels without anything in the way.

It’s all very nice, but to be honest TG has only ever used these kinds of functions in off-roaders while crawling through and over things, and it’s probably of marginal use in a small-ish SUV.

Of more use - and it really is useful - is the wide-angle front view which allows you to do a quick check from a blind junction without sticking the whole nose of the car out into the road. And you can store that view in the memory so that it automatically activates when it gets there. So, if it’s pulling out of your driveway or part of the regular commute, it pops on without asking.

Is the connectivity any good?

Google comes built-in with Nissan Connect this time around, so there’s plenty of the good stuff. Standard Google Maps with over-the-air updates, Google Assistant – which allows for voice control of some of the car’s functions – and Google Play, so you can download apps direct into the car. Then there’s an app of the sort that will be familiar to EV owners. You can lock and unlock the car, check the status, where you’ve parked it, close the windows or even track it if it gets nicked. It’s all useful stuff and the addition of Google tech means this is way better than Nissan’s old system.

Anything else?

There’s also great news if you like proper buttons and switches, because Nissan has resisted the temptation to ditch the physical climate controls and drive mode toggles. It could have put all of that into the 12.3-inch central touchscreen, but instead it keeps a proper climate control panel and actual toggles down by the drive selector. Very sensible.

# data.attributes.field_cars_inside.processed
Improved. The most obvious thing is that the upper tiers now come with Alcantara wrappings for the inside (dash, door cards, centre console lid, knee pads), and there are new materials for the trim pieces. Seemingly simple stuff that actually makes a big difference. There are new materials for the seats (with partially quilted real or synthetic leather) on the more expensive ones, and the addition of 64 different colours of ambient lighting… which can change with the drive modes.

There’s enough space for five normal humans, and the boot is a decent 479 litres; at the smaller end of the scale for this size of car, but still good. Fold the seats down and you can get 1,415 litres measured to the roof, so very useable for family life.

What about that added tech stuff?

There’s a new Around View Monitor with a 3D function that uses eight cameras to give you a solid view around the car, including a ‘stood off’ perspective that allows you to scroll around the car and have a look about. Plus there’s that ‘invisible bonnet’ that projects your perspective to just behind the front wheels without anything in the way.

It’s all very nice, but to be honest TG has only ever used these kinds of functions in off-roaders while crawling through and over things, and it’s probably of marginal use in a small-ish SUV.

Of more use - and it really is useful - is the wide-angle front view which allows you to do a quick check from a blind junction without sticking the whole nose of the car out into the road. And you can store that view in the memory so that it automatically activates when it gets there. So, if it’s pulling out of your driveway or part of the regular commute, it pops on without asking.

Is the connectivity any good?

Google comes built-in with Nissan Connect this time around, so there’s plenty of the good stuff. Standard Google Maps with over-the-air updates, Google Assistant – which allows for voice control of some of the car’s functions – and Google Play, so you can download apps direct into the car. Then there’s an app of the sort that will be familiar to EV owners. You can lock and unlock the car, check the status, where you’ve parked it, close the windows or even track it if it gets nicked. It’s all useful stuff and the addition of Google tech means this is way better than Nissan’s old system.

Anything else?

There’s also great news if you like proper buttons and switches, because Nissan has resisted the temptation to ditch the physical climate controls and drive mode toggles. It could have put all of that into the 12.3-inch central touchscreen, but instead it keeps a proper climate control panel and actual toggles down by the drive selector. Very sensible.

# data.attributes.field_cars_owning.value
The very base DIG T 140 mild hybrid with a manual in Accenta Premium trim (there is no longer the base ‘Visia’) starts at £30,135 and moves through the N-Connecta for £32,305 and on to the Tekna and N-Design, which cost the same at £34,845 but have different specs.

The Tekna+ is the top grade and balls up pretty much everything, but that weighs in at £38,875 with the more powerful mild hybrid engine, and that feels a little pricey for a value proposition like a Qashqai.

The e-Power starts at £34,430 and winds out to £42,980, which is way too much. Same goes for the £42,610 DIG T 158 XTronic 4WD Tekna. You’d need to live in a very specific place to want that.

As for the costs, you’re looking at under £250p/m on the usual lease deals, so you can see why these things are popular: you can get a lot done and covered with a Qashqai for not a huge amount of cash.

What spec would you go for?

There’s a mild-hybrid also on offer in the new Qashqai (the DIG-T), but we’d stick with the e-Power even given the criticism. If you really need 4WD, it’s available, but not with the e-Power drivetrain.

After that, it’s pretty much preference. The Tekna trim has plenty of kit, and the Ocean Deep colour really does look quite good. Stick to a 19-inch wheel as the 20s really don’t do the ride any favours. And cloth seats are more practical, though you can’t get the basic seats on the e-Power trim options.

The Bose sound system is £590 and probably worth it to drown out the thrummy engine, but when you think about it, a cheaper Qashqai is a good Qashqai, so keep it relatively simple and you won’t go too far wrong.

# data.attributes.field_cars_owning.processed
The very base DIG T 140 mild hybrid with a manual in Accenta Premium trim (there is no longer the base ‘Visia’) starts at £30,135 and moves through the N-Connecta for £32,305 and on to the Tekna and N-Design, which cost the same at £34,845 but have different specs.

The Tekna+ is the top grade and balls up pretty much everything, but that weighs in at £38,875 with the more powerful mild hybrid engine, and that feels a little pricey for a value proposition like a Qashqai.

The e-Power starts at £34,430 and winds out to £42,980, which is way too much. Same goes for the £42,610 DIG T 158 XTronic 4WD Tekna. You’d need to live in a very specific place to want that.

As for the costs, you’re looking at under £250p/m on the usual lease deals, so you can see why these things are popular: you can get a lot done and covered with a Qashqai for not a huge amount of cash.

What spec would you go for?

There’s a mild-hybrid also on offer in the new Qashqai (the DIG-T), but we’d stick with the e-Power even given the criticism. If you really need 4WD, it’s available, but not with the e-Power drivetrain.

After that, it’s pretty much preference. The Tekna trim has plenty of kit, and the Ocean Deep colour really does look quite good. Stick to a 19-inch wheel as the 20s really don’t do the ride any favours. And cloth seats are more practical, though you can’t get the basic seats on the e-Power trim options.

The Bose sound system is £590 and probably worth it to drown out the thrummy engine, but when you think about it, a cheaper Qashqai is a good Qashqai, so keep it relatively simple and you won’t go too far wrong.

# data.attributes.field_cars_stand_first
Nissan's facelifted best-seller brings funky looks, but the Qashqai is still a vanilla crossover

# data.attributes.field_cars_verdict.value
The new Qashqai is… fine. The changes Nissan has made have improved it, although well within recognition. It’s practical and useful, comfortable enough and will get down a road with the minimum of fuss. The e-Power drivetrain isn’t much fun, but no one really expected fireworks. Plus, it feels like decent value given the size and equipment, which is rare these days when everything feels very expensive.

If all that feels like damning with faint praise, it really isn’t. The Qashqai remains an absolutely solid bet for you to recommend to friends who don’t care about cars. And if that sounds harsh, it’s not really: loads of people want smart, good value and practical transport and don’t give a darn about dynamic driving or excitement.

The idea that e-Power is perfect for people wanting a stepping stone to full EV is nonsense though. This is just a different take on a hybrid. Overall it’s a decent car, just not an exciting one.

# data.attributes.field_cars_verdict.processed
The new Qashqai is… fine. The changes Nissan has made have improved it, although well within recognition. It’s practical and useful, comfortable enough and will get down a road with the minimum of fuss. The e-Power drivetrain isn’t much fun, but no one really expected fireworks. Plus, it feels like decent value given the size and equipment, which is rare these days when everything feels very expensive.

If all that feels like damning with faint praise, it really isn’t. The Qashqai remains an absolutely solid bet for you to recommend to friends who don’t care about cars. And if that sounds harsh, it’s not really: loads of people want smart, good value and practical transport and don’t give a darn about dynamic driving or excitement.

The idea that e-Power is perfect for people wanting a stepping stone to full EV is nonsense though. This is just a different take on a hybrid. Overall it’s a decent car, just not an exciting one.

# data.attributes.field_cars_verdict_against
Bland to drive, annoying ADAS, not the prettiest thing

# data.attributes.field_cars_verdict_for
Well-priced in the more basic grades, decent space, nicely-equipped, a do-it-all car for families

# data.attributes.field_cars_verdict_text
The new Qashqai is… fine. The changes Nissan has made have improved it, although well within recognition

# data.attributes.field_cars_what_is_it.value
Nissan’s big-selling, mid-sized SUV gets a few choice changes in the latest iteration – though nothing that would scare a current Qashqai buyer, of which there have been some four million since the first one appeared in 2007. So, this is bigger news than it might appear. The Qashqai is designed and built in Britain too, remember.

This third generation arrived back in 2021, but now it’s been facelifted for 2024 with a new face (grille, lights, bumpers), new rear (yup, lights and bumpers), more advanced driver assistance and better connectivity, and a bit of a tweak to the interior. The drivetrains stay the same (the 187bhp e-Power is the big seller); one of the last ICE-involved powertrains before everyone plays at 100-per cent electric.

There are also mild hybrid versions of various power outputs (the DIG-T) which also offer the option of all-wheel drive.

Space and practicality are both good – Qashqais were always a very Goldilocks proposition for a lot of family transport in terms of exterior size vs usefulness – and it’s well-priced. In a world of expensive EVs, a true family SUV starting at just over £30k feels good value. The e-Power starts at £34,430 mind, so be aware of that, even if it is the big-seller.

It is not, however, particularly inspiring on the move. Perfectly acceptable, but if you’re a TG reader you probably want to at least stay awake when driving, and the Qashqai is bland enough to sleepwalk through. It’s the glass of water of the automotive world; it’ll keep you alive, but it won’t tickle your tastebuds.

Talk me through the changes on the outside?

Ok, so the good news is that you can’t mistake the new Qashqai for the old unless you squint. It does look decently different, though the overall proportions are obviously the same; a mid-sized SUV with a fairly amorphous profile. The grille has expanded into a giant squished hexagon – plated in scales that are inspired by Samurai armour, don’tcha know – the edges of which now stretch right out to the sides of the car.

Below are re-profiled bumpers, above are LED headlights and slim daylight running lights. At the back there’s the same vibe, with slimmer rear lights that present as monochrome when dormant – and clearer and crisper when on – with a deeper red for the brake lights. Again, the rear bumper gets a massage, and there are new designs for the alloys, now up to 20-inches and including 18s and 19s.

Interestingly, you can get an ’N-Design’ grade that body-colours more of the styling elements (sills, wheelarches) and costs the same as the Tekna grade. Not sure which one we prefer, but it does make the car look a tiny bit more premium… which is what Nissan was going for. Generally it’s as per the Qashqai of old: a bit forgettable, but inoffensive.

What else is new?

The interior has new materials – the Alcantara dash wrap being actually quite nice – and there’s now a 360-degree camera for kerb-free parking, Google included in the Nissan Connected system and a host of other advanced driver assistance upgrades. It’s definitely not a root and branch change, but more keeping up with the Joneses.

Worth noting that a lot of the ‘upgrades’ are byproducts of must-be-included new GSR2 rules that mandate the amount of safety tech, so Nissan is bigging-up some stuff that it had to include anyway.

TG isn’t sure the ‘transparent bonnet’ feature (where the cameras give you a projected direct line of sight to the front wheels) was entirely necessary, mind. We doubt anyone will be buying a 4WD Qashqai to take up mountains.

What if I don't want a Qashqai?

Then you've got a bunch of other decent, but similarly uninspiring mid-size SUVs to contemplate: take your pick from the Skoda Karoq, Kia Sportage, Volkswagen Tiguan, Peugeot 3008, Seat Ateca and others. If driving smarts matter to you, a Ford Kuga is similar money and handles pretty well.

# data.attributes.field_cars_what_is_it.processed
Nissan’s big-selling, mid-sized SUV gets a few choice changes in the latest iteration – though nothing that would scare a current Qashqai buyer, of which there have been some four million since the first one appeared in 2007. So, this is bigger news than it might appear. The Qashqai is designed and built in Britain too, remember.

This third generation arrived back in 2021, but now it’s been facelifted for 2024 with a new face (grille, lights, bumpers), new rear (yup, lights and bumpers), more advanced driver assistance and better connectivity, and a bit of a tweak to the interior. The drivetrains stay the same (the 187bhp e-Power is the big seller); one of the last ICE-involved powertrains before everyone plays at 100-per cent electric.

There are also mild hybrid versions of various power outputs (the DIG-T) which also offer the option of all-wheel drive.

Space and practicality are both good – Qashqais were always a very Goldilocks proposition for a lot of family transport in terms of exterior size vs usefulness – and it’s well-priced. In a world of expensive EVs, a true family SUV starting at just over £30k feels good value. The e-Power starts at £34,430 mind, so be aware of that, even if it is the big-seller.

It is not, however, particularly inspiring on the move. Perfectly acceptable, but if you’re a TG reader you probably want to at least stay awake when driving, and the Qashqai is bland enough to sleepwalk through. It’s the glass of water of the automotive world; it’ll keep you alive, but it won’t tickle your tastebuds.

Talk me through the changes on the outside?

Ok, so the good news is that you can’t mistake the new Qashqai for the old unless you squint. It does look decently different, though the overall proportions are obviously the same; a mid-sized SUV with a fairly amorphous profile. The grille has expanded into a giant squished hexagon – plated in scales that are inspired by Samurai armour, don’tcha know – the edges of which now stretch right out to the sides of the car.

Below are re-profiled bumpers, above are LED headlights and slim daylight running lights. At the back there’s the same vibe, with slimmer rear lights that present as monochrome when dormant – and clearer and crisper when on – with a deeper red for the brake lights. Again, the rear bumper gets a massage, and there are new designs for the alloys, now up to 20-inches and including 18s and 19s.

Interestingly, you can get an ’N-Design’ grade that body-colours more of the styling elements (sills, wheelarches) and costs the same as the Tekna grade. Not sure which one we prefer, but it does make the car look a tiny bit more premium… which is what Nissan was going for. Generally it’s as per the Qashqai of old: a bit forgettable, but inoffensive.

What else is new?

The interior has new materials – the Alcantara dash wrap being actually quite nice – and there’s now a 360-degree camera for kerb-free parking, Google included in the Nissan Connected system and a host of other advanced driver assistance upgrades. It’s definitely not a root and branch change, but more keeping up with the Joneses.

Worth noting that a lot of the ‘upgrades’ are byproducts of must-be-included new GSR2 rules that mandate the amount of safety tech, so Nissan is bigging-up some stuff that it had to include anyway.

TG isn’t sure the ‘transparent bonnet’ feature (where the cameras give you a projected direct line of sight to the front wheels) was entirely necessary, mind. We doubt anyone will be buying a 4WD Qashqai to take up mountains.

What if I don't want a Qashqai?

Then you've got a bunch of other decent, but similarly uninspiring mid-size SUVs to contemplate: take your pick from the Skoda Karoq, Kia Sportage, Volkswagen Tiguan, Peugeot 3008, Seat Ateca and others. If driving smarts matter to you, a Ford Kuga is similar money and handles pretty well.

# data.attributes.field_cars_what_we_say
The Nissan Qashqai gets some worthy improvements as part of a chunky facelift. Does the job admirably, not really one for the enthusiast. Obviously