NISSAN ACCELERATE ISSUE 3

NISSAN

ACCELERATE NISSAN ACCELERATE

New Nissan LEAF Now on sale

50th anniversary

Nissan GT-R & Nissan 370Z

Nissan introduces

new QASHQAI and Pathfinder variants

X-PERIENCE NISSAN

X-TRAIL

INTELLIGENT

4×4

Make every drive an experience with Nissan X-TRAIL. Experience Nissan Intelligent Cruise Control* and Intelligent Emergency Braking* when you’re on the road, and get off-road with Intelligent 4x4^. Book a test drive today for some of the best weekends you’ll ever have. *Ti model only. Drivers’ aids only and should not be used as substitutes for safe driving practices. Always monitor your surroundings when driving. ^4WD models only.

CONTENTS 4 News 8 LEAF 16 QASHQAI 20 X-TRAIL 24 Pathfinder 30 Patrol 36 Navara

44 5 Year Warranty 45 370Z 49 GT-R 54 JUKE 60 Nissan Intelligent Mobility 62 Accessories 66 Looking back

Nissan Accelerate is a half-yearly magazine produced by Nissan Australia featuring news and accessories information, and independent product reviews by some of Australia’s most respected automotive publications.

Prices quotes are Manufacturer Suggested Retail Prices (MSRP) and do not include on road and other statutory charges. While all efforts are made to include correct MSRP pricing in this magazine, your local Nissan Dealership will confirm final pricing.

All vehicles and grades mentioned in this magazine were offered at time of printing. In some instances vehicle grades and variants may no longer be available, please confirm with your local Nissan Dealership.

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NEWS

NEW NISSAN LEAF ON SALE NOW The eagerly anticipated new Nissan LEAF is in showrooms now, priced from $49,990 plus onroad costs, and has been awarded a prestigious five star safety rating by the Australian New Car Assessment Program (ANCAP).

Also bestowed with a 2019 Australian Good Design Award, the high-spec Nissan LEAF has a contemporary interior and exterior design, and with its larger 40kWh battery, 110kW of power and 320Nm of torque, it offers a premium electric driving experience at an affordable price.

The fun to drive Nissan LEAF features an 8-inch touchscreen display, satellite navigation,

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leather accented seats, Apple CarPlay™ and Android Auto™ and e-pedal – which allows drivers to start, accelerate, decelerate, stop and hold the car by using the accelerator pedal alone without needing to use the brakes.

It also has an Intelligent Around-View Monitor with Moving Object Detection, Intelligent Emergency Braking with pedestrian detection, rear cross traffic alert, ISOFIX mounts and front and rear parking sensors – amongst a long list of standard safety equipment.

Sold in 89 Nissan dealers nationally, Nissan partners with JET Charge – who can assist you with all of your at home charging infrastructure.

50 UP FOR NISSAN GT-R & Z Nissan’s iconic sportscars, the Nissan GT-R and the 370Z, are celebrating their 50th anniversaries.

Both were launched in 1969, and 50 years later they still turn heads wherever they are driven.

To celebrate this milestone, you can purchase a 50th anniversary special edition Nissan GT-R as well as the Nissan 370Z. The GT-R is available in three unique exterior colours including Bayside Blue – which harks back to the famous Calsonic blue race cars from overseas - while the 370Z will also recognise its racing past with two new limited edition designs.

Not to be forgotten, the 2020 Nissan GT-R NISMO has a list of aerodynamic and handling tweaks that will further improve performance helping it to maintain its position as one of the world’s most popular Supercars.

For more information check out both vehicles on the Nissan website or speak to sales staff while you’re waiting for your car to be serviced.

Faulty airbags?

Don’t die wondering There are still approximately 76,000 Nissan vehicles nationally that are being driven with recalled Takata airbags.

Are you driving one of these cars?

The Takata airbag recall was initiated

by Takata Corporation in Japan after it was found that inflator components within the airbag could deteriorate and subsequently misdeploy in an incident, causing metal fragments to propel out of the airbag. A global recall, this affects hundreds of millions of vehicles worldwide.

Nissan Australia is making contact with Nissan owners whose cars currently have fitted recalled airbags.

The recall affects a range of earlier model Nissans, so we strongly urge you to contact 1800 988 334 or visit www.ismyairbagsafe.com.au.

It’s critical that you do this. And if your car is affected, book your car in for the repair – which is done free of charge.

NEWS |

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NEWS

Nissan introduces new QASHQAI ST+ grade Nissan QASHQAI is one of the country’s most popular small SUVs, so the Nissan QASHQAI range has been expanded with the introduction of an all-new mid-spec option.

The new grade addition follows in the footsteps of its large SUV sibling, the Nissan Pathfinder which has also added an ST+ variant to its now four-strong grade mix.

Sitting between the entry grade Nissan QASHQAI ST and the higherspec QASHQAI ST-L, the new QASHQAI ST+ has all of the features of the ST but adds an assortment of technologies that strengthens the grade walk.

New Nissan QASHQAI ST+ comes with a seven-inch touchscreen with digital radio, satellite navigation with traffic alert, the 360 degree Intelligent Around-View® Monitor with Moving Object Detection, power-fold and heated door mirrors, and privacy glass – all as standard equipment.

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NISSAN OFFERS FIVE-YEAR UNLIMITED KILOMETRE WARRANTY Nissan offers a standard five-year, unlimited kilometre manufacturer’s warranty on all new vehicles purchased by private buyers and includes complimentary roadside assistance during the warranty period.

“Five year warranty provides customers with both confidence in the Nissan Brand and our vehicles,” said Nissan Australia managing director Stephen Lester.

“Nissan is committed to delivering the best total ownership experience, and whether it’s sales, service or finance, warranty plays an important role in delivering complete customer satisfaction.”

The five year warranty is available on all vehicles in the Nissan range – including the Nissan GT-R and the new Nissan LEAF.

REAR SEAT ALERT MAKES ITS NISSAN DEBUT Nissan Pathfinder is safer than ever before thanks to the inclusion of more Nissan Intelligent Mobility safety technologies on the ST grade, and additional tech features on other variants – including the Nissan debut of Rear Door Alert.

Available on the top of the range Pathfinder Ti, Rear Door Alert – a first for Nissan in Australia – is designed to notify the driver if children are left unattended in the vehicle.

Engaged when the rear doors are opened and closed before your journey, once the car is turned

off a warning message appears on the Advanced Drive-Assist™ Display (ADAD) to prompt you to check the rear seat.

If you walk away from the car – or lock the car – without opening a rear door the horn will sound three times and the ADAD screen will display a warning to check the back seat.

This technology, and/or the horn, can be turned on and off as desired.

For more information on the updates to Pathfinder go to the Nissan website or ask your friendly sales staff member.

NEWS |

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carsguide.com.au | 12 JULY 2019

NISSAN LEAF 2020 REVIEW TOM WHITE

IF I HAD TOLD you even just a few years ago that one of Nissan’s most promising vehicles, and one the brand partially hangs its future on, was an all-electric hatchback, you probably wouldn’t have believed me.

But here we are, and after already having been on sale for years in Europe, the second-generation Leaf has arrived in Australia.

In Europe it has even been remarkably successful, counting itself as a best-seller in Norway, where Nissan has managed to sell more than 50,000 of them.

By now, I already know what your questions are: What’s the range?

How long does it take to charge?

How much does it cost?

For all those answers and more, read on.

IS THERE ANYTHING INTERESTING ABOUT ITS DESIGN? 7/10 If someone told you that this was the new-generation Nissan Pulsar, 8

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WHAT WE LIKE Slick to drive Excellent equipment Charging flexibility WHAT WE DON’T Expensive Limited range Limited fast-charge network

would it really be a stretch to believe them? I think not. Today’s electric cars are looking less and less zany.

Sure, the Leaf still has some wacky Japanese design points, but so does the current-generation Civic hatch.

Nissan’s “Zero Emissions” insignia is emblazoned across the sides and rear of the car, and it has Nissan’s EV design points in the gloss black body highlights, and blue ripple pattern in the grille. There are some rather anonymous-looking alloys compared to the sci-fi turbofan

ones opted for by Hyundai’s EV range, and that’s about it really.

Inside, the Leaf isn’t too far removed from the brand’s regular passenger car range. There’s the same D-shaped steering wheel as the one that now appears in the Qashqai small SUV, as well as a vastly improved centre stack, with a fantastic new 8.0-inch screen. The interior has subtle blue highlights to remind you of its electric underpinnings in the seat stitching, oddly designed gear selector knob

and through the dash insert on the passenger side.

You have to admire how subtle it all is. The doorcards and dash-top are clad in soft-touch materials to match those lovely seats. If there’s anything I could complain about here it’s just that aside from a few highlights it’s all a bit samey in the colour department.

So the Leaf is styled so subtly it could be anonymous… Some will see that as a very good thing, especially for an EV. HOW PRACTICAL IS THE SPACE INSIDE? 7/10 The Leaf is on the larger side for a hatchback, and with its electric drivetrain layout comes some inherent benefits.

No fuel tank, for example, brings a deep and wide boot space, rated at 405 litres, which isn’t the biggest space in the hatch segment, but definitely on the larger side, and rear seat space is decent, too.

Sadly the rear seats don’t get air vents, a common faux-pas in cars this size, but they do get heated seats which is pretty special. The rear seats are also clad in the same thick padding and leather trim which makes the front ones so comfortable.

Up front there are decentlysized trenches and bottle holders

in the doors, decent cupholders in the centre stack as well as a half-way decent console box.

Under the centre stack, there is also a spot well suited to a phone, as that’s also where the USB port is for screen mirroring.

The seats are wide and comfortable, but the driver’s position is a little high, giving an SUV-like feel. Annoyingly, the steering column doesn’t have telescopic reach adjust, making the wheel feel too far away, perhaps too close to the dash, for many people.

DOES IT REPRESENT GOOD VALUE FOR THE PRICE? WHAT FEATURES DOES IT COME WITH? 6/10 The odds are stacked against the Leaf in this department, as it arrives in Australia in just one spec level, priced at $49,990 (plus on-road costs).

You’re probably thinking: "Are you serious? Fifty grand for a hatchback?" And you’d be right.

Without any EV rebates like the Leaf receives in Europe, the pricing is a tall order. You’d have to really be going out of your way to choose an EV lifestyle, it’s not simply a $2k to $5k spec switch like from petrol to diesel.

That having been said, Nissan has helped soften the blow a bit by giving the Leaf a plush set of specs. This is a nice hatchback, with all the tech and connectivity

items you could realistically want.

In fact, it’s by far the best-specified Nissan you can buy right now.

First of all, the Leaf that’s finally arrived in Australia has received some sort of minor update over the one we drove just a few months ago.

Included is a new centre stack with a new 8.0-inch multimedia touchscreen, the first for Nissan in Australia to host Apple CarPlay and Android Auto (better late than never…), as well as built-in navigation, Bluetooth connectivity, backed by a seven-speaker Bose-branded audio system.

There’s also plush leather seats which you seem to sink into, with Alcantara highlight trim, a leather steering wheel, a power adjustable driver’s seat and heated seats across the front and back rows, and a heated steering wheel.

Nissan says heated seats are the most power efficient way to heat occupants up, rather than just blasting the single-zone climate control.

Other spec items you get include keyless entry, push-start ignition, 17-inch alloy wheels, a 7.0-inch partially-digital dash, as well as full LED lighting front and rear.

There’s also Nissan’s full suite of active safety technology, which is impressive stuff, explored more in the safety section of this review.

LEAF |

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three-pin wall outlet will see a charge time of “about 24 hours.”

How efficient the Leaf is once the energy is actually in the battery is another question. Electric cars are measured in efficiency by kWh/100km. I can’t comment on what the Leaf got at the launch as the short distance would be an unfair reflection, but on my earlier range-test I scored around 15.3kWh/100km. For context, I found the Kona Electric to be slightly more efficient at 14.1kWh/100km (hence the less than 10 score for the Leaf).

To be fair, the Kona’s extra weight probably helps regain more energy around town.

The Leaf is the only EV in Australia which is capable of two-way charging via its Japanese-standard CHAdeMO charging port. The brand says you’ll be able to use this feature to use the Leaf as a “portable energy asset” – this means the car will be capable of storing energy in off-peak power-grid times, then using it to power your home cheaply in on-peak times.

This will require a piece of hardware which is not yet available in Australia, but will be “in around 12 months” after Nissan and its energy tech partner, JetCharge, get it approved by Australian regulators.

The hardware will appear like a "wall box" device, and will cost "less than $2000".

You could argue a similarlyspecified hatchback this size with a petrol engine would only cost in the mid-to-late $30k price bracket.

So, you’re paying about $15,000 for the EV drivetrain and everything that involves.

You can slide into the lesspowerful and slightly more limitedon-range Hyundai Ioniq EV, which is this car’s closest competitor, for about $5000 less. You’ll miss out on the two-way charging tech though.

WHAT ARE THE KEY STATS FOR THE ENGINE AND TRANSMISSION? 7/10 The Leaf is driven by a 350V electric motor on the front axle, providing a max output of 110kW/320Nm. Being an electric motor, the torque is available almost instantaneously.

Despite its almost-1600kg kerb weight (batteries are heavy!) Nissan 10

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claims those motor specs will have the Leaf doing 0-100km/h in just 7.9 seconds.

It’s not the most powerful electric motor, even among a limited pool of competitors, but it still outshoots its main competitor, the Hyundai Ioniq EV (88kW/295Nm).

HOW MUCH FUEL DOES IT CONSUME? 9/10 The Leaf consumes no petrol for obvious reasons, and how much it will cost you to charge for a year will depend where you get your electricity from.

If you have solar panels or you can steal your electricity from a wall socket at work, for example, it can cost you next to nothing. If you exclusively charge up at home, Nissan reckons it will cost you just north of $700 a year to charge the Leaf at peak times, or just over $300 at non-peak times.

The other thing you’ll need to know are the types of connectors available to you. The Leaf has two. A Type-2 ‘Mennekes’ connector - one of the most popular types of connectors globally - and a two-prong CHAdeMO port, a Japanese standard, which is capable of higher kW inputs.

How fast you’ll charge will depend on the kW output of the station you connect to. A 50kW output via the CHAdeMO connector will see a charge time from zero to 80 per cent in about an hour, while a Type 2 home wall connector has a charge time Nissan estimates at 7.5 hours, and connecting to a good old-fashioned

WHAT’S IT LIKE TO DRIVE? 7/10 Like almost all electric cars, the Leaf is slick to drive, but it will be a little different from what you are used to.

Much of this is down to regenerative braking which fundamentally changes the way you interact with this car’s pedals.

Nissan has an ‘on’ or ‘off ’ regen braking system, dubbed e-Pedal.

This essentially uses aggressive regenerative braking to allow you to drive the car with the accelerator pedal alone. Let your foot completely off the pedal, and the car will roll to a halt fairly quickly.

It’s an off-putting feeling at first, but it’s also what makes this car kind of fun to drive. It becomes a bit of a game rolling around town trying to re-gain energy anywhere you can. It’s this feature and ones like it that make electric vehicles get significantly higher milage, and thus improved range around town.

Every opportunity to stop at the lights, drive down a hill or gradually roll to a halt in traffic is an opportunity to regain energy.

If it’s simply too unsettling for you, you can entirely switch e-Pedal off, which means you’ll only regenerate energy when manually braking or when cruising from the motion of the wheels alone. It’s more like a traditional car to drive this way, but you might be surprised how much range you’ll lose by doing this.

I’d argue Hyundai’s execution of regen braking is a little more flexible, giving you control over three different levels of braking

and also providing a little more feedback on energy recovery.

Outside of that, with 320Nm on tap, the Leaf does feel powerful. You’ll cringe to use it, knowing how much energy your draining, but when it’s time to go, the Leaf delivers.

It’s not quite thumping though, it seems as though the traction control, via some software wizardry, smooths out the acceleration experience. The power is there, but the car won’t let you spin the wheels and it smooths the instantaneous torque out smoothly.

Also like most electric cars, the extra weight of the battery under the floor makes for a very low centre of gravity. This lends the Leaf excellent handling in the corners, and the steering is weighted about right for a hatch this size. The Leaf’s suspension is on the softer side, but not unreasonably so. It deals with the extra weight well.

It’s also relatively quiet, especially at commuting speeds, with tyre roar alone starting to infiltrate the cabin at velocities north of 80km/h.

It’s a slick, if not totally inspiring drive, but it does make the entire concept of energy recovery just a little bit addictive.

safety rating, tested to 2019’s more stringent standards.

It more than earns it on the active safety front. The Leaf is packed with about every active safety technology which Nissan offers.

Included is auto emergency braking (AEB) with forward collision warning (FCW), lane departure warning (LDW) with lane keep assist (LKAS), rear cross-traffic alert (RCTA), driver attention alert (DAA), active cruise control, blind-spot monitoring (BSM) and auto high-beam headlights.

An added bonus, there’s also Nissan’s ‘Around-View Monitor’ 360-degree parking suite, which makes manoeuvring into a parking spot a cinch.

According to Nissan, the problem of the virtually silent drivetrain is ambient noise beamed at nearby pedestrians, which is targeted thanks to a forward-facing camera suite. Weird.

In terms of the expected refinements, there are six airbags, a more advanced traction control system (likely to deal with the electric motor’s extra torque), tyre pressure monitoring and dual ISOFIX childseat mounting points on the outer two rear seats.

WHAT SAFETY EQUIPMENT IS FITTED? WHAT SAFETY RATING? 9/10 The Nissan Leaf recently received a maximum five-star ANCAP

WHAT DOES IT COST TO OWN? WHAT WARRANTY IS OFFERED? 8/10 Nissan offers the Leaf with the brand’s standard five-year, unlimited

kilometre warranty promise, alongside an eight-year, unlimited kilometre battery warranty. “We’ve found from the first-generation Leaf that the battery will outlast the car,” the brand’s EV director said at the launch. He also claimed the Leaf’s Lithium-ion battery pack is 98 per cent recyclable, if that’s a concern of yours.

The Leaf has a service interval of 12 months or 20,000km whichever occurs first, and service pricing is fixed for the life of the warranty.

It'll cost you between $237 and $343 per service, for an average yearly service cost of $346.20. N

CARSGUIDE EXPERT RATING 7.5 With its tall asking price, limited government initiatives and geography working against it, I don’t quite think the Leaf is going to revolutionise the EV landscape in Australia quite the way it has in Europe.

It’s still a compelling option for those who want to (and can afford to) jump on the EV train a little early, and who don’t necessarily need to traverse the distance between cities often. It also looks to the future of those wanting to smooth out their electricity bills or go ‘off-thegrid’, so the Leaf is certainly one to watch in this space.

LEAF |

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drive.com.au | 12 JULY 2019

2020 NISSAN LEAF REVIEW: AUSTRALIAN LAUNCH DRIVE CAN THE 2020 NISSAN LEAF GET AHEAD IN THE ELECTRIC RACE? MIKE COSTELLO

THE RACE TO DEVELOP mainstream electric vehicles kicked off a few years ago, but Nissan proudly jumped the gun.

It has been profitably selling the second-generation Leaf for nearly two years at a time when some competitors are yet to launch their first.

Now it has finally hit Australian shores, where it joins a field of sub-$100k EVs such as the Hyundai Ioniq and Kona Electric, BMW i3 and the orderable Tesla Model 3.

Nissan Australia is hoping its hardwon credibility — and the support of 89 dealerships and service centres across the country — will see choice-starved potential private buyers and emissions-reducing fleet operators make the switch.

Our market has proven slow to adopt electric cars since there are few direct incentives and no demanding emissions reduction targets to make them an obvious choice. Of the 420,000 Leafs sold around the world since 2010, just 635 have found homes here.

The new Leaf has a 40kWh lithium-ion pack, a 110kW/320Nm motor, and a real world driving range of 270km given average consumption of around 14kWh per 100km, which this writer managed without much fuss. It also uses many die-cast parts made in Australia at Nissan's 24/6 Dandenong plant.

The headline figure is 40km more driving range than the 28kWh Ioniq, which is the Leaf’s obvious competitor. As we’ve already published, the Nissan wears a list price of $49,990 before on-road costs, which is $5000 more than the base Ioniq Elite and $1000 more than the higher-specified Ioniq Premium.

As you may know, there’s a 60kWh Leaf coming on stream in 12

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the US to tackle the Model 3 and Chevy Bolt, but it’s not on the radar for Australia yet. We’re not a core EV market and have to temper expectations accordingly, it seems.

But let's be real; there’s plenty of data showing the average Australian urban-dweller covers 15,000km per year at most, or a daily average of 40km per day. For some of these people a potential range of hundreds of kilometres is not actually necessary.

Charging? You can fill up the Leaf from empty within 24 hours using a household wall socket, but if you spend around $2000 to buy and fit a 7.2kW/32A home charging unit, that is cut to 7.5 hours. A public DC CHAdeMO rapid charger will get you to 80 per cent in about an hour, though the majority of EV owners charge at home or the office.

On a side note, one nifty feature the Leaf has is the requisite hardware for bi-directional charging via a PCM. This means the Leaf can actually charge off-peak and then power your house or business later, becoming a mobile power station/energy cloud. This is being trialled in Australia for 2020 launch.

One of the cool things about any EV is the actual driving experience.

Obviously there’s no exhaust note, but there’s an instantaneous hit of

torque that punts you away from intersections very quickly. The 1594kg Leaf ’s 0-100km/h time of 7.9 seconds is sprightly enough for some fun.

The other thing to adjust to is the regenerative braking system that captures wasted energy and sends it into the battery. The switchable Eco Pedal decelerates the car at up to 0.2g when you lift off the throttle using friction, meaning you scarcely need to use the brake pedal.

That’s a good thing since like many regenerative systems, the brake pedal feels quite wooden and takes some getting used to. Expect to misjudge your stopping distances a few times until you become familiarised.

Nissan claims to have made some improvements to the Leaf dynamically. It’s fitted a quicker steering rack that requires smaller inputs, and a clever system that gently brakes any of the four wheels if the car is deviating from your intended line. There’s also more sound-deadening material to keep road roar at bay — important given the lack of engine noise.

As an urban runabout the Leaf is in its element. The steering is light yet direct enough, and the suspension is soft and pliant over bumps and ruts.

There’s also a satisfying lack of tyre and wind noise at highway speeds

coming into the cabin, disturbing the serenity. Below 30km/h it emits a hum to alert pedestrians and cyclists of its presence.

There’s also a decent array of driver-assistance features in the Leaf, headlined by autonomous emergency braking with pedestrian detection, blind-spot monitoring, lane-departure alert that buzzes the steering wheel when you leave your lane without indicating, a 360-degree view camera, active cruise control, rear cross-traffic alert and driver-attention alert.

However, the Level 2 ProPilot partially autonomous steering assist system that Nissan offers in some markets hasn’t come to Australia yet.

There are plenty of cars now on sale here that steer between road lines, so it’s a shame the Leaf isn’t one.

The Leaf’s cabin is not flashy, but does offer the best infotainment system of any Nissan: an 8.0-inch touchscreen with clear mapping and digital radio, plus Apple CarPlay and Android Auto smartphone integration. There’s also a 7.0-inch TFT screen ahead of the driver with a digital speedo, and a heap of sub-menus showing battery use, music, trip info etcetera.

Other standard features include climate control (though the centre screen warns you how many km of range you’re losing by using it!), a proximity key, rain-sensing wipers, auto LED headlights, a heated steering wheel, and heated seats for both rows trimmed in leather and Ultrasuede.

There are some quirks though.

The foot-operated manual parking brake is no good, and so is the lack of telescopic adjustment on the steering column. Also, the nifty rear camera mounted in the rear-view mirror fitted to Japanese Leafs isn’t fitted to Australian models.

At just under 4.5m long the Leaf isn’t a large car, but there’s enough legroom and headroom in the back for two 180cm adults to be comfortable, while the boot is a generous 405L (bigger than a VW Golf’s).

From an ownership perspective the Leaf is covered by a five-year warranty, except for the battery which has an eight-year/160,000km warranty period. Nissan tells us that the warranty applies if the battery

DRIVE RATING OVERALL 8.2 PERFORMANCE 8.6 RIDE QUALITY 7.9 HANDLING & DYNAMICS 7.6 DRIVER TECHNOLOGY 8.4 INTERIOR COMFORT & PACKAGING 7.9 INFOTAINMENT & CONNECTIVITY 8.1 FUEL EFFICIENCY 9.1 SAFETY 8.6 VALUE FOR MONEY 7.1 FIT FOR PURPOSE 9.1

status/health drops below 9 bars out of 12 in this period, meaning any density degradation of less than 25 per cent is not covered.

From an infrastructure perspective, it must be said that Nissan has taken a considered approach to the Leaf. It has signed up 89 of its dealers across the country to sell and service the Leaf, with staffers getting the requisite training. Getting such a buy-in from its franchise partners is vital in actually making the car a sustained success this time around rather than a marketing exercise.

It has also appointed Australian company Jet Charge to install and service EV charging hardware and software at these dealerships, adding to the growing number of public chargers here (783 sites according to ABS data from June 2018, no doubt eclipsed today). This is the same provider than can work with you on getting your home/ office wallbox sorted before delivery.

Beyond this, Leaf owners will receive discounted rates when they use Chargefox fast charging stations nationally. This startup is billed as "Australia’s biggest and fastest-growing open charging network for modern EVs".

One question is, does the Leaf EV make financial sense? The average

energy price in Australia 30c per kWh, much less off-peak. If you do an average of 280km per week you’ll spend between $6 and $12 charging your Leaf. If your ICE car uses 10L/100km of petrol at $1.50 per litre, your weekly fuel spend is $42. The Leaf ’s mechanical simplicity also makes it cheaper to service.

Of course the $50k outlay isn’t cheap, but it’s aligned well enough with the Ioniq. If you need more range, the $60k Kona Electric or $66k Tesla Model 3 will cover above 400km between charges.

But for an urban runabout the Nissan offers sufficient storage, especially if it sits in the garage alongside a combustion or hybrid car for longer getaways.

In all likelihood, if you’re seriously looking at an EV you’ve done the requisite homework. Many prospective buyers are simply people who want to be part of the change, or big fleets with selfimposed emissions targets.

Beyond this, Nissan’s early embrace of electrification surely means it has earned credibility in this burgeoning market sector.

The second iteration Leaf is an easy-to-operate, silent urban companion that opens the door to zero emission motoring, and deserves commendation. N LEAF |

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news.com.au | 12 JULY 2019

TESTED: WORLD’S MOST POPULAR ELECTRIC CAR

THE NEW VERSION OF NISSAN’S BEST SELLING ZERO-EMISSIONS CAR SHOWS JUST HOW TO MAKE ELECTRIC CARS MAINSTREAM, AND THE REASON WILL SEEM VERY FAMILIAR. CRAIG DUFF

TURNING OVER A NEW Leaf has never been easier. That probably explains why the first generation of Nissan’s electric hatch is the world’s most popular EV, having sold more than 400,000 vehicles since it launched in 2010.

Now the second generation has arrived with more power, better range and a relatively affordable price.

The new Leaf will go on sale next month for $49,990 plus on-roads, delivering up to 270km of range with no tailpipe emissions, thanks to a 40kWh lithium-ion battery pack and an electric motor producing 110kW/320Nm motor.

Beyond the absence of engine noise, the Leaf drives much like a conventional car, right down to seating five people and packing a decent boot.

The design is equally conservative, mimicking mainstream hatches on the roads today.

Price is the inevitable sticking point — you’re paying about $10,000 more than a top-spec petrol hatch.

That upfront hit is offset by much reduced running costs.

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Nissan’s EV infrastructure partner is ChargeFox, which estimates it will cost the average motorist less than $800 a year to fuel the Leaf against about $1800 for a four-cylinder petrol hatch of similar size.

Budget-conscious buyers can save cash if they plan well enough to recharge at a free public charging station such as those found in supermarkets.

Otherwise you can plug the Leaf into a standard wall socket or invest about $2000 in a home charger, which respectively take about 24 hours and eight hours to recharge.

Standard specification in the Leaf is impressive. The eight-inch screen is the best resolution display we’ve seen in a Nissan or Infiniti and includes satnav and smartphone connectivity.

The front seats are heated, as is the steering wheel. Active safety gear includes autonomous emergency braking with pedestrian and cyclist detection, adaptive cruise control and alerts for lane departure and blind spots.

Up to 30km/h, sensors scan the Leaf’s surrounds and the car sounds an alert if it detects a nearby pedestrian.

NISSAN LEAF VITALS PRICE $49,990 plus on-roads WARRANTY/SERVICING 5 years/$1388 for 5 years SAFETY 5 stars, 6 airbags, AEB, blind spot and lane departure alerts MOTOR 110kW/320Nm; 40kWh lithium-ion battery RANGE 270km; 16kWh/100km (est) SPARE Space-saver BOOT 405L

Hyundai’s Ioniq electric car and the Renault Zoe are the obvious direct competition and the Leaf looks to have them covered.

The Ioniq starts at $44,990 and comes with a 28kWh battery pack and 88kW/295Nm motor. The Zoe kicks off at $47,490 and uses a 68kW/220Nm motor with a 41kWh battery pack.

ON THE ROAD The initial surge of acceleration is the only real indication the Leaf isn’t a conventional car. It will outdo most vehicles off the line and then progressively build up the pace.

The claimed 0-100km/h time is 7.9 seconds, which feels about right.

Many hybrids and EVs use skinny, low rolling resistance tyres to help improve efficiency. They manage that feat but inevitably aren’t as grippy as regular rubber and tend to whine as soon as they’re loaded up in a turn.

The Goodyear rubber on the Leaf stoically copped some decent curves at speed without groaning or breaking grip.

Flip the switch next to the transmission lever to activate “E-pedal” and the regenerative braking becomes aggressive enough for the Leaf to be driven using just the accelerator pedal.

It takes very little practice to get the hang of and makes the brake pedal redundant in all but emergency stops.

The rest of the package is typically Nissan — the plastics are well put together (though we’d like to see soft-touch textures on the door trims etc), the switchgear is common to the Nissan range and the seats are smartly cushioned and shaped.

Outward vision is good, the steering is reasonably responsive and the brakes don’t have the sudden “grab” typical of many regenerative energy set-ups.

The only real bugbear is the absence of reach adjustment on the steering wheel. At this price it’s something that would contribute to the premium impression.

On the test loop covered freeway, suburban and city driving, the Leaf acquitted itself admirably in every scenario.

The suspension is firmer than a normal hatch, largely to help offset the 1600kg kerb weight. As a result there’s some jarring over big, sharpedged lumps and dips at low speeds but the Leaf stays impressively flat during cornering and avoids the fore-aft pitching that can come from instant-torque takeoffs.

You can toggle through digital displays showing how much power

the accessories are using — heated seats are more efficient than airconditioning, for example — but the average driver is going to use about 16kWh/100km, equating to 250km of range.

That’s not far off the official 270km claim and we certainly weren’t trying to drive economically.

VERDICT – 3.5/5 The Leaf is the most compelling electric vehicle to date in terms of value and range. The price is still a touch high but the return is emissions-free motoring with no packaging compromises.

FUEL FOR THOUGHT Have a look around the cabin and there are petrol bowser signs signifying recharging. The incongruous icons appear on the dash and buttons. The thinking is we’ve been conditioned to understand what the symbol means. Still, it looks more than a little out of place…

NEW DIRECTION The winds of climate change have helped shape the Nissan Leaf.

Nissan wants us to know the electric vehicle can be used to help lower household power bills and stabilise the electricity grid during peak demand periods.

The stumbling point is that the hardware needed for the

“bi-directional” energy transfer hasn’t been approved for Australia yet. That should happen next year, enabling owners to download power from the grid to their vehicle’s battery during low-cost off-peak periods and then use that power to run the household appliances during peak times.

Nissan EV guru Nic Thomas says overseas Leaf trials have included using a fleet as mobile power generators, with a stockmarketstyle approach to buying and selling power — prices fluctuate according to supply and demand.

“The Leaf isn’t just a mobility platform,” says Thomas. “It’s also a fuel storage device and that opens up huge opportunities long-term with things like helping to smooth daily power peaks.

“If energy companies don’t have to spend hundreds of millions of dollars to build a new station just to supply power for a few hours each day, then they’ll consider it smart business to provide some form of financial incentive for Leaf owners to help deal with that peak demand.”

Equally, a lot of renewable energy is wasted because solar and wind power is most productive during the day but there’s no demand for that power, so it’s effectively wasted.

“With EVs,” he says, “that energy can be captured and returned to the grid when it’s needed — and you don’t need a massive stationary battery storage system to achieve it.” N LEAF |

15

Albany Advertiser, Albany | 16 MAY 2019

PLUS POINT NISSAN INTRODUCES FOURTH CHOICE OF BIG-SELLING QASHQAI WITH ST+ QASHQAI OFFERS EVEN MORE CHOICE. EWAN KENNEDY

NISSAN HAS INTRODUCED an additional model to its Qashqai range.

The Qashqai ST+ sits between the entry-grade Nissan Qashqai ST and the higher-spec Qashqai ST-L. At the top of the four-model range is the Ti. Qashqai ST+ has all the features of the ST but adds privacy glass; a 7-inch touchscreen with digital radio, satellite navigation and traffic alert; a 360-degree Intelligent AroundView monitor with moving object detection; and power-folding and heated door mirrors.

Qashqai has 430 litres of rear cargo volume, increasing to 1598 litres with the rear seats down. Active safety features are extensive: intelligent emergency 16

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braking with forward collision warning, lane departure warning, and around-view monitor with moving object detection.

Passive safety features in the Qashqai ST+ include six airbags and two IsoFix child seat points.

All Qashqai’s are powered by a 2.0-litre petrol engine with 106kW of power and 200Nm of torque, mated to Nissan’s Xtronic continuously variable transmission. The entry grade is the only one offered with a six-speed manual option.

“Nissan Qashqai is one of the top choices for small SUV buyers,” Nissan Australia managing director Stephen Lester said. “Expanding the range will ensure it remains on the shopping list.”

“Reducing the gap between the Qashqai ST and ST-L will please many of our buyers who wanted more than what we offered on the entry grade, but weren’t in the market for a higher-spec vehicle.” N

MODEL RANGE NISSAN QASHQAI ST $27,490 (manual), $29,490 (CVT) NISSAN QASHQAI ST+ $30,790 (CVT) NISSAN QASHQAI ST-L $33,290 (CVT) NISSAN QASHQAI TI $37,990 (CVT)

carsguide.com.au | 1 MAY 2019

NISSAN QASHQAI 2019 PRICING AND SPECS CONFIRMED

NISSAN AUSTRALIA HAS ADDED A NEW GRADE TO ITS QASHQAI LINEUP, WITH THE ST+ NOW ON SALE FROM $30,790 PLUS ON-ROAD COSTS. JAKE WILLIAMS

FOLLOWING IN THE FOOTSTEPS of the new Pathfinder ST+ grade, the Qashqai ST+ adds more equipment to the base model ST including a 7.0-inch multimedia system with inbuilt satellite navigation, DAB+ digital radio, a 360-degree parking camera, heated/electric-folding mirrors and privacy glass for $1300 more than the ST. The ST+ builds onto the ST’s equipment list, which includes six airbags, AEB with forward collision warning, lane departure warning, moving object detection, push button start, cruise control, 17-inch alloy wheels, front and rear parking sensors, LED daytime running lights and a leather steering wheel.

Like all other Qashqai grades in Australia, the ST+ is powered by a 106kW/200Nm 2.0-litre four-cylinder petrol engine. Nissan claims that the Qashqai will use 6.9L/100km of fuel on a combined cycle. The ST+ is only available with a CVT automatic, and is front-wheel drive.

Along with the new ST+ grade, pricing for the Qashqai ST and

ST-L models have both risen by up to $1000 - the entry ST now starts at $27,490 (+$1000) with the CVT now priced at $29,490 (+$500) and ST-L CVT at $33,290 (+$300).

Nissan recently added a five-year/ unlimited km warranty to its range, matching many competitors. N

NISSAN QASHQAI 2019 PRICING (PLUS ON-ROAD COSTS) ST SIX-SPEED MANUAL $27,490 ST CVT $29,490 ST+ CVT $30,790 ST-L CVT $33,290 TI CVT $37,990

QASHQAI |

17

caradvice.com.au | 1 MAY 2019

2019 NISSAN QASHQAI ST

NEW MODEL ADDS EXTRA KIT FOR MINIMAL OUTLAY, THOUGH APPLE CARPLAY AND TURBO PETROL POWER REMAIN OFF THE CARDS FOR NOW. JAMES WONG

NISSAN AUSTRALIA HAS ADDED the Qashqai ST+ to the line-up, bringing the total number of variants to four.

Slotting between the base ST and mid-spec ST-L, the ST+ is priced from $30,790 plus on-road costs and is available exclusively with a CVT automatic – unlike the ST which features a six-speed manual as standard.

For the $1300 outlay over the equivalent ST CVT, the Qashqai ST+ gets a 7.0-inch touchscreen navigation system with traffic updates, DAB+ digital radio, 360-degree cameras with Moving Object Detection, powerfolding heated side mirrors, and privacy glass.

That’s on top of the ST’s electric park brake with auto hold, 17-inch alloys, LED daytime-running lights, push-button start, cruise control, a leather-accented steering wheel, and Bluetooth phone and audio streaming.

Rounding out the spec sheet are six airbags, front and rear parking 18

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sensors, two Isofix child seat mounts for the rear outboard seats, autonomous emergency braking with forward collision warning, and lane departure warning.

Power comes from the familiar 2.0-litre naturally-aspirated petrol engine making 106kW and 200Nm, sent to the front wheel via the aforementioned CVT automatic.

The revised Qashqai range is on sale now. N

2019 NISSAN QASHQAI PRICING ST $27,490/$29,490 (6MT/CVT) ST+ $30,790 (CVT) NEW ST-L $33,290 (CVT) TI $37,990 (CVT) All prices exclude on-road costs

Weekly Advertiser, Horsham | 8 MAY 2019

QASHQAI EXPANSION MID-SPEC ST+ VARIANT GROWS POPULAR NISSAN QASHQAI SUV RANGE TO FOUR. ROBBIE WALLIS

NISSAN HAS EXPANDED its volumeselling Qashqai small SUV range to four in Australia, adding a new midspec ST+ variant priced from $30,790 plus on-road costs.

Sitting above the base-level ST and below the penultimate ST-L grade, the ST+ gives the Qashqai range a more balanced model walk.

The ST+ builds on the ST by adding a 7.0-inch touchscreen infotainment system with DAB+ digital radio and satellite navigation with traffic alert, a surround-view monitor with moving object detection, folding and heated door mirrors, 17-inch alloys, halogen headlights, LED daytime running lights and privacy glass.

This is in conjunction with other standard kits found on the ST such as an electric parking brake, push button start, cruise control and a leather-accented steering wheel.

Safety-wise, the ST+ mirrors the specification of the ST, with six airbags, front and rear parking sensors, autonomous emergency

braking, forward collision warning and lane departure warning.

The introduction of the ST+ has also seen an incremental price rise on all other variants bar the top-spec Ti, with prices increasing between $500 and $1000 on ST and ST-L grades.

Like the rest of the range, the ST+ is powered by a 2.0-litre normally aspirated four-cylinder petrol engine producing 106kW-200Nm, driving the front wheels via a continuously variable transmission.

As one of the larger entrants in the small SUV class, the Qashqai boasts a roomy 430-litre boot that can be expanded to 1598L with the rear seats folded.

The addition of the ST+ grade to the Qashqai range mirrors that of the Pathfinder seven-seat large SUV that gained an ST+ variant last month. Nissan Australia director Stephen Lester said the ST+ would appeal to prospective buyers wanting additional specification over

the ST but who are not looking to fork out extra for one of its higherspecified models.

“The Nissan Qashqai is one of the top choices for small SUV buyers,” he said.

“Expanding the range will ensure it remains on the new car shopping list.

“Reducing the gap between the Qashqai ST and ST-L will please many of our buyers who wanted more than what we offered on the entry grade, but weren’t in the market for a higher spec vehicle.

“It’s a competitive market, so it is important that we react to this to ensure buyers remain with the Nissan brand.”

The Qashqai was a strong seller for Nissan in the small SUV segment last year, with 13,950 sales, placing it third behind the Mitsubishi ASX, 19,034, and Mazda CX-3, 16,293.

Through the first quarter of 2019 sales have slipped 11 percent to 2980 units, placing it fourth behind the ASX, CX-3 and Honda HR-V. N

QASHQAI |

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caradvice.com.au | 2 APRIL 2019

2019 NISSAN X-TRAIL TI LONG-TERM REVIEW: INTRODUCTION AND THE FIRST 650KM TOURING QUEENSLAND AND PARTS UNKNOWN WITH NISSAN’S POPULAR MID-SIZED FAMILY HAULER. DAVE HARDING

SOME 21,192 EXAMPLES OF the Nissan X-Trail were sold in 2018, making it the company’s best seller for the year. Indeed, thirtyseven per cent of Nissan’s total sales can be attributed to this vehicle, so it’s an important model for the brand here in Australia and illustrates our thirst for SUVs. In the medium-SUV segment, the X-Trail’s annual sales are only around 1000 units off the segment leader, Toyota’s RAV4. As such, it’s imperative that Nissan gets this car right – without it, the carmaker would be struggling.

So, is Nissan on the right trail?

My first impressions of the Ti variant were that this car looks great.

Sometimes Japanese designers can get carried away and deliver 20

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a vehicle full of sharp edges and angles that look more like classroom origami than an automobile, but the designers at Nissan have balanced this one beautifully. The Marine Blue duco is smart and stands out without looking garish.

Another exterior feature that drew my attention was the front badge.

As with many other models these days, it’s not actually a traditional front grille badge, but a plastic plate. Obviously a future trend (to hide AEB and radar sensors apparently), this one has a subtle holographic effect and looks okay, unlike the Hyundai version that seems like it’s been printed on an ice-cream container lid.

Mind you, there are already some owners complaining in forums

about dirt and rainwater being stuck behind it and that it’s hard to clean.

Behind the wheel, you’re treated to some good leather seats with plenty of support – not spongy and not too firm. Both front and rear rows are heated, which when enduring 37 straight days of temps over 30°C in Brisbane isn’t of much use, but would no doubt be a welcome feature during winter in the southern states. A decent driving position is attainable with both reach and tilt steering adjustment. Overall, there’s a good feeling of space thanks to the generous headroom.

Around the driver, the ergonomics are pretty good, with everything you need in reach and the standard Japanese design feature of a million and one buttons on

the steering wheel. Some of the screen graphics and styling are a tad dated but unoffensive.

The 7.0-inch colour touch screen’s quality could be a little better in this day and age, but at least when you drive with your headlights on during the day (like I do), you can still maintain full brightness so it can be read even with sunglasses on (some manufacturers should take note).

I haven’t cranked up the Bose sound system yet, but judging by the subwoofer in the spare tyre well, it would have some bone-shaking ability for those who like it loud – or want to drown out the kids calling for McDonald’s in the back seat. You get the standard phone connectivity and Bluetooth streaming that is the norm these days in most modern cars, but there’s no Apple CarPlay or Android Auto, which I’ve recently become accustomed to.

After 650km of driving both highway and around the city, I’ve only managed to average 10.6L/100km (8.3L/100km claimed) in the fuel-economy stakes, which, mainly unladen, isn’t really that good for a car of this size. But considering I picked it up with only 13km on the clock, I’ll reserve judgement in this area until it’s run in properly.

On the road it's a generally pleasurable experience. The steering is light and responsive to cater to the market, and the four-cylinder 2.5-litre petrol engine seems to deliver the claimed 126kW and 226Nm of torque when pushed. That said, Nissan’s

Xtronic continuously variable transmission seems to hunt for the right (programmed) ‘gear’ when faced with an incline or downhill run.

And while Nissan claims it “helps you ensure exceptional fuel economy, along with amazingly smooth power delivery”, I struggled to find what the brochure copywriter was referring to – as previously mentioned.

Of more concern was the ECO mode designed for even better fuel economy. I found that all it really seemed to do was retard acceleration and no further fuel savings were noted (again, hopefully this improves in time).

Around the city, the X-Trail is a breeze to park without incident thanks to the Intelligent AroundView, which gives you a virtual composite 360-degree bird’s eye view of the car that I love – especially helpful in preventing rashing the 19-inch alloys. Rear park assist is disappointingly an option, which

at this price should be standard.

In my short time with this vehicle, my only other concern was receiving a false-positive from the AEB when entering down a steep car park ramp. The system thought I was headed for an object and jammed on the brakes, and would not release until I had come to a complete stop. This would have been a major headache if someone were on my tail on the same ramp.

I haven’t had a chance to take it off-road yet, but I’m looking forward to testing out its credentials soon. I imagine it shouldn’t have too much trouble on a simple beach drive, but I’d be reluctant to attempt much more than that unless I replace the road-biased P225/55R19 all-season tyres.

Based on my first impressions, and at the current sale price of $45,040, I’d shortlist it if you’re in the market for a mid-sized family SUV and the family has a penchant for adventure. N X-TRAIL |

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carreviewcentral.com.au | 3 JUNE 2019

2019 NISSAN X-TRAIL TI REVIEW THE NISSAN X-TRAIL IS A VERY COMMON SIGHT ON AUSTRALIAN ROADS AND THAT’S FOR GOOD REASON, IT’S AN SUV THAT DOES PRETTY MUCH EVERYTHING RIGHT. ROB FRASER

THE X-TRAIL FITS NEATLY between the smaller Nissan Qashqai and the larger Pathfinder. Worldwide the X Trail is a huge success and partners with the Renault Koleos.

EXTERNAL There is certainly a lot of similarity between the different small/medium SUVs on the market at the moment, though the X-Trail does well to have its own feel. The distinctive front-end is the main talking point, along with the large wing-mirrors and chunky door handles.

It has a slight coupe appearance with sloping rear quarter windows and an uptick on the side at the rear. Exterior features include LED daytime running lights, LED taillights, chrome front and rear bumper finishers, chrome outside door handles, rear spoiler, automatic headlights, power door mirrors 22

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with LED turn indicators, fog lights, roof rails, privacy glass (2nd row and rear), heated door mirrors, LED headlights with auto-levelling and High Beam Assist as well as adaptive front-lighting system, tilt and slide panoramic sunroof and chrome door sill strip.

INTERNAL This is where the current-generation Nissan X-Trail really shines. The interior space, particularly legroom for front and second-row seat passengers, is excellent.

Fit and finish throughout is above average and there are several real highlights, particularly the nicely-padded armrests, generously-sized storage areas and easy to use controls.

There’s plenty of leather all round from the seats to the steering wheel and from the gear shifter to

the console bin. The touchscreen is surrounded by buttons which looks cluttered but provides quick access to functions including satnav, digital radio but unfortunately no Apple CarPlay/Android Auto.

The colour driver info display graphics are brilliant, crisp and provide a lot of info as well as a digital speed. Buttons on the steering wheel controls are a bit hard to press and aren’t as effortless as in other cars but are well defined.

Same goes for the easily-located audio input/USB/power outlets.

Nissan have located the push button ignition higher on the dash which is great, meaning it’s easy to see and I don’t always have to go feeling behind steering wheel.

The middle row is a standard affair, with smooth leather and seats that slide and uniquely, the middle section folds down

GOOD BITS Packed with standard features Comfortable ride Internal space NOT SO GOOD BITS Disconnected steering Infotainment/Bluetooth poor Foot pedal park brake

completely instead of housing an armrest, to reveal cup holders and allow access to the rear. Boot area is huge and with the fold down rear seats, provides a degree of flexibility that allows multiple uses.

FEATURES The infotainment system isn’t exactly cutting edge in look and feel, but is better than adequate with an 8-speaker Bose® premium audio system, while a lack of Apple CarPlay/Android Auto is a disappointment. There is digital radio and the screen houses the clever ‘birds-eye view’ camera system. A feature sure to please those with smaller children.

It also makes parking a whole lot easier too as the camera from under the passenger-side wing mirror shows you exactly where the gutter is. Conversely, the foot-operated parking brake in the current X-Trail could be a turn-off some.

Other features include: 6-way power-adjustable driver seat with lumbar support, 4-way poweradjustable front passenger seat, leather-accented heated steering wheel, heated front and 2nd row seats, dual-zone climate control, motion-activated tailgate with position memory, auto-dimming rearview mirror, rain-sensing windshield wipers and intelligent Cruise Control.

DRIVE AND ENGINE The 2.5 litre produces 126 kW/226 Nm and that is typically enough grunt for this type of application.

There is a CVT, It isn’t the worst example I have come across, but the power delivery isn’t quite as smooth and responsive as I’d like.

Conversely, the transmission does pick up some marks for working nicely to shift down, or hold a ‘gear’ when going downhill and this

does help you save your brakes.

One big plus in this SUV offering is the fuel economy, I averaged a very reasonably 8.4L/100km.It also comes with Intelligent 4×4 with Hill Descent Control and Hill Start assist.

Without a word of exaggeration, this is the lightest steering I have ever come across in a vehicle and actually felt quite weird at first. This light feel manages to translate a fairly dull kind of feel through to the driver, though for this type of vehicle that is unlikely to be an issue.

SAFETY Nissan X-Trail comes with a fivestar ANCAP safety rating. This comes with an abundance of passive and active features.

• Front, front-side and side curtain SRS airbags, • Vehicle Dynamic Control with Traction Control System, • Forward Collision Warning, • Child Restraint Anchorage (2nd row RH/LH ISOFIX + tether and centre tether), • Intelligent Emergency Braking, • Blind Spot Warning, • Rear Cross Traffic Alert, • Lane Departure Warning,

• Intelligent Emergency Braking with pedestrian detection, • Knee bolsters, • Intelligent Lane Intervention, • 4-wheel Anti-lock Braking System, • Electronic Brake Force Distribution, • Brake Assist, • Intelligent Trace Control, • Intelligent Engine Brake and • Intelligent Ride Control SUMMARY Nissan has done something right with the X-Trail as it is a huge sales success around the world. As a family SUV it works better as a five-seat version than the seven-seat version. This gives the best use of space.

Rather than excelling at any one thing, the X-Trail TI is pretty good at almost everything, and I guess that is why it is popular. It looks good, some say an acquired taste and is full of comfort and safety features as well as providing a smooth ride. It isn’t for the adventurous as the AWD capability is more suited to safety and the towing is a little lacking. Overall though the X-Trail is a good offering in a very crowded segment. N X-TRAIL |

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caradvice.com.au | 8 APRIL 2O19

2019 NISSAN PATHFINDER PRICING AND SPECS UPGRADED RANGE GETS MORE FEATURES AS STANDARD INCLUDING AEB ON THE BASE MODEL, ALONG WITH THE INTRODUCTION OF REAR DOOR ALERT TO LET YOU KNOW IF YOU’VE LEFT YOUR KIDS IN THE BACK. JAMES WONG

NISSAN AUSTRALIA HAS ANNOUNCED an upgraded 2019 Pathfinder range this week, which sees enhanced equipment levels and a new variant.

Priced from $43,390 plus on-road costs, the entrylevel Pathfinder ST is $1400 dearer than before, though it now gets autonomous emergency braking with forward collision warning, blind-spot monitoring with rear cross-traffic alert, and adaptive cruise control as standard equipment. A USB-C is also now included in the second row.

Bridging the gap between the ST and ST-L is the new ST+ (from $44,950), which bolsters the equipment list further with Nissan’s 360-degree AroundView camera system with Moving Object Detection, along with inbuilt satellite navigation for the touchscreen infotainment system.

The mid-spec ST-L (from $54,890) also gets upgraded 24

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2019 NISSAN PATHFINDER PRICING ST V6 – $43,390/$46,890 (2WD/4WD) Hybrid – $46,390 (4WD) ST+ V6 – $44,590/$48,090 (2WD/4WD) ST-L V6 – $54,890/$58,390 (2WD/4WD) Hybrid – $61,390 (4WD) Ti V6 – $62,890/$66,390 (2WD/4WD) Hybrid – $69,390 (4WD) All prices exclude on-road costs

equipment levels for 2019, gaining adaptive LED headlights with auto-levelling, while the flagship Ti (from $62,890) now gets heated outboard rear seats and a new Rear Door Alert system.

Once the vehicle is turned off, a warning message in the driver’s information display prompts the driver to check the rear seat.

If the driver walks away from the vehicle, or locks it, without opening the rear door the horn will sound and the driver’s display will show the warning message again.

As before, the Pathfinder lineup is available with a 202kW/340Nm 3.5-litre V6 petrol engine, or a 2.5-litre supercharged petrol-electric hybrid system making 188kW and 330Nm. The former claims fuel economy of 9.9L/100km, while the latter is rated at 8.6L/100km. Buyers of the V6 can opt for front- or all-wheel drive, while the hybrid solely drives all four wheels.

“Whether it’s technology, safety or the abundance of space, the Nissan Pathfinder has everything that active families require,” said Stephen Lester, Nissan Australia’s managing director.

“As we continue to listen to our customers, we are excited to bolster the Nissan Pathfinder’s strong list of standard Nissan Intelligent Mobility active safety technologies.”

The updated Pathfinder range is on sale now. N

Daily Telegraph, Sydney | 24 MAY 2019

FIVE THINGSNISSAN PATHFINDER TI 4WD NEW EDGES ON A WELL-WORN PATH GRANT EDWARDS

1. SAFETY IMPROVES, PRICES RISE Nissan adds safety kit to bring the big seven-seater up to date. The entry-level Pathfinder ST gets the latest tech, including autonomous emergency braking, forward collision warning, rear cross traffic alert and radar cruise control. Starting price is $43,390 (up $1400) for the frontwheel drive version. Nissan has also introduced a new ST+ variant, which starts from $44,590 and adds satnav and a 360-degree camera view for parking. The range-topper is a hybrid at $69,390 (up $200) plus on-roads.

2. REAR SEAT ALERT DEBUTS The top-shelf models come with rear door alert. If the back door is opened before the journey and then not opened again after the ignition is turned off, a warning comes into the driver’s instruments to “check the back seat” and a triple honk sounds to warn a passenger may be left in the car. Busy, sleep-deprived parents leaving kids in the back of cars is becoming more prevalent.

The function can also be turned off.

3. IT REKINDLES FOND MEMORIES The Pathfinder blends old technology, modern skin and an uncomplicated formula. Rekindling nostalgia for Commodores and Falcons is the Pathfinder’s meaty 3.5-litre V6 (202kW/ 340Nm), a genre so often banished nowadays in favour of small capacity turbos.

Effortless rural travels are the Pathfinder’s bread and butter as it idles along at highway cruising speeds barely raising a sweat. We’re not generally fans of continuously variable transmissions when compared to conventional autos but Nissan has produced a good partner for the engine. Fuel consumption is old school, with the Pathfinder typically returning at best 10L/100km.

4. IT’S PACKED WITH KIT The Ti is $66,390 plus on-road costs and for that you’d expect nothing is left on the shelf. It’s an ultra-cushy environment for the extended family. Among the highlights are leather-trimmed seats with heating and cooling, remote engine start,

20-inch alloys, power tailgate, trizone entertainment with wireless headphones and dual screens in the back of front headrests. The third row gets two USB plugs, including a Type C, as well as an HDMI port for the DVD player.

Nissan has finally matched the mainstream standards with its five year/unlimited kilometre warranty.

5. IT’S SHOWING ITS AGE Nissan departed from its hardcore off-road underpinnings in 2013 and even with the upgrades along the way it’s largely similar to the vehicle launched six years ago.

Cargo capacity is 454L or 1354L with the third row flat. There is still just a space-saver spare.

The absence of smartphone mirroring makes the infotainment feel cumbersome. N PATHFINDER |

25

carsales.com.au | 8 APRIL 2019

FIVE THINGS WE LIKE ABOUT THE NISSAN PATHFINDER ALTHOUGH NEWER SEVEN-SEAT SUVS ARE AVAILABLE, THE NISSAN PATHFINDER STILL OFFERS FAMILY BUYERS PLENTY. CARSALES TEAM

THE CURRENT NISSAN PATHFINDER has been on sale since late 2012. It’s one of the more popular seven-seat SUVs on the market, and with a price range of between $43,390 - $69,390 (plus on-road costs), one of the broadest ranging.

Available with petrol and petrolelectric hybrid drivelines, and with the option of front and allwheel drive, the Pathfinder range offers something for everyone.

Four model grades mean plenty of choice, but it’s the V6powered Pathfinder Ti (from $66,390) we’ll focus on here.

5. REAR-SEAT ACCOMMODATION Depending on where you look in the seven-seat SUV market, the difference in rear-seat

26

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accommodation differs greatly.

That’s fine if you’re only using the third-row seats occasionally, but for regular use we reckon the Pathfinder offers proper, family-friendly seating.

The seats fold easily to offer quick access in and out of the back-most row, the comfortable armrests and low window height – and panoramic glass roof – making the sixth and seventh seats an enjoyable place to be. And let’s not forget the rear-seat DVD screens!

4. RIDE COMFORT Many newer seven-seat SUVs are tuned to offer a sporty ride. That’s a great thing if you plan on racing the kids to school, but it’s not so enjoyable on those long family drives. For the Pathfinder Ti – and in spite of its handsome 20-inch alloys – we find a comfortable ride from front row to back.

Calm suspension joins a quiet cabin and cossetting leather upholstery to make for a relaxed

ride irrespective of your seat; the large window area and effective air-conditioning another bonus for car-sick-prone passengers.

3. ALL-WHEEL DRIVE CONTROL On-demand all-wheel drive systems are really handy when the weather turns for the worst. Simply selecting LOCK from the Pathfinder’s 4x4i system enables extra low-speed traction for use in snow or mud – a hill-descent function handling the braking duties for you.

The AUTO setting is a better option for on-road all-wheel drive grip, leaving the Pathfinder’s computer to maximise traction on your behalf.

Perhaps best of all, however, is the dedicated 2WD mode. It means only the front wheels drive the car, and is perfect for dry

conditions, urban commuting or longer highway trips where fuel economy is the primary focus.

2. CARGO CAPACITY Many of the Nissan Pathfinder’s seven-seat rivals offer compromised cargo space. With the third row of seats in place there are few that offer any boot room at all. Worst still, the sixth and seventh seats are often very close to the tailgate.

In the Pathfinder, however, we find an ample 453 litres of space behind the 50:50 split-fold third row of seats, and a generous cargo area of 1354 litres in five-seat mode. The second-row seats may be split 60:40 and allow throughloading of long or awkward loads.

Folded flat, the seats create a van-like floor in the Pathfinder’s

rear – an impressive 2260 litres of cargo space overall.

1. PARENT-FRIENDLY COCKPIT It’s not much fun ferrying the kids around, but that doesn’t mean you can’t enjoy yourself once you’ve dropped them off. In the cockpit of the Pathfinder Ti we find a suite of technology aimed at making mum and dad’s life a little better.

Included is an electric sunroof, ventilated and heated seats, electric seat and steering column adjustment, radar cruise control, trizone climate control and, the piece de resistance, a 13-speaker premium BOSE audio system with sat-nav.

It’s the perfect place to enjoy a coffee and catch-up on a Podcast – or just shut the tinted windows and practice your air guitar! N

PATHFINDER |

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Northern Star, Lismore | 17 APRIL 2O19

BIG AND CUSHY FAMILY HAULER

UPDATED SEVEN-SEATER DEBUTS INTERESTING NEW SAFETY FEATURE. GRANT EDWARDS

REMEMBER WHEN OUR PRIMARY choices were a Commodore or a Falcon? There was the occasion when some bucked the trend and went for a Magna... they were far simpler times.

Interestingly, the “good old days” were rekindled in the freshly updated Nissan Pathfinder. The sevenseat SUV is an interesting blend of old technology, modern skin and an uncomplicated formula.

Rekindling the nostalgic Ford and Holden times is the Pathfinder’s meaty V6 engine, so often banished nowadays in favour of small capacity turbo donks, sitting within an architecture which has become popular around the world. Those who don’t have a strong SUV line-up can’t survive nowadays — and Nissan has joined Mitsubishi in virtually abandoning the passenger car realm.

The Pathfinder is the marque’s big plush seven-seat offering. Nissan moved away from the hardcore, offroading underpinnings back in 2013 — leaving that to the Patrol — and now it competes with the bitumenfocussed Toyota Kluger, Kia Sorento, Subaru Outback, Hyundai Santa Fe and Mazda CX-9 among others.

The range-topping Ti model requires a hefty investment of $62,890 (an increase of $700), while the all-wheel drive variant costs 28

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an extra $3500. The entry-level ST now comes equipped with the latest safety gear and starts from $43,390 (up $1400), while Nissan has also introduced a new ST+ variant which starts from $44,590.

VALUE Nothing is left on the shelf in the Ti we drove and it’s a cushy environment for the extended family. Among the highlights are leather-trimmed seats with heating and cooling functions for those up front (a new addition is heated rear seats), remote engine start, 20-inch alloys, power tailgate, tri-zone entertainment with wireless headphones and dual screens embedded in the back of front headrests.

Most of the other features are shared with the mid-spec ST-L model, including a 13-speaker Bose stereo, eight-inch touchscreen with satnav, push button start, tri-zone aircon and full bluetooth connectivity.

Absent from the inclusions list are smartphone mirroring apps Apple CarPlay and Android Auto — the Pathfinder shows its age here. It comes in seven colours: blue, silver, black, pearl, gun metallic, jade and red.

COMFORT Space is where the Pathfinder excels. Adults can be housed in all three rows, and the second row EZ Flex seating arrangement is one of the best in the business.

The pew can slide forward to offer more space to those in the back and each row has aircon vents. The Pathfinder can also be pre-heated or cooled with the key fob. Press the button and it will start the car and restore the cabin temperature and seats to the last setting.

With all three rows in use there is still an impressive 453 litres of boot space — that figure rivals most midsize SUVs. Drop the third row into the floor and it creates a generous

1354 litres of area, and when you collapse the second row there is an expansive 2260 litres of real estate. Flat-pack furniture anyone?

DRIVING Highway cruising and effortless rural travels is the Pathfinder’s bread and butter. Peak torque sits at 4800rpm which enables the big SUV to idle along at highway speeds barely raising a sweat.

We’re not typically a fan of continuously variable transmissions when compared to the traditional autos, but Nissan has produced a good one that works well in partnership with the V6 engine.

Stamp your right foot and the response is strong and willing. It’s equally impressive for overtaking and it can haul up to 2700kg.

Ask too much of the Pathfinder in the bends and its five-metre length comes to the fore. That’s the tradeoff for the cushy ride, you can avoid excessive body role by moderating your right foot ahead of the corners.

Fuel consumption is an issue, drinking more than 10 litres for every 100km when the majority of rivals are in the mid-single figures — but it does run on regular unleaded when many of the turbo fours need premium.

SAFETY Five stars were awarded back in 2013 with a score of 35.73 out of 37, and in the latest models Nissan has added active driving aids including autonomous emergency braking, adaptive cruise control, rear cross traffic alert and blind spot monitoring across the range. Six airbags are standard, the curtain bags also include the third row, unlike some rivals.

The Ti also comes with rear door alert. If the rear door is opened before the journey and then not opened again after the ignition is turned off, a warning comes into the driver’s instruments to “check the back seat” and a triple honk sounds to warn a passenger may be left in the car.

VERDICT Stress-free driving with capacity of seven, the Pathfinder may not have the latest technical gizmos but it’s a reliable workhorse with a long list of luxury features perfect for open road travels. N

AT A GLANCE NISSAN PATHFINDER TI 4WD $66,390 plus on-road costs (expensive) 5-year unlim’ km w’ty (expected), 6 services $2272 (OK) 3.5-litre 202kW/340Nm V6, CVT auto (burly) 5 stars, six airbags, rear cross traffic alert, AED, blind spot warning, radar cruise, rear seat warning (test from 2013) 10.1 litres/100km (11.3 on text, thirsty) Space-saver (not good) 454 litres, third row flat 1354 litres (massive)

PATHFINDER |

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carsguide.com.au | 3 JUNE 2019

NISSAN PATROL 2019 REVIEW: TI-L

WITH THREE ROWS OF SEATS, ACRES OF SPACE AND SEAT-BACK TV SCREENS TO BANISH BACKSEAT BOREDOM, THE NISSAN PATROL KEEPS ITS PASSENGERS HAPPY ON FAMILY ROAD TRIPS. AND WITH ITS BIG V8 ENGINE, THE DRIVER WILL BE SMILING, TOO. DAN PUGH

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REMEMBER THAT BUMPER STICKER that said something like “only milk and juice come in 2.0 litres”? It was the battle-cry of just about every hardcore fan of the big V8 engine.

And while I used to scoff at the claim, I am at last ready to admit that I can see where they were coming from.

Enter the Nissan Patrol Ti-L 2019; our V8-powered family chariot for a week that included suburban driving and a five-day road trip down the coast.

Priced at $89,880, our top-of-therange Patrol came with a factory tow bar kit ($1354) and bodywork dressed in Brilliant Silver (a $595 option). It also came fully loaded with standard kit, including leather interior trim with heated and cooled electric front pews, two smart keys, memory-function seats, a 12-speaker Bose sound system, adaptive cruise control, an electric tailgate, an intelligent camera rearview mirror, and a cooled centre console/fridge. And plenty more.

SUBURBAN FAMILY TAXI Before setting off on our holiday road trip, I had a couple of days to test the Patrol on my local roads, taxiing kids, shopping, bikes and assorted gear around the ‘burbs.

The exterior of this 2019 model is largely unchanged from the previous model, with a design that appears to be trying its best to soften an otherwise large and brawny profile.

On the whole, though, it’s not much of a looker.

Sitting on 18-inch rims, this big unit measures 5.1m long, a smidge under 2.0 metres wide and close to 2.0 metres tall. Parked in the driveway, it cuts an imposing figure and looks like it will drive up and over anything put in front of it.

There’s a vast expanse of space inside, which my three kids were super excited about - what with three spacious rows of leatherbound seats to choose from.

The 8.0-inch screens embedded in each front-seat headrest were the next items to catch their attention, followed by a predictable fight to sit in the middle row. All this despite having no media to plug in (USB / HDMI) or DVD to play.

All seats, regardless of the row, provide acres of head and leg room and are incredibly comfortable to spend time in.

The dash layout is an interesting one, peppered with various buttons and switch gear and

framed in a high gloss timber that looks more plastic than wood.

Despite its dated design, it was easy to navigate and simple to operate.

Parking was less stressful thanks to the ‘Around View Monitor’, and parking sensors front and rear. The large wing mirrors were handy when parallel parking, providing a good view of the kerb.

Across two days of suburban driving we covered around 100kms with the trip computer displaying a fuel consumption reading of 17.5 litres / 100km. Which is.... rather a lot.

HOLIDAY HUNTING The three-hour road trip to our destination included motorway and regional back roads towing a 350kg cage trailer containing our bikes and boards.

With the third row folded forward, the Patrol can swallow a generous 1490 litres of luggage. And that came in handy as we filled every last inch of it with bags and food supplies for the week. Even with the third row upright there’s 550 litres of space in the boot.

There’s a decent payload capacity of 734kg, with an additional 3500kg of tow capacity (750kg unbraked) making the Patrol an incredibly useful holiday hauling companion.

Storage is plentiful throughout the cabin, too, with the chilled console bin aft of the gearshift proving a family favourite and keeping the assorted BBQ meat cold for the duration of the trip.

The two kids in the second row were in their element with acres of space to relax in. Other features include air vents along the roof covering all three seating rows and two rear USB points which they used to charge their devices.

The third-row seats were used on short hops around our holiday destination, with easy access in and out. One useful feature noticeably absent, though, was Apple CarPlay and Android Auto.

Under the enormous bonnet there’s a 5.6-litre V8 making 298kW and 560Nm and feels readymade for family trips. Matched with a seven-speed automatic transmission with ‘Adaptive Shift Control’, gear changes were silky smooth, especially the responsive downshifts when overtaking. The way the power was delivered, in such an effortless and relaxed manner, was wonderfully addictive.

Cruising the open road in this car was an immensely satisfying experience with 350kg of trailer weight barely noticeable. I ended up looking for any excuse to plonk myself behind the wheel over the course of our stay.

As yet, the Patrol has not been awarded an ANCAP rating but does come with a solid list of safety features including, Brake Assist, and Cross-Traffic Recognition, Blind Spot Warning, Blind Spot Intervention, Distance Control Assist, Forward Collision Warning

and Intelligent Cruise Control, but misses out on AEB. There’s driver and front passenger head and side airbags, as well as side curtain airbags covering all three rows. For parents with young children, there are two ISOFIX child restraint anchor points and top tethers included in the outer second-row seat positions, with a further tether hook in the third row.

Over the course of the five days we covered around 500km of holiday driving, most of which with the 350kg trailer in tow.

After which the trip computer displayed a fuel consumption reading of 14.7 litres/100km - on par with Nissan’s claim of 14.4 litres/100km (combined).

Not a bad result considering the extra weight. What’s more, the hefty 140-litre tank that drinks 95RON unleaded should help give your credit card loyalty points a boost, too....

THE WRAP The shortcomings in navigating the Patrol on suburban back roads were many, but were more than compensated for when experiencing it on the open road.

This V8-powered SUV is built for long-haul family trips, able to carry passengers and tonnes of gear in absolute calm comfort, and with enough grunt to put a smile on anyone’s face. It’s hard not to like. N

LIKE Long-haul comfort Open-road performance Well priced DISLIKES No AED No Apple CarPlay or Android Auto Lack of steering feel

SCORES DAN 3.9 THE KIDS 4.3

PRICE $89,880 PLUS ON-ROAD COSTS Based on new car retail price

PATROL |

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goauto.com.au | 27 FEBRUARY 2019

CAR REVIEWS NISSAN – PATROL – TI-L NISSAN’S GARGANTUAN PATROL SUV IS SUPREMELY COMFORTABLE AND CAPABLE BUT FLAWED. ROBBIE WALLIS

OVERVIEW When Nissan’s new Y62 Patrol arrived in 2013 to replace the tried-and-true Y61 generation, it represented a big change for one of the Japanese brand’s most-loved nameplates.

Gone were the old-school basic switchgear and solid axles beloved by off-roading fans, replaced by a more modern cabin and independent suspension to truly bring it into the 21st century.

The underpowered 3.0-litre turbodiesel four-cylinder engine was also swapped out for something with considerably more punch – a beefy 5.6-litre petrol V8, however oddly for Australia, no diesel option was offered alongside it.

Since launching, the Y62 has struggled to match the prolific sales performance of its main rival, the Toyota LandCruiser 200 Series, so we took Nissan’s biggest and most expensive offering on a cross-state road trip to try to find out why.

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PRICE AND EQUIPMENT The more expensive of the twovariant Patrol range, the Ti-L checks in at $89,880 plus on-road costs, which compared to its one true rival – the 200 Series LandCruiser – represents a significant drop in price from its top-spec variant, which in petrol form is the $115,201 Sahara.

In the four-variant LandCruiser range, the Patrol Ti-L sits between the mid-spec GXL ($83,571) and VX ($93,781) and is priced nearly identically to the GXL fitted with the popular twin-turbo diesel V8 engine ($88,671). Full disclosure – this review will see the Patrol compared to the LandCruiser, well, a lot.

From a value standpoint, the Patrol starts strongly, and for those not willing to fork out for the interior luxuries of the Ti-L, the base-level Ti can be had for $72,880 – a lot of car for the money.

Standard specification on the Ti-L includes 18-inch alloys, automatic

Xenon headlights, front and rear parking sensors, surround-view monitor, leather-accented interior, sunroof, 8.0-inch infotainment system, traffic monitoring system, 13-speaker Bose audio, keyless entry and push-button start, automatic power windows all round, tri-zone climate control with rear A/C controls, twin 8.0-inch second-row entertainment screens with headphones, power tailgate, centre console cool box, full-size spare wheel, hydraulic independent suspension, off-road monitor and disc brakes all round.

On the safety front, the topspec Patrol scores six airbags, two second-row and one third-row child restraints, front seatbelt warnings, hill-descent control, active cruise control, forward collision warning, lane departure warning, lane keep assist, blind spot warning, intelligent brake assist and tyre pressure monitor.

OUR OPINION WE LIKE Lusty petrol V8 Premium ride comfort Surprising straightline performance for size Roomy interior Price compared to LC200 Centre console chill box ROOM FOR IMPROVEMENT No diesel option Outdated dashboard and infotainment Vague steering Fuel economy

Considering how much vehicle you get for the price; Nissan has managed to pack an impressive amount of specification into the Patrol Ti-L. Even more impressive is that the entry-level Ti also features the majority of the Ti-L’s spec, for $17,000 less.

For the money, buyers do not miss out on standard equipment levels with Nissan’s upper-large SUV. INTERIOR One problem plaguing some Nissan models is an infotainment system and switchgear that are beginning to feel outdated and stale, and unfortunately the Patrol is also a victim of this.

As the most expensive model in the brand’s line-up, we were hoping the Ti-L would exude a feeling of luxury, and while certain features and touchpoints do so, the dashboard and multimedia system feel like they come from a previousgeneration model.

Make no mistake, the Patrol’s interior is a huge step up in luxury from the Y61 generation, however, the 8.0-inch touchscreen infotainment system and satellite navigation unit are slow in operation and basic in screen resolution and graphics.

Furthermore, despite a huge and slightly confusing array of buttons, there is no home screen button, making system navigation clunky

and tiresome. Making phone calls through the system is also laborious.

The one highlight of the multimedia system is a 13-speaker Bose audio system, which combined with the Patrol’s low noise, vibration and harshness (NVH) levels offered great sound quality.

Much of the switchgear is surrounded by a classy wooden trim, however the buttons themselves are both too cluttered and busy, and finished in a cheap-looking grey plastic. Smarter packaging and a better finish would go a long way towards lifting the luxury of the interior and making it feel more modern.

Supple black leather trim adorns the seats, dashboard, steering wheel, gear shifter, centre console and doors, and ensures most touchpoints are soft and comfortable. Some of the leather on the doors was slightly crimped and could have been finished better, but it is a small complaint.

The vast centre console features a terrain selector, wood trim with two cupholders, a 12V port, adjustment for the heated and ventilated seats, and a roomy fridge in place of the centre storage area, which proved very handy in the dry and dusty country.

Absent from the centre console is a parking brake which is instead foot-operated, which for the price feels a bit cheap.

A leather steering wheel features the usual array of buttons, and the analogue instrument cluster comes

with a small black-and-white digital display with a number of readouts.

The wide leather seats offer fantastic comfort with supple cushioning and quality leather, heating and cooling, and eight-way electric adjustment.

Overhead, a sunroof lights up the cabin, which as expected comes with plentiful head, shoulder and legroom for first and second-row occupants.

You would hope so, given it is 190mm longer, 25mm wider, 60mm higher and rides on a 225mm longer wheelbase than the LandCruiser.

Kids can be entertained on long trips with twin 8.0-inch entertainment screens on the back of the front seats, which also come with headphones – no doubt a relief for parents.

Rear occupants score their own A/C controls with foot and roof-mounted vents and an arrangement of charging ports, while the centre-console fridge can also open from the rear.

The two seats in the third row are nearly large enough for adult passengers with slightly cramped legroom, but still feature two A/C vents for extra comfort.

Boot space is still respectable with all seven seats up, and is cavernous with the rear pews folded.

The Patrol’s interior is conducive to a comfortable and roomy experience for all occupants, however we would like to see PATROL |

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the infotainment and switchgear updated for a more premium feel.

ENGINE AND TRANSMISSION While the LandCruiser comes with the choice of petrol or turbo-diesel engines, just one donk is offered in the Patrol – a beefy 5.6-litre aspirated petrol V8 pumping out 298kW at 5800rpm and 560Nm at 4000rpm, with power being sent to all four wheels full-time through a sevenspeed automatic transmission.

While one of the Patrol’s biggest criticisms is that it only comes in petrol V8 form – and it is a valid criticism – we can say that after a week of driving, the big bent-eight is one of our favourite aspects of the imposing SUV. The Petrol V8 is far more enjoyable and car-like to drive than the LandCruiser’s 4.5-litre twin-turbodiesel V8, with prodigious and seductive power that unexpectedly puts a big smile on our face.

Throttle response is quick and power delivery linear, with the engine willingly revving up to 6000-6200rpm and surprising us with how quickly it is able to get the 2.7-tonne Patrol up to highway speeds.

The V8 is a great engine for highway cruising, with seriously impressive overtaking at 100km/h

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that gives confidence when passing on a single-lane road.

While some larger SUVs struggle to inch past the car in front when overtaking despite full throttle input, the Patrol feels like it can keep accelerating on and on, and the noise the V8 makes is also addictive and far superior to Toyota’s oil-burner.

While the engine revs hard and sounds great, once cruising the revs drop to below 2000rpm at 100km/h and the engine note is hushed and barely heard.

The seven-speed auto worked well with the engine, shifting sensibly and holding the gears all the way to redline when needed.

However there is one obvious drawback to the petrol V8, and it doesn’t take a rocket scientist to figure out that a 5.6-litre engine in a 2.7-tonne car is going to equal a sizeable fuel bill.

Official combined fuel economy in the Patrol is 14.5 litres per 100km, however in our week with the car we recorded a better figure – 13.6L/100km – but this is due to most of our driving being highway cruising from Melbourne to Deniliquin in country NSW and back again.

If most of the driving is done in the city and suburbia, a figure

below 15L/100km would be very difficult to achieve, and would mean a huge hit to the hip pocket every time you visit the bowser – especially considering the V8 drinks 95-octane unleaded.

Also when trying out some lowrange driving, we found the Patrol’s low-end torque lacking compared to a diesel LandCruiser meaning low-speed crawling control is not quite as refined, however a little bit of right foot ensured it got up any obstacle in front of it.

At least range anxiety should not be a problem, as the Patrol features a huge 140-litre fuel tank.

We came away loving the driving characteristics of the Patrol’s V8 compared to a diesel, however we also got to hand back the keys at the end of the week and not deal with its prodigious thirst day-to-day.

While we would prefer the petrol V8 for a week of touring, the LandCruiser diesel is a much more palatable proposition for everyday ownership, especially in regional Australia where diesel rules supreme.

Nissan Australia has long been hoping that the 231kW/752Nm 5.0-litre Cummins turbo-diesel V8 found in the overseas-market Titan full-size pick-up would be

RIVALS Toyota LandCruiser VX petrol from $93,781 plus on-road costs: The penultimate VX grade of LandCruiser offers seating for seven, strong specification and the tricky KDSS swaybar disconnect system for off-roading. Its 4.6-litre petrol V8 outputs 227kW/439Nm, but if you’re like the majority of Australians, you’ll opt for the far more popular twin-turbo-diesel V8 in GXL ($88,671) or VX ($98,881) spec.

Land Rover Discovery TD6 SE AWD from $92,650 plus on-road costs: Land Rover’s fifth-generation Discovery continues to up the technology and luxury over its predecessor, and the 190kW/600Nm 3.0-litre turbo-diesel V6 ensures there is no shortage of grunt for any situation.

transplanted into the Patrol and offered here, but after nearly six years on sale we are not holding our breath that it will ever become a reality.

RIDE AND HANDLING During our week with the Patrol we ate up approximately 600km of highway travelling from Melbourne to country NSW, and we can honestly say that for the money, there would be few cars we would rather have done such a long trip in.

The Patrol offers premium ride comfort, eating up the road like it is nothing and making short work of bumps, road imperfections and corrugated dirt roads alike while offering great road vision with its high seating position.

Driving on unsealed roads is also not a problem with full-time fourwheel drive, which offers extra peace of mind and greater grip.

Its ride comfort is no doubt helped by its independent suspension and large-profile tyres, measuring 265/70R18 from the factory.

In-cabin comfort is also bolstered by wide, well-cushioned leather seats and whisper-quiet NVH levels.

Overall, the Patrol makes for an excellent long–distance highway cruiser.

Handling is about what one would expect from a 2.7-tonne upper-large SUV – that being a car that feels like a behemoth to drive and is not a fan of corners.

The Patrol is tippy and top-heavy around bends, and does not enjoy going fast when it is not in a straight line.

One feature we are unsure about is the speed-sensitive power steering – at higher speeds it gives a good amount of feedback but around town it is extremely light and lifeless, and could definitely do with a bit more feeling.

On the one hand it helps to disguise the Patrol’s hefty kerb weight, but it is also a bit too indirect and vague for our tastes.

A brief trip off-road left us convinced that while the Patrol may not have the simplicity or scope for extensive modification that the Y61 had, it can still handle itself in any conditions.

It offers low-range gearing, hill-descent control and a traction-control system with a range of driving modes including sand, snow and mud. It also has a fully locking rear differential, a feature the LandCruiser 200 lacks.

For such a large car, we found the Patrol’s brakes worked impressively well, however on gravel roads its sheer heft means it still takes a long time to pull up.

Overall we give the Patrol a big tick for its ride quality. For the price, you would be hard-pressed to find a more comfortable car, and it is particularly well-suited to long distance trips and highway cruising.

Verdict We certainly feel for Nissan Australia when it comes to the Patrol. In a country that loves big, off-road SUVs, the company’s local arm has been given a capable and comfortable car that certainly rivals the hotselling LandCruiser, but has been hamstrung with the nonavailability of a diesel option.

If the 5.0-litre turbo-diesel V8 from the Titan were to be made available in the Patrol, we have no reason to believe its sales wouldn’t explode overnight, especially if it were priced around the same as the current petrol versions.

Similarly, we think a completely refreshed dashboard and multimedia system would give the interior a huge lift and massively increase the appeal of the Patrol.

Nevertheless, it is one of the most comfortable cars we have driven, and while impractical, the petrol V8 is a hoot to drive and an engine we thoroughly enjoyed driving for a week – although years of ownership and high fuel bills may blunt our enthusiasm.

If you aren’t scared of dropping $100-plus every time you visit the petrol station and love comfort and the sound of a big-bore V8 under the hood, the Patrol is the car for you. N PATROL |

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carsguide.com.au | 15 MAY 2019

NISSAN NAVARA 2019 REVIEW: ST-X 4X4 DUAL-CAB WE TOOK THE NISSAN NAVARA TO THE NORTHERN REACHES OF THE QUEENSLAND SUNSHINE COAST DURING THE SCHOOL HOLIDAYS. VANI NAIDOO

GIVE OUR FAMILY A dual-cab ute and we think camping. Who wouldn’t? What greater test for one of these steadfast machines than a family camping trip? Add three days of torrential rain and well, it’s just fun all round. That’s what we tell the kids, anyway.

We took the Nissan Navara ST-X to the northern reaches of the Queensland Sunshine Coast during the school holidays. It watched patiently as we got the tent up in the morning sunshine and then laughed heartily as we sheltered inside the cabin when the rain was at its worst at 2:00am.

WHAT DOES IT LOOK LIKE? We like the muscular arches and tough, no-nonsense stance of the Navara with the chrome nose and sports bar adding a substance 36

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to that image. It is reassuringly large and confident without being unnecessarily imposing, with those traditionally softer SUV lines providing balance.

On the inside the Navara ST-X appears to favour function more than form with modern niceties unable to disguise a utilitarian set-up. The harder plastics are a reminder that this is a work ute at heart, but the brushed metal highlights do their bit to lighten up the cabin and the fit and finish are without complaint.

Our test vehicle came with the optional leather trim package ($1500) which also includes heated front seats, seat-back pockets and a power-adjusted driver’s seat and while it was nice to have that added comfort, it is a bit cheeky, given the price of

the ST-X, that these features are not standard inclusions.

HOW DOES IT DRIVE? Dual-cab 4x4s, especially of the diesel variety, are never going to glide along surreptitiously while you lounge around in enveloping comfort.

These are two-tonne units, after-all, built primarily for work and gainfully adapted to accommodate families with some level of civility so tradies would be further swayed by the vehicle’s practicalities.

Keep this in my mind when behind the wheel of the ST-X and you will be impressed by how easy it is to drive. Nissan has quickened up the steering wheel, so you no longer have to flail your arms around like you are corralling chickens, when you are turning or negotiating roundabouts.

LIKES Versatility Power turbo-diesel Rear air-vents DISLIKES traight-backed rear S seats Ageing infotainment system Jiggly over bumps

SCORES VANI 3.5 THE KIDS 3

PRICE $55,250 PLUS ON-ROAD COSTS Based on new car retail price

Parking is easier, too, and even longer drives require less steering adjustment.

Now, the biggest change in this edition of the Navara is the adjustment to the coil-sprung rear suspension.

Nissan’s earlier attempt to make the ride more comfortable for families, attracted criticism from those drivers who found the ute far from predictable once there was a load in the tray.

The Japanese manufacturer responded with a more middleground offering and while the Navara now behaves better with a load in the back which was evident with our camping gear on board, expect more wriggling and jiggling if the tray is empty.

The latter is not good news for those in the back seat especially if the roads you travel on have surface irregularities.

Despite its size, the Navara ST-X is pretty easy to manoeuvre around town.

There is the expected sway around corners but not enough to be concerning and brakes work well to stop the ute as soon as you signal your intention.

The 360-degree camera is great when you are getting into and out of tight spots while the parking sensors provide added confidence.

The ST-X gathers speed quickly when needed in highway driving and is comfortable up hills under load,

needing just the slightest persuasion to gather momentum.

The 2.3-litre twin-turbo diesel engine that powers the Navara may be one of the smaller units in this segment, but it certainly doesn’t lack for power or the low-down torque that you need when towing.

You can access the four-wheel drive (4WD) on the fly courtesy of a dial at the bottom of the dash but while we used the Navara on secondary roads and hard beach sand, we had no call for engaging 4WD low-range.

HOW SPACIOUS IS IT? Well, you would think a dual-cab ute would have oodles of space to roll around in, but hmmm, not so much.

While lodgings are attractive for the driver and front passenger with room to stretch out the legs and enough space between the seats for wider shoulders.

It is a little squashier in the back with less room for knees and toes and the straight-backed seats not aiding comfort levels. Taller adults may find the headroom wanting, too. You can fit two car seats in with little problem but there's really no room for a third passenger to sit between them.

The lined tub is deep and practical for work and household gear with Nissan’s ‘utili-track’ rail system allowing you to secure loads with ease.

You have to option a cover for the tub though which should

NAVARA |

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be an inclusion really given it is almost a necessity. There are no luggage hooks like you may find in an SUV so while the schoolbags and sports bags were fine in the back, I had to stow the groceries in the cab itself.

HOW EASY IS IT TO USE EVERY DAY? The Navara has some useful incabin storage, the best of which is probably the slide out cupholders at the top of the dash. There are also two squarish cupholders near the gear lever which can take a water bottle and a smallish centre console and glove box to store other items.

The door pockets are deep and will easily take a large water bottle and an iPad. The kids were a bit miffed that the back seat didn’t have a middle seat that pulled down with cupholders and storage (first-world problems) but liked being able to stash their books and art supplies in the seat pockets.

They were grateful, too for the rear air-conditioning especially in the steamy days that followed our camping deluge but were critical of the seats which had a very straight back and limited padding in the cushion.

The Navara sits off the ground so the wide side steps proved handy to climb in and out while the wider door openings also facilitated an easier entry and exit.

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The cabin set-up has the driver in mind with all the everyday dials and buttons within reach, the instrumentation clear and the steering wheel comfortable in the hand. I wish the steering was adjusted for reach as well as height though as it would have enhanced the driving position.

You can use the tailgate as a table which is cool with a place to hold your drink in place.

HOW SAFE IS IT? The Navara ST-X comes equipped with seven airbags, stability and traction control and features like hillstart assist and hill descent control which is useful off-road.

While there is a 360-degree camera and parking sensors, the Navara misses out on the on-trend active safety systems available in some competitors (and which should be included at this pricepoint) including Autonomous Emergency Braking, Blind Spot Monitoring, and Lane Keep Assist.

WHAT’S THE TECH LIKE? The Navara’s multimedia system works well enough but is ageing rather than ageless. The 8.0-inch colour touchscreen which is also the face of the satellite navigation system, is about par for the segment but the graphics are a little iffy and the camera picture is often grainy.

Bluetooth pairing is simple but there is no smartphone mirroring which would be a bit annoying for tradies doing business on the run.

There is a USB connection and a couple of 12-volt plugs which were great for recharging camping lights.

HOW MUCH DOES IT COST TO OWN? The Navara ST-X (from $55,250) comes with a five-year unlimited kilometre warranty with a capped price servicing plan for the first six services.

Service intervals are 12 months/20,000km and costs for the first six years ranging from $547 to $738.

We found the Navara quite good at the pump too and while we couldn’t match the official 7.0L/100km, we were happy enough with our 8.2L/100km.

THE WRAP The Nissan Navara ST-X makes good sense for buyers needing a work vehicle that offers family comforts. It is easy to drive, now behaves better with a load in the tray, and has some of those niceties that we love in SUVs. We love its practical nature – great for camping, trekking garden waste to the dump, even moving a bit of furniture – and all that on top of the day job. The Navara is not perfect but does enough well to leave a favourable impression. N

Herald Sun, Melbourne | 3 MAY 2019

TOM MITCHELL TAKE A HIGH MARQUE DOM TRIPOLONE

HAWTHORN’S GUN MIDFIELDER and 2018 Brownlow Medal winner Tom Mitchell reckons there is no worse time to be in a car than after your team goes down.

“My worst commute would be after a loss when you are thinking about how you could have done things better,” Mitchell says. “After a win you are happy for your teammates and you can share a victory together and everyone is feeling good.”

Mitchell remembers the days of growing up in Melbourne’s suburban Camberwell, when his dad’s dodgy ute — “the car I remember most” — often needed a bit of help getting started.

“The old blue ute (would) always break down and we’d always have to push it,” he says.

By the time Mitchell was due to get his licence, he had moved with the

family to Western Australia. He recalls doing big hours learning on long trips with his dad.

“I was 17 when I got my licence in WA,” he says.

“I was the oldest of all my friends and I thought I was pretty cool that I was able to drive everyone around. To get your independence and drive everyone around at that age and to live the life you want to live is pretty good.”

He got his first car, a Mazda2, with a bit of help from his dad. “It was new, it wasn’t the fanciest of cars but it got me from A to B and it was easy to park,” he says. “I think I contributed to some of the car but my parents are probably still waiting for the other half.

“It has been handed down to my younger brother who’s still got it. It has a few more dents in it now that he is driving it.”

Mitchell went upmarket next with an Audi A5. “I enjoyed driving the Audi around. I like driving a nice car.”

Now with Nissan sponsoring the Hawks, Mitchell gets to scoot around town in a new Navara dual-cab ute as he recovers from the leg injury that ruled him out for the season.

“It is a nice family car,” he says. “It can fit up to five passengers and it has a good feel about it.”

If there is one car feature that Mitchell can’t live without, it’s a reversing camera.

“The reverse camera is really convenient for things like parking and keeping your car in good condition. I use it a lot,” he says.

If money wasn’t an option, one car would be top of his list. “A dream car would probably be a Range Rover, a black one. I just like the look of them. It would be pretty cool to be up that high.” N NAVARA |

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msn.com/en-au | 2 MARCH 2019

2018 NISSAN NAVARA RANGE MIKE COSTELLO

WE’VE CHOSEN THE NISSAN Navara as the latest candidate in our ‘range review’ series.

As one of the market’s betterknown pick-ups, it’s a car we field a lot of questions on – even if its monthly sales can’t compete with the hugely popular Toyota HiLux and Ford Ranger.

Here, we’ll give you a rundown on three key rear-coil-sprung 4x4 dual-cab pickup variants, from the base grade aimed at building sites to the flagship designed as a surrogate SUV with a bigger boot. What does your money get you as you walk through the line-up?

PRICING The entry grade, fleet-focused NavaraRX dual-cab pickup has a nominal list price of $43,450 before on-road costs with standard automatic transmission.

Next is the popular Navara ST at $49,950, with the range topped out by the vaguely luxurious ST-X Grade at $55,250.

The ST accounts for about 36 per cent of sales, while the ST-X grabs a further 30 per cent. Around 90 per cent of Navara’s sold are dual-cabs, 80 per cent are 4x4 and 70 per cent sport auto transmissions.

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We should add that there’s a Navara SL variant not featured here, which pairs the ST’s more powerful engine with much of the RX’s stripped-back vinyl-floored cabin, at $47,100.

All bar the RX can be had with a $2500 cheaper six-speed manual gearbox, though more and more tradies are going auto on account of constant stop/start traffic. Can’t blame them.

There are a few things to keep in mind. Namely, list pricing is something nobody in the commercial space takes all that seriously.

All ute manufacturers offer retail discounts and fleet rates, plus an ABN gets you a discount right off the bat.

It’s not the absolute bargain the Mitsubishi Triton is, but the Navara is also generally a sharper buy than the Toyota or Ford, both of which demand premiums on account of their popularity.

One good thing about Nissan is its in-house finance arm, which means it offers one per cent interest rates over three-year terms with a 50 per cent balloon payment that look quite appealing.

FEATURES The RX is the stripper of the range and built to work. You might call it ‘local council spec’.

There are 16-inch steel wheels on skinny 205mm-wide tyres on the outside and vinyl floors inside. It’s not without mod-cons entirely.

The cloth driver’s seat has height adjustment as well as the usual slide/recline movements, plus cruise control, power windows, a small reversing camera display embedded in the rear-view mirror and auto on/ off halogen headlights.

The head unit is right out of the 1990s, but then again, not everyone wants to run their dirty worksite hands over a touchscreen. There are also Bluetooth phone/audio and USB connections, plus three 12V inputs including one in the tray. The basic safety features are the same across the range too.

All get seven airbags, child-seat attachment points that allow ISOFIXstyle seat bases, and five-star ANCAP crash ratings with a 2015 date stamp.

The wide-arched SL adds fatter 255/70 tyres, a colourised 5.0-inch display in the fascia with buttons, a bigger trip computer in the instruments with more info, such as fuel use, an electronically engaging rear diff lock, LED daytime running lights, full LED headlights (still not common in this segment), and side steps.

The ST adds further stuff such as alloy wheels inside the same tyres as the SL, 7.0-inch touchscreen with 3D mapping, a steering wheel coated in leather, carpet on the floor, an alloy sports bar, front fog lights, and heated side mirrors with chrome finish.

The flagship ST-X adds lux bits such as digital climate control rather than manual AC, button start instead of a key, rear parking sensors, roof rails, LED indicators, 18-inch alloy wheels on lower-profile rubber, hill-descent control and load rails in the tub.

There’s also a (grainy) 360-degree top-down camera display.

Finally, you can option a package with heated leather seats and a sunroof for $2500, or fit either separately for less apiece. Our tester had this. To spec out the Navara, Nissan offers a ‘Build & Price’ tool here. You can also download a brochure here, and view Nissan’s offers here.

CABINS Everything feels back-to-basics in the RX. To its credit, the Bluetooth re-pairs rapidly every time, and it’s all really well put together; no variance in panel gaps, and solidfeeling plastic trims that should cop a beating.

The ST adds a lot of nice stuff: carpet on the floor, softer cloth seats

and a better, digital trip computer, and that touchscreen is car-like.

The ST-X is just more of the same, especially if you go for the leather and sunroof. On the downside, there’s no Apple CarPlay or Android Auto, no modern active safety stuff like AEB or radar cruise control, and no telescopic adjustment on the steering column.

It may be pedantic, but the design of the wheel is also short-sighted. I have a habit of accidentally tooting the Navara’s horn when parking due to the cover’s positioning right near the outer rim, and I’m not alone.

One of the areas where the Navara trails some competitors is rear seat space, though there’s sufficient head room and leg room for two average adults.

The short flip-up seat bases aren’t overly supportive but handles in the B-pillars help entry. Dig the opening rear window too… A lot of buyers use the ST and ST-X as second family cars for weekends and school runs, and there’s little reason not to.

The RX might be tasked with carrying burly builders or council workers, which is where that pokey rear may be most felt.

CAPACITIES All 4x4 dual-cab Navara’s are rated to tow 3500kg loads, if trailer brakes are fitted. Each grade has a NAVARA |

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GVM of 2910kg and a GCM (including trailer) of 5910kg. Payload varies from 1015kg for the RX to 931kg for the softer ST-X. The RX can also be had with a drop-side metal tray and leaf springs with a high payload rating of 1144kg. The dual-cabs are 5255mm long, 1850mm wide (the RX is 60mm narrower), between 1800mm and 1855mm tall in ascending spec order, and have 3150mm wheelbases. Turning circles are 12.4m for all bar the RX, which does a 360 in 11.8m thanks to its skinnier wheel/tyre package.

All have 870mm front and 1235mm rear overhangs. Ground clearance measures 217mm for the RX, 236mm for the SL/ST, and 228mm for the ST-X. The tubs are 1503mm long, 474mm deep and measure 1130mm between the intrusive wheel arches. All get a 12V in the back and a pseudo table atop the tailgate.

For a longer tray, consider the king cabs.

DRIVETRAINS Two diesels are available, both of which are around the segment average for outputs.

The RX gets a 2.3-litre with a single turbocharger, and peak outputs

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of 120kW at 3750rpm and 403Nm between 1500 and 2500rpm.

The SL, ST and ST-X get the same 2.3 but with two turbochargers, and subsequently higher outputs of 140kW at 3750rpm and 450Nm between 1500 and 2500rpm. It’s not all that uncommon for brands to offer multiple engines.

For example, the Toyota HiLux Workmate gets a 400cc smaller engine than the rest of the range.

The RX’s less powerful drivetrain is actually not a huge step down, though it’s a little coarser under load when graded on a curve.

It’s still got more than 400Nm just off idle, so it’s hardly a slacker.

The twin-turbo sends some vibrations through the wheel and seat, but is pretty subdued from outside and in, with little clatter.

It’s also got decent pick-up and feels suitably relaxed, hauling 650kg in the tray up hills or lugging a 1500kg car trailer with no fuss.

Despite offering more power and torque, the twin-turbo offers better fuel economy – 7.0L/100km claimed on the combined cycle, 7.1L/100km for the RX, dropping to 6.5L/100km with a manual.

That’s lower than rival claims, which goes a long way to validating Nissan’s choice to go for a small

displacement. In terms of economy, I did a 400km route in the ST including city, highway and carrying a load in the tub, averaging out at 9.1L/100km.

Pretty good overall.

All versions here have a sevenspeed automatic transmission with a tall top ratio for highways and a manual mode. In short, both engines do what’s required without much fuss.

The Holden Colorado’s 500Nm punch puts it in the shade, but the Nissan is quieter and more efficient and still hauls well enough. If engine braking and over-engineered bullet-proofing are your absolute priorities, the rough-around-theedges, truck-engined Isuzu D-Max also holds appeal.

All Navara’s here get a typical part-time 4x4 system that’s RWD on the road but can be switched onthe-fly for high-range 4x4 when off-road, and which additionally offers a reduction gear/low-range.

All bar the RX get a locking rear/ centre diff.

DYNAMICS The most interesting aspect of the tubbed dual-cab Navara pick-up, one that differentiates it from all rivals bar the Mercedes-Benz X-Class that shares its basic architecture, is

the fact it does not use leaf springs at the rear. Instead, it uses coils all round as part of a five-link rear setup with shocks, and an independent double-wishbone front with stabiliser bar.

For the Series 3 updates on the SL, ST and ST-X – the third update in this generation, more or less showing that Nissan knows it didn’t get the original model quite right – there have been changes, notably the adoption of a dual-rate spring that’s softer in the initial part of the stroke, and has a heavier rate in the second stage of compression to better support a heavy payload in the tray when needed.

The aim, according to Nissan, is improved posture, ride or towing in either laden or unladen states.

Also integral to the five-link system is a dynamic rebound damper; a buffer designed to reduce lateral body movement (with the damper contacting the chassis rail) when the tray is laden.

Notice that higher rear stance on the ST and ST-X? The RX keeps the old set-up.

Engineers also retuned the hydraulically assisted steering for dual-cab SL, ST and ST-X versions, with a quicker steering rack ratio and fewer turning degrees lock-to-lock.

The aim is for improved manoeuvrability on- and off-road

and friendlier steering for parking.

These goals have been achieved.

The Series 1 Navara dropped notably at the rear and felt like it was riding its bump stops with 650kg in the tray, whereas the current ST and ST-X sit much flatter and impart more control by allowing the front tyres to maintain road contact.

That steering is also significantly less resistant than before and is now one of the better systems, though doesn’t have the ease of use that the Ranger or Colorado do. Utes don’t need to drive like tractors.

The RX without the revised rear suspension feels less settled at the rear, and the heavy steering feels ponderous below 60km/h, by comparison.

It makes us think that if you wanted a friendly workhorse, the SL is probably a better bet.

Depends on your fleet budget…

In terms of ride quality, the ST with its fatter sidewalls insulates you better from niggling bumps and corrugated gravel a touch better than the more fidgety ST-X. Click through to our gallery for many more photos.

RUNNING COSTS All Navaras get a five-year unlimited kilometre warranty with round-the-clock roadside assist.

Nissan also offers excellent

service intervals for high-milers, at 12 months or 20,000km. The current cost of the first six visits are respectively: $547, $571, $714, $571, $547 and $738.

There’s an additional $32 impost for new brake fluid every second service.

Verdict As flagged before, the skinny-bodied and tyred RX with its heavier steering and stripped-out cabin doesn’t seem to play to the Navara’s sweet spot, though if the fleet rates are keen it’ll find deals.

If you want a no-nonsense workhorse, the Navara SL is worth it. Wish we had it here…

The ST-X is clearly the Navara Nissan wants you to have, and the extra cabin tech and tough looks certainly make it the one many people who’d otherwise go for a SUV-and-trailer combination may consider.

But for us, the sweet spot is the ST. Plenty of equipment, the nicest ride, and Nissan’s knack for good pricing.

In Series 3 guise we’re now happy to recommend the Navara to most prospective dual-cab buyers with typical intentions, this version in particular. N NAVARA |

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caradvice.com.au | 1 APRIL 2019

NISSAN ADDS FIVE-YEAR WARRANTY AND ROADSIDE ASSIST ACROSS THE RANGE NISSAN IS THE LAST OF THE TOP 10 BRANDS TO INCREASE ITS WARRANTY FROM THREE YEARS – NOW FOR LUXURY MARQUES TO FOLLOW SUIT. JOSHUA DOWLING

NISSAN – THE LAST OF the Top 10 to offer extended coverage – has finally added a five-year/ unlimited-kilometre warranty across the range and included five-year roadside assistance for good measure.

The announcement means all Top 10 brands have at least a fiveyear warranty although some still go the extra mile; Kia has a sevenyear warranty, while other brands such as Mitsubishi and Honda also offer seven-year coverage during sales promotions.

Less than two years ago, seven of the Top 10 brands only had threeyear coverage.

However, following an intensive review of the car industry, the Australian Competition and Consumer Commission has compelled manufacturers to better handle warranty complaints instead of repeatedly knocking back legitimate claims.

The filling out of the Top 10 brands with a five-year warranty – or more – now shifts the focus on luxury brands, most of whom still only have three-year coverage.

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Luxury brands for both Toyota (Lexus) and Nissan (Infiniti) will retain their four-year warranties for the time being – even though their mainstream partner brands have five – while Audi, BMW, Mercedes and Jaguar-Land Rover continue to stick with three-year warranties.

Nissan didn’t give an explanation for why it took so long to join its peers with five-year coverage, although the timing does coincide with today’s start of a new Japanese financial year.

Contrary to popular belief, longer warranties cost car companies more money because they need to hold back a larger portion of the profit to cover future potential claims.

Nissan sales have also taken a hit in recent times; year-to-date deliveries are down by 19.3 per cent, more than twice the rate of slowdown of the total car market (8.4 per cent).

In a media statement Nissan Australia managing director Stephen Lester said: “Five year warranty provides our customers with both confidence in the Nissan brand and our vehicles.”

“Nissan is committed to delivering the best total ownership

experience, and whether it’s sales, service or finance, warranty plays an important role in delivering complete customer satisfaction.”

Nissan says its five-year warranty will also be available on the new Leaf electric car due in local showrooms in August.

Meanwhile, the pioneer of five-year warranty in Australia – Hyundai – is yet to update its position since last year when executives said they were considering increasing warranty coverage because five years had become the norm.

Hyundai was the first brand in Australia to offer five-year warranty across the range, introducing the extended coverage in 1999.

Mitsubishi was second with permanent factory-backed five-year coverage, from December 2004.

Hyundai’s sister brand Kia aced the lot, though, when it introduced a permanent factory-backed sevenyear warranty across the range from October 2014.

Kia remains the only brand inside the Top 10 with permanent sevenyear warranty coverage. N

caradvice.com.au | 16 APRIL 2O19

2020 NISSAN 370Z UNVEILED WITH 50TH ANNIVERSARY EDITION, AUSTRALIA CONFIRMED

AN ALL-NEW MODEL REPLACEMENT FOR THE 12-YEAR-OLD 370Z MIGHT HAVE BEEN A MORE FITTING CELEBRATION, BUT NISSAN’S ICONIC Z CAR STILL HAS PLENTY TO SMILE ABOUT. ALEX MISOYANNIS

AT THE NEW YORK motor show, Nissan has unveiled a limited-edition 370Z to mark the 50th anniversary of the brand’s iconic Z sports car.

There’s no additional power on offer, though: the extent of the changes to the 370Z 50th Anniversary Edition over the standard model are a number of visual changes, both inside and out.

Externally, the car is adorned in a two-tone paint scheme available in red and white or silver and

black combinations. The livery is intended to pay homage to the highly successful #46 BRE Datsun 240Z, which won multiple SCCA sportscar racing championships in the US in the 1970s.

The bonnet, bootlid and pillars are painted in red or black depending on the colour combination selected, complemented by two diagonal bars on the doors, a thin line running from the headlights to the C-pillar, and coloured mirror caps.

Other styling elements include a red accent strip around the edges of the wheels, along with 50th Anniversary badging on the front fenders and rear bootlid.

Inside, Nissan has graced the birthday 370Z coupe with a range of red appointments – these include an Alcantara steering wheel with a red centre mark, 4-way poweradjustable leather bucket seats with red inserts and piping, red centre console stitching, red-accented tachometer, red gear shifter and 50th Anniversary-badged sill plates.

Under the bonnet, the 50th Anniversary Z soldiers on with its

trusty 3.7-litre naturally aspirated V6, which produces 247kW of power (at 7000rpm) and 366Nm of torque (at 5200rpm). Power is still sent to the rear wheels through the same range of six-speed manual and sevenspeed automatic transmissions.

It rides on RAYS 19-inch alloy wheels wrapped in Bridgestone Potenza S007 sports tyres, which hide fixed performance dampers and 355mm front and 350mm rear disc brakes with four-piston front and two-piston rear calipers.

Given the 370Z’s advancing years, this special might also be a defacto send-off piece, but only time will tell for now. As for whether we’ll see a new model... an absence of spied prototypes suggests it won’t be anytime soon, but we’re told we shouldn’t give up hope just yet.

AUSTRALIA Nissan Australia confirmed that the 50th Anniversary 370Z will land in Australian dealerships in the second half of 2019. Stay tuned to CarAdvice for local pricing once it becomes available. N 370Z |

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carsales.com.au | 18 APRIL 2019

NISSAN Z: 50 YEARS OF BEING DIFFERENT CLIFF CHAMBERS AND MIKE SINCLAIR

FROM THE GROUND-BREAKING 240Z to the just unveiled 370Z 50th Anniversary Edition, Nissan’s sports car has always said much about the brand.

As Nissan Motor Company’s stocks have waxed and waned, so too has the commitment and courage devoted to the Z-car and therefore its status as a brand icon.

But all along the way, it has never failed to illicit passion and opinion from brand fans and detractors.

One thing’s for certain, debuted in New York in 1969, the very first Z-car changed forever the notion that mass-market sports cars needed to be fragile, uncomfortable and fitted with a leaky convertible top.

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240Z-260Z Not even Nissan could anticipate the demand that would be generated on the day in October 1969 that its 240Z was first displayed at the Pierre Hotel in Uptown, Manhattan.

Buyers were prepared to wait months for their cars and the company by 1971 had adjusted its production targets from 2000 cars per month to 7500.

The Datsun 240Z arrived just in time to heighten fears that United States regulators would outlaw open-top cars. It didn’t happen but coupes like the Z pointed the way of the future…

Those early Zs could reach 200km/h, handle virtually any road

(with shelves full of rally and racing championship trophies as proof) and provided hatchback convenience Four years after coming into existence and with a more powerful 2.6-litre engine, Nissan extended its range by adding a four-seat 260Z 2+2.

This practical and handsome alternative to conventional family transport boosted volume with Australian buyers who christened the car the ‘26 Ounce’ (26oz).

280ZX The 280ZX that appeared on Australian roads in 1978 was a more substantial car than the 260 version; a genuine Grand Tourer with a fuel-injected 2.8-litre version of the Nissan six.

Power was by then being expressed in net terms and while the posted 103kW might not have seemed much, weight did remain at a manageable 1265kg, so performance was decent.

Inside, the shift from sports car to luxury coupe was obvious with more sumptuous seats, electric windows, power mirrors,

air-conditioning and, of course, an auto box option.

In February 1980, when the nameplate changed from Datsun to Nissan, lift-out Targa roof panels became optional.

Australian Z-car buyers relished the prospect of a little ‘open-air’ motoring, but the Z’s sports car relevance was on the slide.

300ZX Z31 The 2.8-litre ZX lasted until 1984 before being overhauled with a brand-new look, more power and the onset of turbocharged performance.

While Z31 Series cars were wider and heavier than the 280, compensation came via improved performance and greater stability.

Most early 300ZXs sold in Australia were three-speed automatics with overdrive and were priced at almost $28,000 – big dollars for the time.

What the 300ZX needed was a dose of performance to exploit a very competent chassis and in 1986 a 2+2 version with a single-turbo 3.0-litre V6 engine and 155kW arrived.

Although an unlikely contender for motorsport honours, with a degree of careful rule book interpretation the 300ZX Turbo was a front-runner in burgeoning local production car racing scene.

300ZX Z32 In Z32 form, the 300ZX evolved into a car of exceptional competence.

Completely reshaped for the 1990s, it delivered handling and braking ranked alongside Europeans like the Porsche 928S. Australian-delivered cars typically used a four-speed automatic transmission and made do with normally-aspirated engines.

Those wanting to experience the ultimate in 300ZX performance therefore had to wait until the mid1990s when low-volume imports of

Japanese market twin-turbo 300ZXs began to arrive.

Delivering 208kW at 6400rpm, the turbo 300ZX was available in two-seat and four-seat versions, with and without removable roof panels.

Performance was impressive for a car of its size and weight, with the five-speed manual running 0-100km/h in under six seconds.

350Z/370Z More than 30 years after the 240Z appeared, Nissan delved into its

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design archives and rediscovered the essence of the Z-car.

The 2003 350Z was again a compact two-seater with a liftback and non-turbo six-cylinder engine.

The new Nissan even retained a dash design where major gauges were housed in a binnacle ahead of the driver, with three others centrally-mounted above the console. In this it echoed the layout used originally in the 240Z. Track and Touring versions were offered, and the range included convertibles. Technical advances that could only be seen in Nissan engineers’ dreams half a century earlier helped the 3.5-litre V6 produce 206kW without the aid of a turbocharger.

In the late Noughties the 370Z arrived, essentially a restyled 350 with 3.7-litre engine and up to 245kW. A number of variants were offered, topped off Down Under by a longpromised 370Z NISMO in 2017.

While now very obviously aging and dismissed by some, the 350/370Z exhibits familial links with the original 240Z that are arguably as strong as ever.

However, that its mechanicals and form are fast approaching 20 years in production (even the GT-R is closing on 15 years) says much about Nissan’s focus away from passenger cars and towards SUVs and LCVs. The timing, character and perhaps even the existence of the nextgeneration Zed will speak volumes about the future of Nissan. N

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news.com.au | 17 APRIL 2019

NISSAN UNVEILS ULTIMATE GT-R

HIGH-PERFORMANCE GT-R NISMO HAS HAD ITS STEERING AND SUSPENSION TWEAKED SO IT IS NOW MORE ACCOMPLISHED AT SPEEDS UP TO 300KM/H. DAVID MCCOWEN

GODZILLA EVOLVES SLOWLY, growing stronger with each iteration.

Nissan reckons the new GT-R is its best yet, upgraded for 2020 with a range of changes intended to make people think twice about sports car rivals such as the latest Porsche 911.

The top-of-the-line GT-R Nismo benefits from widespread changes intended to make it one of the most potent track toys you can buy — and a little easier to live with on the road.

Revised suspension brings a more supple ride, accompanied by more precise steering “requiring minimal corrections at speeds up to 300km/h”.

Aerodynamic tweaks include new bumpers accompanied by front guards with race-bred wheel arch vents. New carbon-fibre panels, including a bonnet and bare-finished roof, trim 10.5kg of the total 20kg in weight savings.

Lighter wheels wrapped in fat Dunlop semi-slick tyres house whopping 410mm carbon ceramic brakes that reduce unsprung weightcar.

Under the bonnet, a titanium exhaust and new turbochargers pinched from the latest GT-R GT3 race car help increase power by 6kW to what Nissan describes as “approximately” 447kW, abetted by peak torque of 652Nm. A modified gearbox with quicker shifts adapts to owners’ driving style.

Prices for the new machine have not been confirmed, though you can expect the carbon bodywork and ceramic brakes to push its asking price well beyond the $299,000 of the current model.

For those with a little less to spend, Nissan can sell you a 50th Anniversary Edition GT-R with a handful of changes including

bayside blue paint originally featured on the R34-generation Skyline GT-R. Blue accents on the wheels join anniversary badges and a cabin trimmed in grey Alcantara.

All 2020 GT-R models benefit from fresh turbos to improve throttle response, along with exhaust manifolds designed to make it easier to remove stock hardware and replace it with high-performance aftermarket equipment.

As with the Nismo, the regular GT-R has a reworked gearbox with more aggressive shifts, along with a new exhaust. Buyers who want to split the difference between the regular GT-R and Nismo can get hold of a new Track Edition, which brings the Nismo’s 447kW engine and the option of carbon ceramic brakes, but not its carbon goodies or more sophisticated suspension.

Nissan also celebrates 50 years of Z-badged sports cars with a special 370Z — aesthetic changes including a race-inspired paint scheme, new 19-inch wheels wrapped in highperformance Bridgestone tyres and Alcantara-wrapped steering wheel.

Outputs for the Z’s 3.7-litre V6 stay at about 257kW and 366Nm. Full details including Australian prices will be confirmed closer to the local arrival of the 2020 GT-R and 370Z, in the second half of the year. N GT-R |

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caradvice.com.au | 8 JULY 19

2020 NISSAN GT-R NISMO REVIEW: INTERNATIONAL FIRST DRIVE IT LOOKS AND SOUNDS LIKE THE CURRENT NISSAN GT-R NISMO, BUT PAUL MARIC DISCOVERS THAT THE MY20 NISMO GT-R HAS EVOLVED INTO A NEW BEAST ALTOGETHER. PAUL MARIC

230, 240, 250, 260KM/H... The only thing stopping us from hitting 300km/h is traffic ahead on a stretch of German autobahn. The 2020 Nissan GT-R Nismo redefines what fast means in the sports car category.

The 'standard' GT-R was never a slouch, and the MY17 GT-R Nismo, complete with 600hp, was certainly no wimp either. So, how do you improve on what is thought of by some as one of the most potent sports cars on the market? That's what I wanted to find out.

Nissan's chief product specialist, Tamura-san, was on hand in 50

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Germany to give us a better understanding of why the MY20 GT-R Nismo has managed to take the product to the next level.

Key to the changes are weight savings all round. Total weight reduction comes in at almost 30kg thanks to lighter wheels (100g lighter per wheel), and carbon-fibre components on the roof, bonnet, boot, side panels and spoiler. These carbon-fibre parts help save 10.5kg in total.

Inside the cabin, new Recaro race seats are lighter than their predecessors for an additional

Incredible acceleration lag with virtually no turbocharger lag he mechanical noises you T constantly hear remind you of how capable this wolf in sheep’s clothing is You cannot make the brakes fade – trust us, we tried

It’s an incredible performance car, but we just wish Nissan would invest in infotainment and some design enhancements It’ll be damn expensive – and we don’t even know local pricing yet

saving of 1.6kg per seat. They include a more rigid carbon-fibre weave that increases rigidity by 20 per cent.

Then there's the brakes – these things are mammoth. Specially built by Brembo for the Nismo, the carbon-ceramic brakes measure 410mm at the front with six-piston callipers, while the rear set comes in at 390mm with four-piston callipers.

The use of this braking system reduces unsprung weight by 16.3kg.

Under the bonnet, Nissan has employed turbochargers from the GT3 race car, which now use 10 intake vanes instead of 11, allowing around 15 per cent to be shaved off their weight. They've also catered for an almost 20 per cent improvement in throttle response (not that it needed it).

Tyres have also been tweaked, with the Dunlop SP Sport Maxx GT600 front treads now featuring a semi-slick pattern and a greater edge radius to improve cornering and limit understeer. The new compound increases grip by seven per cent, and the new tread pattern offers an additional 11 per cent of contact with the road. While

adjusting tyres, Nissan engineers also made changes to the Bilstein DampTronic suspension tune to cater for the differing unsprung mass changes, now 20 and five per cent softer respectively for rebound and compression.

Nissan retains the VR38DETT engine, which is a hand-assembled 3.8-litre twin-turbocharged petrol V6 that produces 441kW of power and 652Nm of torque, and mated to a six-speed dual-clutch automatic transmission and a constant allwheel-drive system. The exhaust is a full titanium system with burnished tips that help them stand out from a non-titanium exhaust.

Tamura-san also spoke about 'kaizen', which is a Japanese word that refers to a constant need to evolve and fine-tune. This is the mentality he and the engineers behind the Nismo project employ when making changes to a product that really is difficult to make changes to.

The concept of this launch program was for us to experience the GT-R Nismo through the city, on the highway, and then on the racetrack. The only difference being

the German highway we're driving on includes long stretches of derestricted speed zones to really stretch the GT-R Nismo's legs.

You're only ever likely to experience the GT-R on a public road in Australia from standstill to highway speeds.

The autobahn is a different story.

On the derestricted sections, it was possible to experience the extra throttle response Tamurasan was talking about during the product presentation.

Punch the throttle at 130km/h, and within seconds you're progressing through to and beyond 250km/h. It's a never-ending torque rollercoaster that keeps you positively pinned as it hurtles towards the skyline.

The noise when all of this is happening is my favourite part. The GT-R is often criticised for being quiet and reserved, but sink the right foot in and you'll catch all sorts of induction and exhaust noises.

It sounds like a piece of industrial machinery each time it comes on boost and begins seemingly shifting the earth beneath you.

Below around 150km/h it can feel slightly twitchy. The steering GT-R |

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is lighter than the MY17, and as a result there are moments when rogue bits of wind can be felt through the chassis. But, ramp your speed up beyond 150km/h and the added aero equipment helps settle and ground the vehicle.

That aero equipment includes a new heat exhaust outlet on the front guard, which is designed to direct latent heat away from the brakes and engine and down the side of the car, where it can disappear into the ether. Without the vent there, heat is trapped within the front haunches of the car, which can affect heat loads.

Above 200km/h it feels rock solid and there isn't even a glimmer of wind intervention. Add another 50 or 100km/h to the equation and it becomes a scud missile shooting directly ahead. The gearbox at these speeds is responsive, but it feels like it could use an additional seventh gear to help lower revs above 130km/h. But that's me just being picky.

The ride is settled at these speeds, and the suspension's Comfort mode offers enough compliance on a smooth highway to deal with bumps at speed. It's only on choppier stretches of road that the Comfort mode fails to deliver asadvertised comfort.

We punted the GT-R Nismo through a few corners on a country road near the racetrack. It sits as flat as a tack most of the time, but switch the suspension dial into R mode and it enters into another league of cornering performance.

The feel through the steering wheel is excellent, as is the throttle response. It's hard to imagine there's a set of turbos under the bonnet because there's virtually no turbocharger lag at all. Throttle response is razor, razor sharp.

Brake pedal feel is excellent, and despite carbon-ceramic brakes normally needing a heat load to operate effectively, this braking package works just as well at low speeds as it does on the track.

Pedal feel is excellent and braking performance is equally as good regardless of how often you go for the brake pedal.

R mode on a smooth country road is fine, but we'd imagine that if you found yourself on some shoddy Australian back roads, it would become a bit of a handful as it skips along road imperfections. Even in Comfort mode it can be quite firm – but that's what you're buying into when choosing the most hardcore GT-R on the market.

You're never left wanting for more out of the engine, and while you

know in the back of your mind that there's still more left in it, you don't dare to explore the last 3/10ths on a public road.

How does this all translate to the racetrack? It's okay – I did the legwork so you don't need to worry about it. The DEKRA Lausitzring is located around 140km outside of Berlin, and was created in the early 2000s to cater for upcoming race events.

With seating for over 120,000 punters, it never really took off, and is now used as an automotive proving ground with a banked bowl and inner circuit that measures around 4.3km in length.

It's fairly flat, but it has fast sections to extract the most out of the GT-R's revised chassis. After familiarising ourselves with the racetrack, we headed out in the MY17 GT-R Nismo. I won't lie – this thing felt bloody quick, insanely quick.

It fires out of corners, the steering is heavy and direct, while the brakes bite with precision each and every time – not to mention the acceleration. It's mind-numbingly mental. Smash the throttle out of a tight corner and the all-wheel-drive system works to get all of the torque to the ground with no fuss at all.

When you push the car a little harder, you begin to notice that the steering can get twitchy mid-corner

OUR RATINGS BREAKDOWN 8.5 PERFORMANCE 9.8 RIDE QUALITY 7.6 HANDLING & DYNAMICS 9.8 DRIVER TECHNOLOGY 7.4 INTERIOR COMFORT & PACKAGING 8.5 INFOTAINMENT & CONNECTIVITY 7.4 FUEL EFFICIENCY 8.1 SAFETY 8.0 FIT FOR PURPOSE 9.5

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if you catch a bump, and the brakes begin to start lacking consistency after several quick laps. But that's if you're really being picky.

We then migrate to the MY20 GT-R Nismo, and expecting much of the same, we head out on the track. The steering is noticeably lighter and the brake pedal feels different – not bad different, but just different.

As we enter the first corner off the back straight and assault the brake pedal for the first time and tip the car in, the understeer that rears its head in the MY17 car is gone. It's just not there any more. The twitchy mid-corner steering, it's gone as well; the wheel offers feedback like you wouldn't believe and keeps communicating everything that contacts the tyres through to your hands and body.

The acceleration doesn't feel all that different, but the brakes and tyres now transform the package.

Even after five full-attack laps, you can confidently stand on the brake pedal and just hold on tight as the car slows down. By the fifth lap, the only measurable handling difference comes from the tyres as they begin to start losing their effective grip levels.

It's unnerving how fast you can travel in the GT-R Nismo. There's never a time you feel like the car is going to chew you up and spit you out. I have no doubts at all that it's pretty easy to overcommit and land yourself in trouble, but it'll never be the car that makes that happen – it's always working with you and never against you.

I'm not a race driver, but I've driven plenty of fast cars at racetracks, and I can confidently say that driving

the GT-R Nismo at speed is unlike anything else I've experienced. The way it constantly piles on speed and relentlessly offers braking performance is next level.

It doesn't end there, though.

When we were done patting ourselves on the back with the driving effort from the day, we went out for hot laps with some of the racing professionals. This is where you reach an all-new level of respect for the GT-R. In the hands of somebody that's capable of pushing the vehicle as close to 10/10ths as possible, it reaches yet another height of performance.

Straight-line performance is still pretty important – nobody likes being last at the traffic lights. We strapped a VBox to the car and recorded a 0–100km/h time for the 2020 Nissan GT-R Nismo of 3.1 seconds. With the vehicle's systems in R mode for suspension, driveline and stability control, we held the brake and throttle together, which whips revs up to 4000rpm before letting go of the brake.

Off the line, there was a little bit of wheel slip before it hooked up and accelerated like nothing we've experienced before. I'm certain that with a bit more playing around and warm tyres, it wouldn't be hard to achieve a much quicker acceleration time – perhaps in the mid-high 2.0-second range – it's truly remarkable.

One thing worth mentioning briefly is the interior. Despite its age (the R35 was first released in 2007), the interior feels nicely put together with excellent build quality.

It's just let down by the same thing that plagues most Nissans –

infotainment and connectivity. The infotainment system is okay, but it can be painful to use, and needs a complete overhaul if Nissan wants to keep up with other competitors in this segment, like Porsche, which has taken a much closer look at the tech inside its cars.

As always, there are two seats in the rear, but don't expect to fit anybody back there. It's a kid-only zone, but they're there just in case you do need to terrify two of your friends on a hot lap.

With over 20 laps of the Lausitzring circuit in the GT-R Nismo, this was one of the most comprehensive track launch programs we have ever done.

This is a sign of confidence in the product, and a plain understanding that no matter how hard you push, the car is always going to be there to support you.

Please, the next time you see a GT-R or a GT-R Nismo driving along, don't just assume it's a quick straight-line car. I've always had respect for it, but never really had appreciation for just how capable it is, until now. Take my word for it, this isn't a normal car – it's not even a sports car. It almost lives within its own league of performance.

My hat goes off to Tamura-san and the engineering team behind this car. It's impossible to improve on sports car perfection, but it seems they've managed just that.

Pricing for Australia is still to be announced, but given one in every five GT-Rs sold in Australia is a Nismo, Nissan Australia will want to keep pricing as sharp as possible given the current $299,000 (plus on-road costs) asking price. N GT-R |

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ozroamer.com.au | 29 MAY 2019

2019 NISSAN JUKE TI-S REVIEW ROB FRASER

Nissan Juke Ti-S Overview Nissan has had the Juke for a few years now arriving in Australia in 2013 from memory. Originally based on the cute and different Nissan Micra, the Juke followed the concept of bulking up and playing in the SUV segment. When it was originally launched it was daring in style and advanced in features. However, of late it has been lagging in sales. Is style and the ability to personalise their car enough for buyers. In reality it isn’t a lot different to the Toyota CH-R yet somehow hasn’t captured the buyer preferences as much. Updated in late 2018 with yet more personalisation options and extra safety features, Nissan is hopeful that this will revitalise its flagging sales.

JUKE is available in seven colours including Ivory Pearl, Pearl Black, Platinum, Gun Metallic, Magnetic Red and the new Vivid Blue and Arctic White. There are two interior trims, the graphite cloth on the ST and black leatheraccented, grey stitch on the Ti-S. 54

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WHAT’S GOOD? Very stylish – compact yet internally spacious All engine combinations Road handling and agility WHAT’S NOT? Some internal plastic trims No Air-conditioned seats Long and very expensive options list

Nissan Juke Ti-S External Nissan Juke is different. Very different.

It’s a bit like the loveable and cute bitza pup at the pound. You’re not really sure where it came from, it is quirky but somehow you like the looks and take it home. Before I start to describe it, let me say I actually like the look. However, it looks like it is a cartoon car. It has overly muscular wheel arches, a rounded rear end that Kim Kardashian would be proud of and the bonnet and grill are, um, very different.

The 2018 updates include a darker chrome V-Motion front grille, and headlights, tail lights and

indicators that have a smoked finish. Nissan has added LED fog lamps and the Ti-S drives on new 18-inch black-gloss alloy wheels.

Nissan Juke is also available in two new exterior shades, with Arctic White and Vivid Blue added to the now seven strong palette.

Giving JUKE a more youthful look, Nissan has also introduced myJUKE personalisation pack options.

Offered exclusively on JUKE Ti-S, there are three personalisation pack options including Power Blue, Energy Orange and Tokyo Glossy Black that feature colour highlights on the front and rear bumper, alloy wheel inserts and mirror caps.

Nissan Juke Ti-S Internal The rounded theme continues inside, with everything from air vents to the centre stack displaying the theme. Front seats are surprisingly comfortable and manually adjustable for both. The steering wheel likewise is comfortable in the hands. In front of the driver is again the circular theme with the

instrument binnacle heavily rounded on top and two large dials, with an awkward shaped MFD between.

The centre stack is again round shaped with dual screens. I’m not sure why they needed two, my thought is that form overruled function. It appears busy and slightly messy but seems to work, and some younger drivers really liked it.

Rear seats are in the occasional plus two category as there is minimal leg room. The shape of the roof line also means that taller passengers are going to be very uncomfortable.

Boot space is good though, with versatile options. You can pack in larger pieces of luggage or longer, bulky gear thanks to modular 1/3 – 2/3 folding seats and a 2-level adjustable cargo floor.

Nissan Juke Ti-S Features Juke TI-S features include halogen headlights, LED daylight running lamps, the three drive mode selector Nissan Dynamic Control System, auto door lock, auto off headlights, Bluetooth handsfree phone and audio streaming systems, USB connectivity and a leather accented steering wheel and shift knob, cruise control, climate control air conditioning, two ISOFIX points and automatic door locks.

The range-topping JUKE Ti-S adds 18 inch black-gloss alloy

wheels, auto-fold side mirrors, heated seats, intelligent key with push button engine start, a 5.8-inch touch screen display, sat nav with traffic monitoring and digital radio.

Nissan Juke Ti-S Engine and Drivetrain The Juke Ti-S is powered by the 4 cylinder 1.6T petrol engine that produces power of 140 kW @ 5600 rpm and torque of 240Nm @ 1500-4500rpm. This is matched

to the AWD X Tronic CVT. Juke also has Nissan Intelligent 4×4 with torque vectoring system.

Nissan Juke Ti-S Driving Experience Around town the Juke is nimble and zippy. The 1.6T engine provides enough punch to push it along quick enough. AWD version definitely makes the Juke feel more planted and slightly heavier and I would leave it in this format if possible. I didn’t do the fuel comparison, but I doubt it will make much difference.

The suspension again provides reasonable ride and handling, around town. However, if you become too enthusiastic it loses shape pretty quickly. The ride can be a little choppy over some of the horrible goat tracks that Sydney calls roads, but otherwise it is comfortable. The steering which is ‘speed sensitive’ is somewhat vague and indirect. You don’t really feel totally like you are the sole input to where the car is going.

This is more noticeable around the 80 km/h mark or so. On the plus side though, you definitely do get noticed while driving.

One feature I liked is that the cameras make parallel parking easier with Around View® Monitor. A normal rear-view monitor is great when backing up – but when it JUKE |

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OVERALL RATING

74/100 8

Behind the Wheel

8

Comfort

8

Equipment

8

Performance

8

Ride & Handling comes to parking, it’s nice to see more than just what’s behind you.

Four cameras give you a virtual 360° bird’s-eye view of your vehicle, with selectable split-screen closeups of the front, rear, and curb side views, so you can get a better look.

Since all obstacles aren’t stationary (shopping carts, we’re talking to you), Moving Object Detection® keeps an eye around your Nissan JUKE Ti-S and can warn you about moving objects detected in your vicinity. A great feature for inner city and shopping centre parking.

Nissan Juke Ti-S Dimensions Dimensions are: 4135mm long, 1765mm wide, 1565mm high and a wheelbase of 2530mm. This places it in the smaller end of the segment.

As the most dirt the Juke Ti-S is likely to see is the gravel driveway to the weekend getaway, it really isn’t appropriate to discuss clearance, wading depths etc. However, towing at 1200kg and a tow ball weight of 125kg means that it is useful for the jet skis or lightweight camper etc.

Control and Vehicle Dynamic Control, Lane Departure Warning and Blind Spot Warning are also standard equipment on the JUKE Ti-S, along with a 360 degree Intelligent AroundView® Monitor with Moving Object Detection – one of the active safety technologies included as part of Nissan Intelligent Mobility (NIM).

Additionally, there are ISOFIX® 2nd-row child restraint anchorage (x2) with tethers (x3), tyre pressure monitoring system and a highmounted stop light. It does however miss out on recent innovations like AEB which would be required for an updated similar ANCAP rating.

Nissan is committed to making transportation safer, smarter and more enjoyable, and it is Nissan Intelligent Mobility that will help to achieve this. NIM encompasses three core areas of innovation: how our cars are powered (Nissan Intelligent Power), how they are driven (Nissan Intelligent Driving) and how they are integrated into society (Nissan Intelligent Integration).

Nissan Juke Ti-S Safety With a five-star ANCAP safety rating (FWD from 2011), Juke brings some updated features for 2018.

Safety features include: Front, front-side and curtain airbags, Anti-lock Braking System, Electronic Brakeforce Distribution, Traction

Nissan Juke Ti-S Fit for Purpose Nissan Juke is designed for the urban warrior. It is all about expressing your personality outwardly in a smaller SUV style that is more at home in the streets of Surry Hills or St Kilda. It is absolutely for the inner-city single

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5

Off Road Ability

8

Practicality

8

Fit for Purpose

5

Towing Ability

8

Value for Money

or couple, that wants something a little different. Best seen parked outside their favourite coffee boutique, they may take it for the occasional weekend to the northern beaches or even the ski fields.

Nissan Juke Ti-S Summary Nissan Juke Ti-S is definitely different.

It is a little long in the product life cycle now and compared to the rest of the offerings,–– shows that age a little. It is smaller than others and relatively pricey as a result.

Around town it is zippy and comfortable. Inside it is a little dated and probably falls into the acquired taste category. However, if your motoring screams ‘look at me’ and you like to be visibly different, then the Nissan Juke Ti-S may just be for you. N

whichcar.com.au | 20 MAY 2019

2019 NISSAN JUKE NISMO REVIEW DOES NISSAN’S BABY JUKE SUV REALLY DESERVE THE HALLOWED NISMO BADGE? YES… AND NO. TIM ROBSON

Introduction Let me be straight-up – this is the toughest review I’ve done in recent years. When it comes to crossing – nay, defying trends, the Nissan Juke NISMO SR really is a riddle wrapped in an enigma.

It’s not especially new; the Nissan Juke itself launched in 2010 and arrived here in 2013. The NISMO version debuted in 2015, and only just arrived in Australia in October 2018.

On the surface, it’s a compact SUV that’s nearing high school age and which doesn’t sell very strongly for a company whose product line is, quite frankly, in the doldrums.

So, what does Nissan do? It gives the Juke to its go-fast team NISMO, one of the most hallowed names in all of modified car history, to… what? Make it go faster? Be cooler? Sell more?

The crazy thing is that, as bad as this idea appears on paper, it’s

a car that’s actually grabbed my attention… and dare I say a small piece of my heart.

Style No doubt about it, the Juke is a loveit-or-leave-it deal. There’s no sitting on the fence when it comes to the multi-faceted front end with the double light treatment, or its squat, bulbous rear end.

The NISMO RS scores lightly madeover front and back bumpers, as well as side skirts and a rear spoiler, faux rear diffuser and special 18-inch rims.

The mirror caps are red, matching the pinstriping on the lower half.

Inside, a pair of NISMO-branded sports seats are the highlight of a sombre cabin that’s been infused with hints of carbon and suede, including on the steering wheel, door panels and roof. The racy niceties can’t, however, disguise the fact that the Juke dates back to 2010.

The switchgear feels gimmicky, for example, and the cabin feels a bit old-fashioned.

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Price and features Cheap the NISMO Juke is not; in the manual form tested here, its $37,790 price tag puts it more than $7500 clear of the next Juke in line, the Ti-S. You get a reasonable amount of stuff for the ask, though, including the sporty seats and trim, automatic headlights and wipers, sat nav, heated front seats.

There are also mechanical upticks in the form of lowered suspension with revised springs and shocks, bigger brakes and more oomph from the 1.6-litre four-cylinder turbocharged engine. Thanks to engine computer and exhaust tweaks, it produces 160kW and 280Nm, which is 20kW and 20Nm more than stock.

Our manual tester also scores a revised gear set for its six-speed manual, a beefier clutch and mechanical limited slip diff.

One of the dramas for the Juke at this price point is that it’s starting to butt up against competitors like the Hyundai i30N hatch, which is only three or so grand more for a much more modern car with much higher levels of performance and more practicality.

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Size The Juke is a compact five-seat, five-door SUV, and it’s sized accordingly. The boot offers a false floor that, when dropped, means the Juke can carry 354 litres of stuff. That false floor needs to be slotted back in place to create a flat floor when the Juke’s seats are dropped, which liberates 1189L of carrying capacity.

It does hide a space saver under the floor, though, which is a nice touch.

Safety This is where the Juke’s age plays against it, with a distinct lack of driver safety aids like AEB and adaptive cruise control. It does have a camera-operated lane departure warning system as well as a 360-degree camera and reversing camera, but it lacks front sensors.

It does, however, still come with a top five-star score from ANCAP. Warranty and running costs At long last, Nissan has acquiesced and now offers a five-year, unlimited kilometre warranty on its cars. A fixed-price service regime means

that the first six services will cost a total of $2197, with the cheapest costing $283 and the dearest $548.

A diminutive 46-litre fuel tank will cost about $75 to fill with the required 95 octane fuel, while its claim of 7.2L/100km combined fuel consumption isn’t far off the mark.

We recorded 7.6L/100km over 410km.

Comfort Big tick for the front seats. Despite squishy seat base bolsters, the sports seats are incredibly comfortable even over a longer stint. A minus, though, for the lack of steering wheel fore/aft adjustment.

The rear is pretty small, though headroom is okay for taller kids.

There are two ISOFIX baby seat mounts on the two outside seats, but it’s a dark, enclosed space back there, thanks to the high-waisted doors.

There is a dearth of storage holes and pockets which proved annoying, while the flat footrest for the driver’s left hoof could be more pronounced.

From the driver’s seat, though, the Juke NISMO is pretty good. The interchangeable climate and drive mode controls are quite novel, but the

multimedia system is really showing its age, lacking Apple CarPlay and Android Auto functionality.

On the road It’s here where the Juke’s weird charms come to the fore. My first new car was a Nissan Pulsar SSS, and the brand is responsible for many a decently handling affordable car.

The Juke invokes the spirit of those older-style hot hatchbacks, with surprisingly savage torque steer (where the engine’s power tugs at the steering wheel), a meaty clutch and hefty steering feel.

It’s also got a bold exhaust note that adds a bit of old school noise into the mix, though it thankfully fades away at cruising speeds.

Its suspension tune actually makes sense in the cut and thrust of inner-city warfare, where it can leap over speed humps and potholes with aplomb.

It makes less sense on longer highway runs, though, where the Juke’s short wheelbase and firm compression damping tune can make the ride a bit choppy. The drone from the 18-inch tyres also gets tiresome on longer drives.

Yet, despite the negatives, there is something that’s refreshingly old school about the NISMO’s demeanour. It reminded me of some of the mildly worked over front-drive hatches of my misspent youth, where a lack of polish could be hidden by a veneer of liveliness.

Of course, a modern hot hatch could knock it into the middle of

next month, but the Juke NISMO won’t be on the shopping list of a VW Golf GTI driver, either.

Verdict I despair for Nissan a little bit, to be honest. Its product catalogue can be measured with a sundial in terms of its age, for example – and the Juke is one of those long-in-the-tooth products that need replacing sooner than later.

This makes the notion of a NISMO-fettled version even stranger. Why invest the engineering resources into such an odd little critter?

NISMO is about ultimate performance; isn’t the Juke diluting that heritage?

It’s a fair argument to make, but at the end of the day, the old, size-comprised, torque-steering, noisy Juke NISMO is more than the sum of its parts. It manages to exude a sense of personality and individuality that many other

cars lack. It doesn’t make it a great car by any stretch, but it’s definitely one I’ll look up in twenty years’ time with some fondness.

Not everyone will get the Juke NISMO, but those who do will love it to death. N

NISSAN JUKE NISMO ENGINE 1618cc 4-cyl, dohc, 16v, turbo MAX POWER 160kW @ 6000rpm MAX TORQUE 280Nm @ 3600-4800rpm TRANSMISSION 6-speed manual KERB WEIGHT 1281kg 0-100KM/H 7.1sec (est) FUEL ECONOMY 7.2L/100km PRICE: $37,790 ON SALE: NOW

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NISSAN INTELLIGENT MOBILITY RECENTLY, NISSAN made the commitment to make transportation safer, smarter, and more enjoyable. Nissan Intelligent Mobility is the roadmap, providing the vision for this future of motoring, and encompasses three core areas of innovation:

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How our vehicles are powered (Nissan Intelligent Power) How they are driven (Nissan Intelligent Driving) How they are integrated into society (Nissan Intelligent Integration)

But these developments aren’t in the distant future – they are taking shape in the Nissan vehicle that you are driving today.

NISSAN INTELLIGENT POWER Nissan’s leadership in electric vehicles demonstrates not only our commitment to progress and the environment, but also to bringing cleaner, quiet power and transportation to the world.

As the world’s best-selling electric vehicle, the Nissan LEAF has redefined what an electric car can be. It gives you instant torque and zero tailpipe emissions, proving that sustainable transportation doesn’t have to compromise the thrill of driving.

Nissan continues to advance technologies that will be integrated into future electric vehicles – like the All-New Nissan LEAF, which was the 2018 World Green Car of the Year.

NEW NISSAN LEAF The new Nissan LEAF sets a new standard in the growing market for mainstream electric cars by offering customers greater range, advanced technologies and a dynamic new design.

Drivers will feel more confident, excited and connected thanks to the new Nissan LEAF’s e-Pedal, increased power and range, and improved refinement, comfort and convenience.

The new, zero-emission tailpipe emission Nissan LEAF embodies Nissan Intelligent Mobility, the company’s approach to changing the way cars are driven, powered and integrated into society.

The three key aspects of Nissan Intelligent Mobility exemplified by the new Nissan LEAF are Nissan Intelligent Driving, Nissan Intelligent Power and Nissan Intelligent Integration.

NISSAN INTELLIGENT DRIVING Today’s Nissan vehicle offers technologies that help look out for you, and some of them can even take action and help you avoid trouble.

What does this mean? It means that a range of active technologies are built into your car to help improve safety while you drive.

In short, they have been developed to better protect you and your passengers.

For example, using radar technology to keep an eye on your proximity to the vehicle ahead of you, Forward Collision Warning can give you audible and visual display warnings to help you know when to reduce your speed. If required, the Intelligent Emergency Braking will apply braking to reduce vehicle speed to avoid or reduce the severity of a collision.

The Intelligent Around View® Monitor provides a 360 degree bird’s eye view of everything surrounding the vehicle via four cameras strategically positioned on the front grille, rear tailgate and both side mirrors, while Moving Object Detection gives visual and audible warnings when it detects an object moving both in front and behind the vehicle.

Intelligent Blind Spot Intervention detects if there is another vehicle in the blind spot area, and the Intelligent Distance Control system keeps an eye on your speed and proximity to the vehicle ahead of you, warning you if you need to slow down. It can also apply braking if you fail to respond to help you avoid a collision.

Intelligent Lane Intervention warns you when you start to drift from your lane, alerting you with a visual warning on the display and an audible signal. If Intelligent

Lane Intervention detects that you are still straying from your lane, it will engage and gently help guide you back.

Rear Cross Traffic Alert reduces the risk of low-speed impacts when reversing out of a parking space.

If the driver attempts to reverse when an approaching vehicle is detected, the system gives visual and audible warnings.

Intelligent Cruise Control reduces speed, maintaining the gap to the car in front regardless of the speed, and the Adaptive Front-lighting System changes the direction and pattern of the headlights as a car travels around corners, improving driver visibility.

While we always say that driver aids should not be used as substitutes for safe driving practices, and to always monitor your surroundings when driving, you can see that these technologies, and many others, are there to help you.

NISSAN INTELLIGENT INTEGRATION At Nissan, we’re working to shape what the road of the future will look like.

Nissan is helping to shape a sustainable ecosystem enabling cars to interact with people, other cars and road infrastructure.

This approach will eventually lead to remote vehicle operation, reduced traffic jams, more efficient car-sharing, and improved energy management – including vehicle-grid-charging technology.

Whether your preference is an EV, an SUV or a Ute, Nissan Intelligent Mobility is already available in your favourite Nissan and our promise is to keep developing these technologies to ensure our world is a better place and ready for the generations ahead.

NISSAN INTELLIGENT MOBILITY |

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NISSAN GENUINE ACCESSORIES:

COMPLETE CONFIDENCE Nissan is committed to providing accessories that are designed and developed specifically for your vehicle.

Nissan Genuine Accessories have undergone thousands of hours of rigorous testing to meet the high standards of quality and performance, with safety the top priority.

They are made to perfectly fit your vehicle, ensuring they run at the optimum level and are ready for any adventure.

Built to be reliable, the added peace of mind is knowing they are covered by the Nissan New Vehicle Warranty. And Nissan parts also help maintain your vehicle’s resale value.

For more information, speak to your local Nissan Dealership or download the accessories brochure from Nissan.com.au

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THE ADVENTURER IN YOU While the hard tonneau cover is a good investment, for those who want to maximise their space, Nissan offers a premium Adventure Canopy.

Built exclusively for your Navara, the Adventure Canopy has frameless curved tinted glass windows that can lift or pop out – you choose what best suits your needs.

Heavy duty window latches with flush mounted locks, plus remote central locking on the high grade ensure everything is stowed away safely and surely.

There is also a high mounted stop lamp positioned in the spoiler at the top of the back window, the polyester inner liner increases insulation, and at night a handy LED light makes it easier to find everything in the dark.

It’s also designed to easily fit roof cross bars to carry additional Nissan genuine adventure equipment including bike, ski/snowboard and kayak carriers.

ACCESSORIES |

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PROTECT YOUR REAR Let’s face it – we all throw things in the back of the QASHQAI, X-TRAIL and Pathfinder, and sometimes doing this makes a mess. Dirty footy boots, camping gear, wet jackets and umbrellas, the dog. They all leave their mark.

To maintain the look and quality of your rear storage area, Nissan offers a rear protection tray branded with the name of the vehicle you own.

The black formed tray has been designed with a raised outer perimeter to help protect the cargo floor area and contain spillages.

It fits perfectly, looks great and keeps your interior perfectly maintained – great to know come re-sale time.

SAFE AND SECURE The Navara is a great vehicle for tradespeople and active families because there’s room for five and plenty of space in the back for all the gear you need for adventures on the go, or for the work site.

But there are times when we need to ensure everything is securely locked away.

Whether it’s tools or expensive camping gear, the Nissan Genuine Hard Tonneau Cover fits perfectly to your Navara.

Including a central lift handle, central locking and an interior LED light, the Hard Tonneau Cover improves security, protects your gear and can be fitted with or without a sports bar.

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THE BLUE HUE OF LEAF While the colour green is associated with the environment, blue is the colour of electrification – and this is evidenced by splashes of blue on and around the new Nissan LEAF. In August, the second generation Nissan LEAF went on sale, so to add a little more blue in the name of electrification and protection, check out the illuminated Zero Emission kick plates.

You tend to get more scuff marks around the door than most other places in a car, so the illuminated Zero Emission kick plates not only enhance the look of the car – thanks to that blue hue – but they add a bit of style while protecting the door lining.

There’s a range of Nissan LEAF accessories, so while you are in Dealership take a look at the accessories brochures for LEAF – and all Nissan vehicles – or ask sales or service for more information.

ACCESSORIES |

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LOOKING BACK

NISSAN: THE GLOBAL LEADER OF ELECTRIFICATION HERITAGE. INNOVATION. EXCELLENCE.

TODAY NISSAN IS ONE of the world’s most successful electric vehicle manufacturers, but its electric history goes back well before the introduction of the Nissan LEAF in 2010. In fact, Nissan has been an electric vehicle (EV) pioneer for over 70 years.

While we have seen a surge in electric vehicles in the last decade, Nissan’s first EV rolled off the production line in 1947.

After the Second World War, oil was scarce in Japan, but electricity was plentiful, so the Japanese government promoted EV manufacturing.

Encouraged by this, Nissan’s first foray into EVs was with the Tama, an electric car that serviced Japan through to 1950.

It was 3,035mm long, 1,230mm wide and 1,618mm high, with a wheelbase of 2,000mm. It included a 40v battery with 3.3kW of power that maintained charge for 65km, and had a top speed of 35km/h.

While the development of the internal combustion engine (ICE) took precedence, Nissan never took its focus off EVs, with a number of concept cars unveiled over the years.

In 1970, Nissan revealed the Nissan 315X two-door EV city car at the

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Tokyo Motor Show, followed by the Nissan March EV – an experimental compact hatchback – in 1983. Following this was the FEV concept – which concentrated on short range driving – at the 1991 Tokyo Motor Show, and then the second generation FEV was powered by a lithium-ion battery.

All of these ideas and developments led to the Prairie Joy EV, the world’s first EV featuring a cylindrical lithium-ion battery.

In market from 1996, this was so reliable that it worked for Japan’s Arctic Environmental Research Centre in the North Pole for over six years with no mechanical issues.

Over the next ten years, Nissan developed several concepts including the two-seat compact lithium-ion PIVO in 2005, the Maxim – which was powered by an electric motor/generator – in 2007, and the laminated lithium-ion battery NUVU a year later, that all helped contribute technologies that would feature in the Nissan LEAF. The first-generation Nissan LEAF was launched to the world in December 2010, with sales starting in the USA and Japan, followed by Europe soon after.

It was immediately praised, winning the 2010 Green Car Vision award, the 2011 European Car of the Year, and then the biggest prize in the automotive industry, the 2011 World Car of the Year.

Arriving in Australia in June 2012, by mid-2013 the popular EV, and the LEAF battery, were now manufactured in Europe – at the Sunderland manufacturing plant in England.

At the start of 2014 global LEAF sales reached 100,000, with Nissan’s second electric vehicle offering, the e-NV200, launching in Europe in June

that same year. In fact, by October, the e-NV200 won the ‘Industry Innovation of the Year’ award, and ‘Outstanding Achievement’ at the British Green Fleet Awards.

The development and innovation of the LEAF has continued in earnest this decade, with the European launch of the Nissan LEAF 30kW in October 2015, followed by its start of sales in February 2016.

Also focusing on infrastructure, Nissan’s ‘Fuel station of the future’ was unveiled at the 2016 Geneva Motor Show, while vehicle-to-grid trials, and the introduction of the xStorage Home second-life battery initiative began.

In the community, in 2016 Nissan launched #electrifytheworld, a movement to promote more sustainable living, and before the year was out global sales had reached 260,000.

Having sold 635 units in Australia, LEAF sales here ended in 2016, but LEAF was again the focus of the automotive industry thanks to the global unveil of the all-new Nissan LEAF at a special event in Tokyo in September 2017.

Nissan is the only manufacturer to have a second generation electric vehicle, and sales for this advanced new model have already commenced in Japan, Europe and the US, with the LEAF debuting in Australian showrooms in the middle of 2019.

To the end of June 2019, current global LEAF sales have passed 410,000, it continues to be the world’s best-selling electric vehicle and the new Nissan LEAF is being enjoyed by a new generation of EV buyers now.

NISSAN FUTURE VALUE

FUTURE SORTED

Nissan Future Value is a tailored finance solution that lets you keep your options open at the end of your loan term.

The key difference with Nissan Future Value is that you can take comfort in knowing up front how much your vehicle will be worth to Nissan at the end of your loan term*. Which means whether you upgrade, retain or return your vehicle, you can rest assured that your future is sorted.

With customised repayments based on your finance preferences^ and annual kilometre allowance, Nissan Future Value gives you the flexibility to make your next move with confidence.

Visit nissan.com.au/nissanfuturevalue for eligible models and to learn more about the program.

*Under the Nissan Future Value (NFV) program, you can sell the vehicle back to Nissan Financial Services (Australian Credit Licence Number 391464) for the pre-agreed future value (adjusted for excess kilometres and the cost of repairs for vehicle damage beyond fair wear and tear), to pay the final balloon payment on your loan. Allowed kilometres and vehicle condition requirements are set out in the NFV agreement. Terms and conditions apply. ^Nissan Future Value available to approved applicants of Nissan Financial Services (Australian Credit Licence Number 391464). Refer to nissan.com.au/nissanfuturevalue for eligible models.

2018 WORLD GREEN CAR OF THE YEAR New Nissan LEAF

S I M P LY A M A Z I N G

INTELLIGENT LANE INTERVENTION

Winner of the 2018 World Green Car of the Year,+ the New Nissan LEAF combines greater range with a dynamic new design and the latest Nissan Intelligent Mobility features including e-Pedal, Intelligent Emergency Braking, Intelligent Lane Intervention and more.

Secure your LEAF by registering at Nissan.com.au/leaf and a Nissan dealer will be in touch. +Awarded 2018 World Green Car at the 2018 New York International Auto Show.