Nissan Pulsar

 

The Pulsar is based on the stylish and impressive Qashqai, and is Nissan's automotive alternative to ‘sensible shoes’.

 

The Nissan Pulsar is a practical hatchback that offers plenty of substance for family users, but not too much in the way of performance or style.

Strong suits include a spacious interior that shames bigger cars in the class above, decent standard equipment levels, and a full-house of safety kit that delivers an impressive 5-star safety rating. Downsized engines perform adequately and are economical.

You won’t find much ‘sizzle’ in any part of the Pulsar driving experience but if you’re only looking for practical, refined and comfortable A-to-B transport, the Pulsar ranks among the best.

The Nissan Pulsar is the first mid-side family hatchback from Nissan since the firm killed off the dreary Almera way back in 2006. In the intervening years, Nissan’s had a runaway success with the Qashqai crossover, and is now using the same engines and on-board tech to create the five-door Pulsar, which is priced below the VW Golf and aims to challenge the Kia Cee'd, Hyundai i30, Toyota Auris and Ford Focus.

Unlike the Qashqai, which is built at Nissan’s Sunderland plant here in the UK, the Pulsar hails from sunny Barcelona. Its platform – which it shares with the latest Renault Megane - is a development from the platform underpinning the similarly-styled Tiida hatchback that Nissan introduced in China in 2011.

Although the Pulsar nameplate hasn’t been used in the UK before, previous Pulsar generations have sold well here in the past with Nissan swapping-in Cherry, Sunny and Almera badges.

In this incredibly family hatchback competitive class, the Pulsar’s main attributes are class-leading interior space, above-average refinement, and a suite of driver aids grouped under the ‘Nissan Safety Shield’ umbrella.

The Pulsar was available with two engines from launch in 2014, a 1.2-litre DIG-T 115 turbocharged petrol and a 1.5-litre turbodiesel dCi 110 engine – although only the 1.2-litre petrol is available with Nissan’s Xtronic CVT automatic gearbox instead of the standard six-speed manual.

In May 2015 a ‘sportier’ 1.6-litre DIG-T 190 turbocharged petrol model joined the line-up, its extra performance backed up by model-specific upgrades to the suspension. In fact, this more muscular Pulsar leaves the factory with sharper steering, a stiffer chassis set-up and even a little extra bodyshell rigidity built in. The Pulsar DIG-T 190 is recognisable by minor styling upgrades inside and out, and it runs unique 18ins alloys with slightly wider tyres. 

The usual four Nissan trim levels feature across the Pulsar range: the Pulsar Visia sits below the Acenta, n-tec and top-spec Tekna models, which add extra comfort, safety and entertainment features. The only combination you can’t have is a basic Visia version of the 1.6-litre DIG-T 190 powered car.

All models from Visia upwards have a healthy standard spec including 5” colour TFT display in front of the driver, 6 airbags, Bluetooth/iPod connectivity, cruise control, air conditioning, tyre pressure monitoring and CD player.

Acenta trim upgrades the audio to a six-speaker system, and adds automatic lights and wipers, dual zone AC, fog lights, heated mirrors and a leather steering wheel to the kit list.

N-tec trim highlights are privacy glass, LED headlamps, NissanConnect infotainment and a reversing camera. Tekna trim fills the goody bag to bursting with leather upholstery and heated front seats, plus the full Safety Shield package with Lane Departure Warning, Blind Spot Warning and a surround camera system.

Nissan willingly admits that when developing the Pulsar, it didn’t aim for the fun factor of the Mazda 3 or Ford Focus, Instead, it targeted the refinement of the VW Golf and Audi A3. In most respects, it has succeeded. Apart from a flutter of wind noise from the large door mirrors above 65mph, the Pulsar is very quiet at a cruise, especially with the 113bhp petrol engine instead of the slightly noisier 109bhp diesel.

Point the Nissan down a twisting back road and you’ll discover strong grip and direct steering. There’s no feedback through the wheel, though, and the car suffers a lot more body roll than either rival. Torque vectoring helps to resist understeer, while the progressive brakes and precise gearshift are easy to use.

Although the Pulsar is far from entertaining to drive, its refinement and space mean it deserves more credit among its talented rivals than the long-forgotten Almera ever mustered.

If taking it easy, wind and road noise are well suppressed, but while the combination of soft suspension and 16-inch wheels soaks up big potholes and bumps, the Pulsar feels unsettled on rough surfaces. Still, the driving position provides good visibility.

The faster 1.6-litre turbocharged model arrived in 2015, but even the extra power and chassis tweaks haven’t turned the Pulsar into a truly entertaining car. Instead, decent ride quality and light controls remain the order of the day here. Performance-freaks will be heartened to know there’s a Nismo-badged hot hatch version of the Pulsar reportedly heading to the UK, too.

The engines are mostly well-mannered, though overly tall gearing forces them to labour harder than they otherwise might when accelerating, and blunts performance. Neither engine feels as spritely as we’d hope, denting the car’s fun factor.

The entry-level 1.2-litre petrol engine makes the 0-60mph dash in a relatively leisurely 10.7secs and is flat-out at 118mph. The bigger 1.5-litre diesel shares the same top speed but takes almost a second longer to reach 60mph. It’s worth noting that if you choose the diesel for its good economy over long distances, you’ll save on fuel but lose a noticeable bit of refinement.

The newest 1.6-litre petrol option brings the 0-62mph time down to a quite respectable 7.7secs, and raises top-speed to 135mph.

The most economical Pulsar is the 1.5 dCi diesel, which achieves 78.5mpg and ducks under the 100g/km of CO2 mark with a tax-busting 94g/km. It’s only available with a manual gearbox, however.

For an automatic shifter, you’ll need the 1.2 DIG-T petrol and its Xtronic CVT. It adds £1,350 to the Pulsar’s price, and hurts efficiency, dropping the 1.2-litre engine’s claimed figures from 56.5mpg and 115g/km to 55.4mpg and 119g/km. The 1.2-litre petrol is also cheaper to buy outright than the diesel.

The 1.6-litre DIG-T 190 option is predictably the least efficient, yet even this model returns a credible 49.5mpg and has CO2 emissions from 134g/km. Maximum claimed range on a full tank is 571 miles for the 1.2 petrol, 484 miles for the 1.6 petrol, and a whopping 793 miles for the diesel – but as you’ll have stopped for coffee at least three times in that distance the benefit will be purely fiscal.

The Pulsar shares many of its mechanical components and electrical systems with the Qashqai, which landed a very respectable 21st place in our 2014 Driver Power survey and 47^th in 2015.

Yet while the crossover scored strongly for comfort and in-car technology, its patchy build quality came in for some criticism. Just as disappointing was the performance of Nissan’s franchise network, which finished 28th out of 30 in our dealer survey.

While there may be question marks over the Pulsar’s durability, there are no such worries about its safety credentials. All variants get a full complement of six airbags, stability control and a programmable speed limiter as standard.

Further peace of mind comes with Nissan’s award-winning Safety Shield technology, which includes a standard-fit low-speed collision avoidance system called Forward Emergency Braking on Acenta models and above.

Go for the n-tec and you’ll benefit from all-LED headlamps and a reversing camera, while the range-topping Tekna gets the added benefits of lane departure warning, blind spot monitoring and a surround view camera set-up.

The Pulsar also scored a top 5-star rating in the Euro NCAP crash tests, and was praised in particular for offering the same high level of protection to occupants of disparate shapes and sizes. This included NCAP’s 18-month old toddler-sized crash test dummy - which should offer reassurance to parents.

Nissan X-Trail 1.6 DIG-T

 

Despite going on sale almost 18 months ago, this is the first current-generation with a petrol engine. Is it any good? 

 

The Nissan X-Trail has lived in the shadow of the super-popular Qashqai for some time now, despite being a capable, spacious and well-equipped SUV.

However, to inject new life into the Hyundai Santa Fe rival, Nissan has installed its 1.6-litre DIG-T turbocharged petrol engine – claiming to deliver “sharp performance with exceptional fuel economy.”

On paper, the first part is true. This is now the fastest and most powerful X-Trail on sale, offering 161bhp and 0-62mph in 9.7 seconds. But in reality, the fact it’s 80Nm down on the diesel for torque (240Nm vs 320Nm) means it never feels that fast.

 
Put your foot down on the motorway and it’ll struggle to gain momentum, while on steep inclines you’ll find yourself changing down a gear to pass slower moving traffic. Only above 2,500rpm does the DIG-T feel anything like as quick as the diesel, while the usual turbo rush is conspicuous in its absence.

It’s decent enough to drive, though. There’s not much fun to be had, but the light steering makes it easy to manoeuvre and there’s enough grip to give you confidence through corners.

The Tekna, as tested, comes with 19-inch alloys, and while we have previously complained about the ride of X-Trails fitted with large wheels, our car did a good job of soaking up the very worst imperfections in the road.

But where this engine really falls down, is in terms of running costs. “Exceptional” isn’t a word we’d use to describe the DIG-T’s fuel economy. It may be £1,590 cheaper to buy than the diesel, but you’ll only get a claimed 44.1mpg – compared to the diesel’s 57.6mpg. A Mazda CX-5 2.0 will do 47.1mpg (as well as being half a second faster to 62mph). 

On the plus side, the petrol-powered X-Trail is smooth and refined. It’s much quieter than the diesel around town, and even on the motorway it remains totally hushed and impressively composed. It doesn’t feel as big as a Kia Sorento, either, despite being available with an additional two seats in the boot.

Otherwise, it’s standard X-Trail. It gets the same familiar cabin and dashboard, upmarket interior and comfortable seats, feeling easily as upmarket as a Honda CR-V, arguably more so.

Take a seat in the back and there’s loads of room for adults. The tiered seating system offers a good view all round, and there’s enough headroom for a six-footer to sit behind a similarly-sized driver. It’s a bit tighter in the third-row, but these seats fold flat into the floor to reveal a decent 550-litre boot.

All cars remain well equipped, too. Bosses told us a new N-Connecta trim will replace the mid-spec tech-laden n-tec in the not too distant future, though we were given this top-of-the-range Tekna to try for our DIG-T first drive. 

Costing £29,245 (the five-seat version is £800 less), it comes with all the toys and safety kit you could ever want. Included as standard are the LED headlights, touchscreen nav, 19-inch alloys, leather seats and all-round parking sensors – and that’s in addition to the Bluetooth, cruise control and air-conditioning you’ll find on lesser cars. Forward emergency braking, lane departure warning, high beam assist and traffic sign recognition are also standard on Tekna cars. 

Key specs

• Price: £29,245
• Engine: 1.6-litre 4cyl turbo petrol
• Power/torque: 161bhp/240Nm
• Transmission: Six-speed manual, front-wheel drive
• 0-62mph/top speed: 9.7 secs/124mph
• Economy/CO2: 44.1mpg/149g/km

Nissan e-NV200 7-seater

Up until now the e-NV200 five-seater has not made a large amount sense for most buyers with the Leaf electric supermini representing better value for money. Now with seven seats the e-NV200 makes a far better case for itself. Indeed, for taxi companies and hotels looking to shuttle their customers around on electric power, it’s in a class of its own. Buyers need to be committed to going green, however, as conventionally-powered alternatives offer better value for money, space and driving enjoyment.

Nissan isn’t only a market leader in electric cars but electric vans as well. Its e-NV200 small van has been leading the electric LCV market since December 2014, becoming a top choice for companies looking to make zero emission deliveries. Available as a panel van and a five-seat combi, there’s now a more practical people carrying version sporting seven seats.

It’s taxi companies, private hire firms, fleets and hotels Nissan is targeting with its e-NV200 7-seater as it’s these groups of people who have been haranguing Nissan to build one. Up until now they’ve had to rely on more conventional seven-seaters like the Ford Galaxy or put up with carrying just five in e-NV200 five-seater models if they wanted to be ‘green’.

As this is essentially a van with windows – and sliding windows at that – adding two more seats has been a simple job requiring no structural changes. Two decently sized chairs have been placed in the boot and there’s loads of headroom thanks to the vehicle’s boxy van origins. Legroom is a little tight for those over about five foot 10 inches and there’s no separate ventilation – the only windows that open are in the second row and they pop out and slide rather than winding down.

However, don’t expect the seats to cleverly fold into the floor like those you’d find in a car-based MPV such as the Volkswagen Sharan or the new Ford Galaxy. As it’s a remodeled van there’s a completely flat floor and the seats are latched to it. Should you need to carry just five people and have extra space for luggage, the two rearmost seats fold up and can be strapped to the sides. It’s hardly elegant but it’s a functional solution meaning you don’t have to remove the seats and leave them behind. Speaking of boot space, the seven-seat e-NV200 models have 870 litres on offer when all seven seats are being used; fold the two rearmost seats to the side and tumble the second row forwards and there’s a cavernous 2,940 litres – that’s 601 litres more than the new Ford Galaxy offers.

Elsewhere in the cabin the plastics are scratchy but they are all screwed together well, there’s a van-like upright driving position and the steering wheel and CarWings telematics system from the Leaf. The seven-seat option is available on the e-NV200 Combi or Evalia models and there’s a Rapid and Rapid Plus version of each.

We tested the top-spec £27,260 Evalia Rapid Plus which comes with not only privacy glass, air conditioning, heated steering wheel and heated front seats (which allow you to keep warm and not use the air con on full blast and drain the battery in winter). It also gets 17-inch alloys and sat-nav along with fast 6.6kW AC on-board charging (hence the ‘Rapid Plus’ name). The standard rapid (50kW DC) ‘CHAdeMO’ charging port also features and can recharge the e-NV200’s lithium ion batteries to 80 per cent in 30 minutes.

The claimed range from the lithium ion batteries is 106 miles but on our test route around Paris in 36-degree heat with the air con on full blast, our e-NV200’s batteries took a pounding, depleating the range rapidly. Even in normal temperatures and driving conditions you can only really expect between 70 to 80 miles on a full charge – as long as you don’t try out its 14-seconds 0-62mph sprint time or 76mph top speed too regularly.

Behind the near-upright steering wheel, the e-NV200 is nowhere near as swift as its Leaf brother, but more than quick enough to zip through traffic. There’s little steering feel – but that hardly matters in a vehicle like this – the brakes are nicely progressive even if the ride is hard.

The ride, however, is the least of the e-NV’s problems. You can buy the seven-seat versions outright (with the batteries) for between £23,400 and £27,260 (both after the £5,000 government grant), or if you opt to lease the batteries the price tumbles to between £19,895 and £22,255 (again, after the grant). Leasing plans depend upon mileage and contract length and range from £73.20 to £127.20 a month. In simple money terms, it makes the e-NV200 an expensive option putting it up against not only the new Ford S-MAX and Grand Tourneo Connect models, but also within sniffing distance of the significantly larger Volkswagen Transporter Shuttle.

When viewed pound-for-pound against competition like that, the e-NV200 7-seater models do not stack up well – but for companies who undertake short trips, have reliable access to charging points and are committed to embracing electric motoring, the e-NV200 is in a class of its own.    

Key specs

• Price: £27,260 (after £5,000 govt grant)
• Engine: Electric motor
• Power/torque: 108bhp/254Nm
• Transmission: Single-speed, front-wheel drive
• 0-62mph/top speed: 14s/76mph
• Range: 106 miles

 

Nissan X-Trail

The Nissan X-Trail has morphed from rugged 4x4 to car-like crossover, and will appeal to a much wider audience as a result.

There has been a radical overhaul of the Nissan X-Trail: gone is the upright styling and off-road bias of the old model, replaced by a curvy body and crossover-style performance and handling inspired by the slightly smaller Qashqai. As a result, it looks much more sophisticated and has a far higher-quality cabin that can be crammed with technology, while the large body means it delivers decent space, too. 

The new X-Trail is likely to appeal to a broader selection of buyers, and it continues Nissan’s fine run of recent form in building family-friendly crossovers. It looks well capable of challenging rivals such as the Ford Kuga and Honda CR-V, while the seven-seat option means it’s a viable alternative to the Hyundai Santa Fe.

There’s only one engine available: a 1.6-litre turbodiesel with 128bhp and 320Nm. Front-wheel drive comes as standard, but 4WD can be added on any of the four trim grades (Visa, Acenta, n-tec or Tekna) for £1,700. A 1.6-litre turbocharged petrol X-Trail will arrive later this year.

Our choice: X-Trail 1.6 dCi 2WD manual

Take a passing glance at the Nissan X-Trail and you might initially mistake it for its little brother, the Qashqai. However, the X-Trail is a full 100mm longer, as well as being wider and taller, and while the corporate nose is largely the same as the Qashqai’s the rounded rear is significantly different.

The ‘Qashqai XL’ styling creates a clear link between the two, and is clearly aimed at pulling in buyers easily won over by a sharper new suit. Nissan’s given the car its own LED running light ‘signature’ at the front, while the bold wheelarches are supposed to hint at Nissan’s rugged 4x4 heritage.

Entry-level X-Trail Visia models come on small 17-inch alloys, and the car looks much more purposeful and well proportioned in higher-spec n-tec or Tekna guises. These more generously equipped versions wear 19-inch rims, as well as a wealth of toys inside.

Owners of the old X-Trail won’t recognise the new one from the inside, but Qashqai owners will feel right at home. The layout is identical to the Qashqai’s, exhibiting quality soft-touch materials and excellent fit and finish. On X-Trail Teknas, the dashboard is dominated by a seven-inch touchscreen interface, called ‘NissanConnect’.

As well as controlling all the usual navigation and entertainment commands, it allows occupants to access their social media accounts on the move, and makes parking a doddle with the ‘Around View Monitor’ camera system. This uses cameras in the nose, tailgate and both door mirrors to create a birds-eye view of the X-Trail. The display is a little fuzzy, but it’s a handy back-up feature for urban driving.

The X-Trail is no entertainer, but it’s easy to drive for such a bulky machine, thanks to light steering, an unobtrusive six-peed manual gearbox (the Xtronic CVT auto is a £1,350 option) and a raft of safety tech.

Nissan wants to offer a commercially viable, fully autonomous car by 2020, and the X-Trail benefits from some of that burgeoning technology. ‘Active Trace Control’ constantly monitors your speed and steering input, trimming your line through a corner if the car senses you’re going to run wide, rather than cutting in with juddering traction control once the car has lost grip.

Active Ride Control appears too, using subtle engine braking to reduce oscillations over particularly bumpy roads, or over urban speed humps. However, it’s not enough to disguise a fidgety ride on the 19-inch alloys fitted to n-tec and Tekna X-Trails.

The 1.6 dCi engine develops 320Nm of torque – exactly the same as the old X-Trail’s 2.0-litre diesel. As a result, it’s just as punchy, but thanks to the smaller capacity, stop-start and a 90kg weight saving, the new X-Trial is 20% more efficient.

On the road, the X-Trail gathers adequate pace, but given this car hints at tough-terrain ability and can be offered as a seven-seater, we’d sacrifice a little of that fuel-sipping attitude for some more load-lugging grunt. Key rivals offer larger 2.2-litre diesel engine options, which would be a welcome addition to the X-Trail range. Nissan says it'll add a turbocharged 1.6-litre petrol engine to the line up later in 2015, but it's unlikely to fix the in-gear pace problem, due to having only 240Nm, along with an admittedly healthier 187bhp.

This X-Trail is an all-new car, right down to its chassis, so there’s limited reliability data for the time being. Impressively, it’s ageing predecessor still managed a 56th place finish in our 2014 Driver Power Survey, and the top areas owners criticised it for - quality, handling, and running costs – have all been vastly improved for this new X-Trail. Nissan itself finished 22nd in our best manufacturers tally, out of 34 total entrants.

The new X-Trail has plenty of safety tech in its arsenal, including liberal usage of high-strength steel in the bodyshell, plus the Nissan ‘Safety Shield’, which incorporates emergency city braking and lane-departure warning systems. All of this meant a strong five-star Euro NCAP rating for safety in 2014.

On first impressions, the X-Trail makes a great case for itself as a family car. Thanks to an all-new platform co-developed with Renault, and a 76mm wheelbase stretch versus the outgoing version, the X-Trail has the most legroom in its class, and the rear doors open outward by more than 80 degrees.

The rows of seating are arranged in a tiered theatre-style system, where every row sits a little higher than the one in front, for better visibility. This doesn’t come at the expensive of headroom, though, as there’s plenty of space in the back seats.

Nissan has consolidated its crossover line-up with the introduction of the X-Trail. It will no longer offer a seven-seat Qashqai+1, and if you want a third bench, then the X-Trail has them as an option. It’s a £700 upgrade, even on the most expensive model, which seems a little stingy - we’d prefer it if the flat-folding chairs were included as standard.

Paying £1,700 for four-wheel drive adds an adaptive 4x4 system. This can be switched between fuel-saving front-wheel drive, an automatic 4x4 system, which only sends drive to the rear wheels under hard acceleration or in slippery conditions, or a 4x4 lock mode, which is ideal for the worst weather and off-road situations. Nissan expects all-wheel-drive to be a small percentage of X-Trail sales and that should tell you all you need to know about this car’s move towards a road-biased, crossover metamorphosis.

Downsizing from 2.0-litre to 1.6-litre power pays dividends at the pumps for the X-Trail, which can return a claimed 57.6mpg in its most efficient two-wheel drive manual form. That only drops to 53.3mpg for the all-wheel drive model, although this is expected to be the minority seller as far as UK X-Trails are concerned.

CO2 emissions from 129g/km-139g/km mean the new X-Trail is four tax bands cheaper than the version it replaces. It’s dropped 10 insurance groups too, which all adds up to cheaper running costs, while there’s also an estimated nine per cent increase in residual values versus the old X-Trail.
That could be a killer blow against the X-Trail’s rivals from Kia and Hyundai, which traditionally depreciate more rapidly due to their perceived inferior badge credentials.

Nissan Note

The latest Nissan Note is just as practical as ever, but it's now more stylish and better to drive, too.

The Nissan Note has always gone its own way. With its supermini dimensions and MPV styling cues, the British-built machine aims to combine unrivalled practicality with low running costs.

The Nissan Note is a supermini roughly the same size as the Ford Fiesta or Volkswagen Polo but it has a huge focus on offering loads of space for passengers and a seriously impressive boot, too. Add to that a comfortable ride, plenty of technology and some low running costs and the Note is a worthy rival to the best in class.

The Note doesn't quite have the funky appeal of the Fiesta or the Renault Clio but it's definitely a lot more stylish than the old model. As well as the new look, Nissan has introduced some punchy new engines, including a 1.2-litre supercharged engine, with impressively low CO2 emissions of 99g/km. There's a diesel version, too, which boasts 90g/km.

The chassis has been tweaked for European roads so it's better to drive as well and Nissan does off a Ride and Handling pack on certain models, but even with it fitted the Note can't match the Fiesta for fun. There's lots of new safety equipment, including a surround view camera system, lane departure warning and blind spot monitoring.

There are four good-value trim levels to choose from: Visia, Acenta, Acenta Premium and Tekna. We'd go for the diesel version as it gets great economy and is punchy on the road, but go for the petrol 1.2 if you're not going to be covering very many miles per year.

Our choice: Note 1.5 dCi Acenta Premium

You’d struggle to call the Note distinctive, but its MPV-inspired ‘one box’ design means it still manages to stand out from the supermini crowd. With its soft curves and rounded edges the Nissan looks softer and less aggressive than its hatchback rivals, while its boxy proportions and upright tailgate hint at the roomy interior.

Entry-level models make do with black door handles and mirror housings, but other versions get body-coloured items. The range-topping Tekna benefits from 16-inch alloys, splashes of chrome trim and rear privacy glass.

Climb inside the Nissan and you’ll realise the cabin isn’t quite as interesting as the exterior design. The materials have the lowest-quality feel of the trio, while the piano-black plastic insert around the heating controls looks cheap. The Note does get two silver plastic spars either side of this centre console to brighten things up, but it’s a token effort in an otherwise drab, black and plasticky environment.

Although the Nissan costs more than rivals like the Kia Venga, one of the redeeming features is that you get a lot of gadgets for your money. High-spec n-tec trim level comes with a reversing camera, sat-nav, DAB and app-based Internet radio, plus cruise and climate control, a tyre pressure monitor and lots of safety kit.

The Nissan Note is easy to drive around town, thanks to its compact size and light controls, while the £400 Safety Shield option includes a surround view camera system that helps get the car into the tightest spaces.

Nissan’s also fine-tuned the Note on European roads, so it's much better to drive here than it was before - but it still can't match cars like the Ford Fiesta for driver engagement. However the steering is well weighted body control is good too - it's better than a Honda Jazz, for example - but the ride is a little firm over less than pristine surfaces.

A characterful three-cylinder engine is available in the Note, which is strong enough despite the 1.2-litre capacity and 79bhp output. Buyers wanting more performance can pay £1,000 extra for the supercharged DIG-S, which delivers 98bhp and 147Nm of torque.

The 1.5-litre diesel feels a lot quicker than any of them and it provides some seriously impressive fuel economy figures, too. The only problem with it is that it can get a little bit noisy under acceleration.

The Note’s chassis has a firm edge to it that transmits vibrations through to the cabin over rutted roads, but Nissan has tuned the car’s handling for Europe so it does mean it’s a little more involving to drive.
It can’t match the B-MAX’s agility or grip, but good body control and nicely weighted steering mean the Note feels at home and secure on back roads as well as motorways.

Japanese brands like Nissan have traditionally always had a strong reputation for reliability. However, in this year’s Driver Power survey it finished way down the order in 28th out of 32, while its dealers didn’t perform much better, coming 25th in our most recent survey.

The Note was voted the 143rd best car to live with, which is nothing to write home about, either. Just like most rivals, you get a three-year/60,000-mile warranty, but there's three years’ roadside assistance thrown in, too.

When it comes to safety, the Note is the most comprehensively equipped of the three, with blind spot and lane departure warning, moving object detection, ESP and six airbags. This helped the car to earn a full five-star Euro NCAP rating.

The cleverly packaged Note is a very practical choice. The large, wide-opening doors make entry easy, while the big windows help create an airy ambience. And although there’s no height adjustment for the steering, the high-set driving position is comfortable.

However, the Note’s party trick is its sliding rear bench, which allows you to choose between executive car-rivalling rear legroom or a generously sized 411-litre load bay – in this latter configuration there’s very little space for occupants in the back, though. Fold the rear bench and you’ll find its boxy shape pays dividends because there’s a gigantic maximum capacity of 1,495 litres.

The boot also benefits from the brand’s Flexiboard system, which can be used as either a load divider to stop shopping rolling around, or to raise the height of the boot floor to create a flat load area with the seats folded down. Lift the floor and you’ll find a usefully deep, tough plastic-lined cubby. There are also a couple of shopping bag hooks and a 12V power supply.

Elsewhere in the cabin you’ll find a number of practical touches, including a spacious double-decker glovebox and a number of cup-holders, including a pair hidden in the rear seat’s centre armrest. The only real black mark is reserved for the door pockets, which are narrow and tricky to access on the move.

The new Nissan Note is very economical, with all engines equipped with stop-start technology. The 1.2-litre DIG-S petrol and 1.5-litre dCi diesel models emit less than 100g/km of CO2, which means road tax is free. Go for the standard 1.2 and it'll only cost £20 a year, though.

The 1.5-litre diesel engine returns 78.5mpg, the 1.2-litre DIG-S petrol returns 65.7mpg and the smallest 1.2-litre petrol returns 60.1mpg. There's even an eco mode that encourages you to drive smoothly to improve your economy figures.

Nissan also offers a £199 pre-paid servicing pack, giving three years/36,000 miles of routine maintenance. It’s not all good news, though, because our experts predict the new car will hold on to only 39.8 per cent of its value over three years.

Nissan GT-R

 

The Nissan GT-R is a technological tour de force that can give the world's fastest supercars a run for their money.

 

The 2014 Nissan GT-R combines supercar-slaying performance with an extra dose of day-to-day refinement and comfort. It comes with a muscular 543bhp 3.8-litre twin-turbo V6, which is mated to a four-wheel drive transmission, six-speed twin-clutch gearbox and raft of hi-tech electronics designed to get the power to the road as quickly and efficiently as possible.

The GT-R is unique in the fact that Nissan has updated it every year since it launched in 2007, and the latest tweaks to the steering and suspension, plus extra sound deadening have boosted its everyday usability. However, if that all sounds a bit sensible and grown-up, then there's always the 592bhp GT-R Nismo, which has even more extreme chassis settings and blistering point to point pace, albeit for a six-figure price tag.

The brutal looks won't be to all tastes, as the GT-R’s mix of bluff lines, bulky dimensions and aerodynamic add-ons lack the sophistication of a Porsche 911 or Audi R8. Yet despite its size and weight, the GT-R can carry huge speed through corners, thanks to the huge reserves of grip on offer.

Inside, the GT-R has a rather basic cabin that's dull to look at and lacks the high quality finish you’d expect of a car that costs so much money, but then the GT-R is a focused driving machine designed to cover ground at an alarming rate, and in that respect it's in a class of one. 

The sheer scale of the Nissan GT-R gives it huge road presence. Even cars costing twice as much will struggle to match the imposing styling of Nissan’s angular coupe. It’s not exactly pretty, but with four huge exhaust pipes, circular tail-lights and vast alloy wheels, it never fails to turn heads. Its evocative badge doesn’t hold the universal appeal of an Italian thoroughbred, but for its fans, there’s nothing to rival the appeal of the GT-R logo.

The Nismo model marks itself out with unique front and rear bumpers, deeper side skirts and a carbon boot lid with a huge rear wing attached to it. It's not just for show either, Nissan says the Nismo produces an extra 100kg of downforce compared to the standard model at 186mph.

Less impressive is the interior, which lacks the quality and design you’d expect from classy coupe. Some of the plastics look a little cheap, while the layout of the dashboard is reminiscent of a Japanese Eighties hi-fi system. Still, there’s loads of standard equipment, while the touchscreen infotainment system includes a comprehensive data logger that records everything from cornering g-forces to lap times.

The Nissan GT-R is a genuine technological tour de force. Its 3.8-litre twin-turbo V6 engine delivers 543bhp and launch control helps it blast from 0-62mph in just 2.7 seconds. Acceleration is brutal thanks to the GT-R’s excellent four-wheel drive transmission and six-speed twin-clutch gearbox. The paddleshift set-up provides seamless power delivery and super-smooth gearchanges – it can even be used as a full auto.

The advanced Electronic Stability Control system and adaptive dampers can be configured to suit road and track driving. In the most extreme R setting the Nissan demonstrates remarkable agility and can rip along twisting back roads at barely believable speed.  Even so, the GT-R can’t defy the laws of physics and you’re constantly aware of the car’s hefty 1,740kg kerbweight.

Revisions to the suspension have resulted in a softer ride around town, while low speed steering assistance has been increased in a bid to improve manuoverability. Factor in the extra sound deadening, and the GT-R is now more civilised for day-to-day use. It’s not perfect, though. The all-wheel drive system clunks and groans and low speed, plus there’s plenty of tyre roar on the motorway.

Strangely, Nissan doesn't quote a 0-62mph time for the more powerful 592bhp GT-R Nismo, but has hinted that 0-62mph in 2.5 seconds is possible. Thanks to stiffer springs and Billstein dampers, revised suspension geometry and hip-hugging Recaro seats the driving experience is far more extreme and less comfortable than the standard car. As a result, the Nismo always feels more at home on a race track than a road, but that's no real surprise, as it was developed specifically to lap the Nurburgring Nordschliefe as quickly as possible.

A host of electronic driver aids are designed to keep the Nissan GT-R on the straight and narrow, and you get six airbags as standard. The GT-R hasn’t been through the Euro NCAP crash test programme, but with such a super stiff chassis, the big coupe should be a strong performer if the hi-tech electronics fail to foil a crash.

The GT-R went through extensive testing before it went on sale, and Nissan has a number of specialist GT-R dealers trained to maintain this hi-tech machine. And if there are mechanical maladies, it’s encouraging to know that the GT-R is covered by the same three-year warranty as other Nissan models.

Given the performance available, the big Nissan is surprisingly practical. Adults are unlikely to be able to squeeze into the rear seats, but they’re fine for children and extra luggage. There’s even a decent 315-litre boot – although it suffers from a high-loading lip.

Occupants up front get plenty of head and legroom, while the driver benefits from lots of seat and wheel adjustment. However, there’s not a lot of storage, with only a glovebox and cramped door pockets for all your odds and ends.

Technology lovers will cherish the multifunction display at the centre of the dashboard, because it provides information on everything from cornering g-forces to turbo boost pressure. However, the switchgear and cabin plastics are better suited to a supermini than a supercar, and the bluff dashboard looks basic. It comes with loads of standard kit, but simply lacks the sense of occasion you expect from a 193mph sports car.

On the face of it, the Nissan GT-R isn’t cheap. But look at the performance available, and you'll see that you'd have to spend nearly twice as much to find something that can match it. Running costs will be in the supercar category thanks to expensive tyres, steep servicing costs and pricey insurance. And you’ll need to budget for some big fuel bills, too – Nissan claims 23.9mpg, but this figure will drop to single digits if you utlilise the Nissan’s full performance potential.

There are also some question marks about how the car's complex four-wheel drive transmission will cope once miles begin to build, with some owners experience expensive failures of the GT-R’s complex twin-clutch gearbox.

Nissan Juke Nismo RS

Hot Nissan Juke Nismo RS is mixes performance and practicality, with the right gearbox.

 

When the quirky Nissan Juke crossover burst on to the scene in 2010, it tempted a legion of buyers out of superminis and into small SUVs. And just as the regular high-riding hatchback stole sales from the conventional class leaders, this latest performance-focused Juke Nismo RS is looking to do the same to established hot hatches. Here we test the more powerful £21,650 two-wheel-drive manual version.

In the five years since it launched, the Juke has undergone one facelift and it’s still no less ordinary to look at. The unusual mix of flowing curves and sharp lines shocked when we first saw it. And although a restyle last year tightened up the overall appearance, the Juke is still a divisive car when it comes to design.

On this hardcore Nismo RS version, the smooth surfaces of the regular Juke have been butched-up with a beefy bodykit. At the front there are twin gaping grilles that gulp air to cool the tuned engine, and a small front splitter. Wider wheelarches are filled by Nismo-specific 18-inch alloys which, together with the deeper side skirts and short wheelbase, give the Nismo RS a squat, chunky profile on the road.

At the rear, a deeper bumper featuring a diffuser insert and a single, large tailpipe make the Juke look lower and wider. A small boot lip spoiler and Nismo’s trademark red accents for the door mirrors and brake calipers complete the transformation from compact crossover to small, hot SUV.

Nissan has approached the Juke’s interior in a similar way, placing the focus firmly on the driver. There’s an Alcantara-wrapped steering wheel and suede sports seats, all with racy contrasting red stitching.

The RS is well equipped, featuring climate and cruise control, and a 5.8-inch touchscreen for the sat-nav and reversing camera. But the Juke’s cabin is showing its age now, and although the Nismo flourishes do lift the atmosphere, they can’t fundamentally change what is a cramped and awkward space.

The RS model benefits from a host of performance upgrades over the previous Juke Nismo, including a limited-slip differential, bigger 320mm front brakes and stiffer springs and dampers.

It still rides nicely, even on rippled roads, with a comfortable edge to the damping, but despite these tweaks to the suspension, the jacked-up ride height means the compact crossover rolls around in corners. Drive the Nismo RS hard and you’ll find that it doesn’t live up to its looks. There’s not much grip, so if you approach a bend too quickly, the car will understeer badly.

Turn-in isn’t particularly sharp, and the light steering doesn’t deliver much feedback, either, which makes the Nissan feel wayward and indistinct on the road. It’s compounded by the Juke’s 215bhp 1.6-litre turbocharged unit.

Even with that mechanical front diff to help traction, the Nismo RS doesn’t put its power down effectively. The engine overpowers the front tyres, with lots of wheelspin and torque steer tugging at the steering wheel.

Packaging isn’t the Juke’s strong point, and it shows as soon as you climb aboard. The driving position is flawed, with no steering reach adjustment, while the sports seats don’t offer the support or adjustment we’d expect – although you can add supportive Recaros for £1,300 extra.

The Nismo RS feels cramped and low-rent, too, with hard plastics for the dash and doors. Sit in the back and it’s even more claustrophobic, with limited headroom and a tiny door restricting access. The tight cabin limits rearwards visibility, although the view forward is better thanks to the high-up driving position.

The Juke’s flexible boot floor allows you to use all 354 litres of space, or a smaller volume with a more secure area out of sight. It’s the only neat storage feature, as the glovebox and door bins are quite small.

Key specs

• Price: £21,650
• Engine: 1.6-litre 4cyl turbo
• Power: 215bhp
• Transmission: Six-speed manual, front-wheel drive 
• 0-62mph: 7.9 seconds
• Top speed: 124mph
• Economy/CO2: 39.2mpg/165g/km
• On sale: Now

Nissan Micra

The fourth-generation Nissan Micra supermini gets more space, lower emissions and better economy.

The Nissan Micra is a supermini that’s designed to rival models such as the Ford Fiesta, Vauxhall Corsa and Mazda 2. The Nissan has been around for three decades and has a strong following thanks to its blend of durability, low running costs and hassle-free driving experience.

Now in its fourth generation, the current car made its debut in 2011 and was given a subtle facelift two years later. Where previous models featured bold design and top notch quality, the latest version has been built as a low cost ‘world car’ that can be assembled and sold in emerging markets. As a result it suffers from rather awkward exterior styling and a low rent interior. On the plus side, the Micra’s five-door only body is roomy and features a decent 265-litre boot. The Nissan is reasonably well equipped, too.

Buyers can choose from four trim levels: Visia Limited Edition, Visia, Acenta and Tekna. All versions get Bluetooth phone connection, electric front windows, remote central locking and a trip computer. Acenta trim adds cruise control, automatic lights and wipers, alloys wheels and a leather steering wheel, while the flagship Tekna features sat-nav, keyless entry and parking sensors.

The only engine option is a 1.2-litre three-cylinder unit that’s available in naturally aspirated and supercharged guises. The Former delivers 79bhp and emits 115g/km of CO2, while the latter produces 97bhp yet emits as little as 95g/km. Both get a slick five-speed manual as standard, while a CVT automatic transmission is available as an optional extra.

Light controls and good visibility make the Micra a doddle to drive around town, plus it’s easy to park. However, with its lifeless steering, low levels of grip and average body control, the Nissan can’t match models such as the Ford Fiesta and Mazda 2 for driving fun. Finally, a choppy ride and poor refinement combine to make the Micra far from relaxing on long journeys.

Our choice: Micra 1.2 Acenta

The latest Nissan Micra has lost the distinctive looks of its predecessor, but the current car’s more grown-up design is more likely to appeal to a wider audience. Even so, Nissan updated the Micra in 2013, adding all-new front wings, a new bonnet, new headlights and a rear bumper to help create a cleaner look that’s more in line wit the brand’s latest family look.

The Nissan Micra is available in four trim levels: Visia Limited Edition, Visia, Acenta and Tekna. The Nissan Micra Visia is fairly basic, and it goes without kit such as alloy wheels and front fog lamps, while air-conditioning costs an extra £500 (unless you opt for the supercharged DiG-S engine, in which case air-con is standard). Even so, it does get body coloured bumpers, USB connectivity, Bluetooth phone connection, electric front windows and stability control.

The mid-range Nissan Micra Acenta models get 15-inch alloy wheels, body coloured door handles and mirrors as well as chrome finishes in the interior, more safety features and auto headlamps.

The Tekna adds parking sensors, keyless entry unique alloy wheels and a roof-mounted spoiler. The flagship model also gets a touchscreen sat-nav, as well as Google technology that allows you to use your phone and access your music library.

Yet despite this big car kit, the Micra feels a little low rent inside. There’s nothing wrong with the robust fit and finish, but the materials used throughout look and feel cheap. Some of the trim even has sharp edges left over from the moulding process - the glovebox lid and the internal door handles are among the worst offenders.

In spite of its flaws, the Nissan Micra is great as a city runabout as a result of its good visibility, light steering and responsive controls. It also benefits from a tight-turning circle, meaning navigating busy urban areas is a breeze.

The 1.2-litre petrol engines that power the Nissan Micra won't amaze you with their performance and in many respects, the naturally aspirated 79bhp unit is the better bet, as it’s cheaper to buy yet doesn’t feel much slower than the 99bhp supercharged DiG-S unit.

Regardless of engine choice, the Micra feels a little out of its depth through a series of corners. The light steering lacks feedback, there’s plenty of body roll and it can’t match rivals such as the Ford Fiesta for grip. Still, it’s safe and predictable, while the high-set driving position and excellent visibility make it easy to place on the road.

Unfortunately, at higher speeds the Nissan Micra's suspension doesn’t feel up to the job of dealing with rough roads, and it feels crashy and a little unsettled. The engine makes a racket in the cabin and there’s a lot of wind and road noise, too.

In our 2014 Driver Power survey, the Nissan Micra didn't feature in the top 150 cars, but in the previous survey, it managed to achieve a respectable 24th place – a result that can be largely attributed to the car’s reliability and low running costs – although owners also praised the Nissan Micra’s technology. However, Nissan finished 22nd in the 2014 Driver Power manufacturers' rating - a pretty significant 10-place drop from 2013.

The Nissan Micra also received a disappointing rating in the Euro NCAP crash test. It only managed four stars and this is a severe disadvantage in a class and an industry where five-star ratings are becoming the norm.

Even so, all Nissan Micra models get six airbags, anti-lock brakes and electronic stability control as standard safety kit. What’s missing is the option to add the brand’s award winning Safety Shield kit that includes low speed collision avoidance and blind spot monitoring.

Thanks to its wheel at each corner design, the Nissan Micra is actually quite roomy for such a small car. For starters, there's enough room for relatively tall adults to sit in the back seats, plus there’s 265 litres of boot space, which is around what you'd expect from a supermini. You can fold down the rear seats to increase the capacity in the boot of the Nissan Micra to 1,132 litres, but only mid-range Acenta and top-spec Tekna versions come with split-folding seats – entry-level models get a single piece bench.

Having said that, the entry-level Nissan Micra Visia still has a bigger boot than the likes of the Suzuki Swift or the Hyundai i20. There's also plenty of storage space in the cabin, including a huge, double-decker glovebox, decent-sized door bins and a couple of cup holders.

You'd expect a supermini to be cheap to run, and the Nissan Micra is exactly that. While it doesn't come with a diesel engine, the petrols are frugal and feature reasonably low CO2 emissions

For instance, the standard three-cylinder 79bhp 1.2-litre petrol engine returns fuel economy of 56.5mpg and emits 115g/km of CO2. It doesn't feel excessively slow and it reaches 0-62mph in 13.7 seconds, meaning it feels nippy and responsive, even on the open road.

Those after a mix of performance and economy should opt for the slightly more powerful and stop/start equipped 97bhp DIG-S supercharged engine, which improves the Nissan Micra both in terms of efficiency and power, as in Visia guise it manages 68.9mpg on a combined cycle and emits 95g/km of CO2 (the heavier Acenta and Tekna versions claim 65.7mpg and 99g/km). 

Nissan Qashqai

The Nissan Qashqai is British-built and comfortably the country’s favourite crossover SUV - what’s not to like? 

The Nissan Qashqai leapt to the top of the crossover class when it launched in the UK back in 2006. It was a gamble by Nissan to replace its Almera family hatchback with a pumped-up crossover, but there’s no denying it’s worked.

The added styling of the SUV-like Qashqai attracted lots of buyers, and for this second-generation car Nissan followed the same successful recipe. This model has been on sale since 2014 and features even sharper styling and an efficient range of petrol and diesel engines, with two- and four-wheel drive available also for extra flexibility.

Many rival manufacturers have followed the Qashqai formula, so the mid-sized crossover sector is crowded with models such as the Skoda Yeti, Kia Sportage, Mazda CX-5 and Honda CR-V – but the Qashqai is regularly one of the best-selling cars in the UK, which shows it’s a strong performer.

This second-generation model took over where the old one left off but added even more efficiency, improved interior tech and extra safety features. It’s also much better built, being screwed together at Nissan’s UK factory in Sunderland.

There are five trim levels on offer: Visia, Acenta, n-tec, n-tec+ and Tekna, with even the entry-level model featuring some attractive equipment highlights. These include Bluetooth and steering wheel audio controls, air conditioning, electric windows all round and cruise control.

Upgrading to the Acenta model adds USB connectivity, dual-zone climate control, automatic headlights and wipers, and 17-inch alloy wheels. Opting for the n-tec trim level brings with it Nissan’s Smart Vision pack, including traffic sign recognition, high beam assist, lane departure warning, as well as front and rear parking sensors. This model also gets a seven-inch touchscreen sat-nav system. If you want a panoramic glass roof this comes as part of the n-tec+ model.

Go for the top of the range Tekna version and you’ll get Nissan’s Safety Shield Technology, which includes blind spot warning and a system that detects moving objects when you’re pulling out of a parking space. This model also gets 19-inch alloy wheels, heated front seats and LED headlights.

One thing is for certain: the second-generation Nissan Qashqai looks far more upmarket than the original model. The overall shape is typical crossover, with a raised ride height, roof rails and black plastic trim giving a familiar rugged off-roader look.

Up front, the Nissan Qashqai features a sharp nose with angular headlamps and distinctive LED running lights, while the twin chrome bars on the grille add a touch of interest. At the back, the LED tail-lamps wrap around the corners of the car and on to the tailgate. Nissan’s optional Ink Blue paint also really helps the Qashqai to stand out.

On top-of-the-range Nissan Qashqai Tekna models, those 19-inch alloys add some extra visual muscle, while mid-range n-tec cars get 18-inch versions and Acenta cars sport 17-inch wheels, which still look fairly good if a bit small next to the halo model.

Inside, the Nissan looks sharp and feels well built. There are sporty cowled dials and a full-colour trip computer display, while coloured ambient lighting on the centre console and gloss black trim on the dashboard give an upmarket feel.

The rest of the cabin is pretty smart, and while the standard panoramic glass roof (Tekna only) doesn’t open fully, it lets in plenty of light. Choosing Acenta trim over the Tekna means you have to forego leather for cloth.

Material quality is much improved over the old Qashqai, although there are still some harder plastics lower down in the cabin. However, it’s a good compromise between quality and robustness, as the interior feels like it will cope well with anything lifestyle buyers of this type of car will throw at it.

There are four engines available in the Qashqai range, including two petrols and two diesels.
The diesel engines available on the Nissan Qashqai come from sister company Renault. While the 109bhp 1.5-litre diesel dCi has been around for a while, constant development means it revs smoothly and is subdued at idle, all while returning excellent economy.

It delivers decent performance, too, and feels lively on the road, thanks to the combination of prompt throttle response and the precise six-speed gearbox’s well-chosen ratios. There’s a more powerful 128bhp 1.6-litre unit, but this is only available on the top-spec trim level – if you want four-wheel drive, you’ll have to go for this engine, too.

The fastest Qashqai in the range is the DIG-T 163 1.6-litre petrol turbo, introduced in January 2015. It'll do 0-62mph in 9.1 seconds and, so long as you stay on top of the gears, feels pretty quick on the move. However, if you change up too early you'll hit a nasty flat spot – forcing you to wait for the turbo to spool back up.

If you want a petrol version, however, we’d recommend the 1.2-litre DIG-T – it sprints from 0-62mph in 10.9, so is still quick enough, but the willing motor should return even better efficiency. It’s only this unit and the higher-power dCi 130 that get the option of an automatic gearbox, which is actually a CVT but shifts between its ‘ratios’ smoothly.

The old Nissan Qashqai was surprisingly fun to drive, but the latest model takes a more mature approach. Refinement has been vastly improved, with much less road and engine noise, particularly on the motorway.

In a series of corners, the Qashqai feels composed and the electrically assisted steering is direct and surprisingly weighty, while grip is strong. Active Trace Control torque vectoring helps boost agility, braking individual wheels in order to reduce understeer and deliver more positive turn-in.

Also included is Nissan’s Active Engine Brake function, which reduces jerkiness in the transmission when you lift off the throttle. Plus, the Body Motion Control constantly dabs the brakes to smooth out body movement over bumps. It works well, particularly at low speed, but hit a series of imperfections and the ride gets fidgety as the brakes and dampers fight to keep control.

This is rarely a problem around town, where the high driving position, light controls and decent visibility make the Nissan easy to navigate through crowded streets. Unfortunately, only the range-topping Tekna gets park assist (which steers the car into parking spaces) and a 360-degree camera system.

The new Nissan Qashqai was marked down for reliability in our Driver Power 2015 customer satisfaction survey, and ranked 46th out of 200 cars – although it slipped 21 places compared to its 2014 result.

However, things are better when it comes to safety, as experts at Euro NCAP awarded the new Qashqai the full five stars, with the car scoring well in the adult and child occupant categories.

Nissan has improved things with its Safety Shield technology, which features heavily in the new Qashqai. It comprises clever features like front collision avoidance (autonomous braking), lane departure warning, drowsiness detection, blind spot warning, traffic sign recognition and cameras to help you park and detect moving objects behind when you’re reversing – the Qashqai will park itself, too.

The seven-seater Nissan Qashqai +2 is no more – the new Qashqai offers more space for passengers and luggage than before in response to owner feedback. Anyone wanting seven seats will have to opt for the new Nissan X-Trail instead.

Overall, though, there’s still decent legroom in the rear, and the transmission tunnel doesn’t intrude on the middle-seat passenger’s foot space.

However, the Acenta Premium grades and above come with a panoramic glass roof, which cuts into headroom. There’s more space in models without this addition, but the combination of small side windows and black trim makes the Qashqai’s cabin quite dark.

As you’d expect of a car aimed at families, the interior is packed full of useful storage. There’s a large glovebox and several cubbies that are perfect for odds and ends. An electric handbrake also frees up the centre console for extra stowage and cup-holders, which have been mounted lower down so as to not impinge when changing gear.

However, the Acenta Premium grades and above come with a panoramic glass roof, which cuts into headroom. There’s more space in models without this addition, but the combination of small side windows and black trim makes the Qashqai’s cabin quite dark.

As you’d expect of a car aimed at families, the interior is packed full of useful storage. There’s a large glovebox and several cubbies that are perfect for odds and ends. An electric handbrake also frees up the centre console for extra stowage and cup-holders, which have been mounted lower down so as to not impinge when changing gear.

The new Nissan Qashqai is impressively economical, especially the 1.5 dCi diesel, which claims 74.3mpg and is road tax free with excellent CO2 figures of 99g/km. That means it’ll be a good company car, too.

The 1.6-litre diesel is similarly frugal claiming 64.2mpg and 115g/km of CO2, while opting for the excellent Xtronic CVT auto on this model only penalises things slightly with 61.4mpg and 119g/km. The impact of four-wheel drive is much greater though, as the 1.6 dCi all-wheel drive returns a claimed 57.6mpg with 129g/km CO2.