X – T R A I L
| The essential X‑TRAIL - what you need to know | 2 |
| DESIGN | 3 |
| · The plan | 3 |
| · Who buys a compact 4x4? | 4 |
| · Exterior design | 4 |
| · Interior design | 10 |
| HARDWARE | 10 |
| · ALL MODE 4x4 system (including brakes and ESP+) | 10 |
| · Suspension and chassis | 12 |
| ENGINES | 13 |
| · 2.2-litre turbodiesel | 13 |
| · 2.0-litre petrol | 14 |
| · Transmissions | 15 |
| RANGE AND PRICES | 16 |
| · Servicing, warranties and insurance groups | 17 |
- 2 - The essential X‑TRAIL
The X‑TRAIL is a compact 4x4, or SUV (Sport Utility Vehicle), that fits into Nissan’s 4x4 range alongside the Terrano II, Navara and Patrol GR.
Nissan has 50 years experience in the 4x4 business so although the X‑TRAIL may be a late entrant in a sector currently dominated by the Freelander, you can be sure that Nissan has thought long and hard about what these vehicles are actually used for. And this utility minded approach shows in every aspect of the car’s design.
For now, these are the main facts you need to know about the car:
· On sale in the UK 1 October - it has been available in Japan since November 2000 where it has comfortably exceeded Nissan’s sales targets, topping its sector’s sales table.
· Choice of two new engines: 140PS 2.0-litre petrol and 114PS 2.2-litre diesel.
· The petrol may be teamed with either a five-speed manual or four-speed automatic transmission.
· The diesel is Nissan’s first common rail unit and also the first car in its class to be offered as standard with a six-speed manual gearbox.
· Three trim levels: S, Sport and SE+.
· Prices yet to be confirmed but will range from around £16,800 for the 2.0 S to £21,000 for the 2.2 Di SE+. The diesel is around £1000 more than an equally specified petrol and automatic transmission is a £1000 option on the petrol.
· Another unique-for-X‑TRAIL feature is its electronic ALL MODE 4x4 system, modelled on that of the Skyline GT‑R.
· Every X‑TRAIL comes equipped with two airbags, side airbags (Sport and SE+), anti-lock brakes with EBD and brake assist, electric windows all round, electric sunroof and door mirrors, remote central locking with anti-hijack, 3-point centre rear seatbelt, plus ISOFIX child-seat mounting points.
· Nissan has developed ESP+ purely for X‑TRAIL. It’s an electronic stability programme that integrates ABS, traction control, EBD, an active brake limited slip differential with the ALL MODE 4x4 system. It’s an option on the 2.0 SE+ manual for around £800.
· All round disc brakes (a first in class) combined with ABS, EBD and Nissan Brake Assist have been designed to offer best-in-class stopping distances.
· Innovative features include centrally mounted instruments, wipe-clean luggage area and chilled can holders.
· UK sales are forecast to be around 4200 units in 2002.
- 3 -
DESIGN
The plan
The compact 4x4 sector has been growing and growing yet till now a Nissan contender has been conspicuous only by its absence.
The Terrano II is the best selling medium sized 4x4 in Europe (ahead of Discovery) but is too traditional 4x4 - biased towards off-road driving, hard-graft and towing - to be adapted for entry into the compact sector. Hence Nissan decided to loosely base the X‑TRAIL on its new M/S (or medium small) platform which has already spawned the Almera family and the soon-to-be-launched new Primera.
In designing the X‑TRAIL, always at the front of Nissan’s mind was making it as easy as possible for customers to live day in day out with the car. (And also that it still offered the Terrano II for anyone needing to carry 7 people, tow a 2.8 tonne caravan or cross a muddy field in order to milk a cow.) Consequently Nissan’s design parameters were not dissimilar to those of a conventional family car, albeit one with an elevated driving position and four-wheel drive.
In other words, the X‑TRAIL needs to offer safe and secure handling whatever the weather’s doing, parsimonious fuel consumption, a comfortable ride and seating, low noise levels, smooth and powerful brakes, active and passive safety levels no different to that of a family saloon and an easy-to-live-with, practical interior. But in addition, the X‑TRAIL should be able to ‘hit the trail’ on demand.
In the UK at least, these compact 4x4s spend most of their time on road. Hence Nissan’s aim was to offer the best possible off-road performance without any compromise to on-road handling. This need led to the development of ALL MODE electronic 4x4 covered in detail later.
Who buys a compact 4x4?
Anyone who can afford one is the simple answer because an X‑TRAIL driver is just as likely to be a 30 year old single, loft-dwelling male as a 65 year old retired couple who share a passion for fuchsias – quite a cross section to cater for.
In 1995, pre-Freelander, a quarter of European 4x4 sales were compact sized. By 2005, this proportion is expected to stand at half. These sales, though, are not at the expense of medium or large 4x4s. Nissan’s research suggests that very few drivers of Terrano II sized vehicles are trading down to a compact 4x4. Instead they are trading up from Almera class cars (especially so-called warm or hot hatches) as well as larger, more traditional family saloons. And another type of customer turning to a compact 4x4 is the compact executive driver fed up with the growing ubiquity of his or her car.
- 4 -
The UK is ahead of Europe in that four-wheel drive sales here now exceed those of executive or E-segment cars with already half of these being compacts. 74% of British people buying one didn’t drive a 4x4 before whereas only 40% of medium-sized 4x4 buyers are four-wheel drive virgins. Bigger 4x4s tend to share the household’s gravel drive with at least one other car but a third of compacts have it all to themselves or if not, it’s likely to be a supermini that’s parked alongside. And – final demographic statistic – a high 40% of compact 4x4-ers are women yet just 18% of Discovery sized off-roaders have a female pilot. Anyone who regularly gets caught up in a school run jam may wish to dispute this last figure.
Exterior Design
- five door only
You can only buy a five-door X‑TRAIL. Why? Because Nissan felt its customers would favour easy access for family and friends. And a longer wheelbase meant superior ride comfort as well as, of course, more interior space. Indeed, the X‑TRAIL has the longest wheelbase (2625 mm) in its class. However the X‑TRAIL is easy to park (especially if fitted with Nissan Rear Park…) as it takes up no more road space than a Primera.
- 4x4 meets estate
Funky dates fast which is why Nissan chose not to go down that track with the X‑TRAIL. Instead, the company’s designers imagined what might happen if a Patrol GR mated with a Primera estate … figuratively rather than literally. So X‑TRAIL has hints of butch 4x4 (i.e. don’t mess with me) with some estate car thrown in (to relate to customers who previously lived life closer to the road) while still giving the impression that its driver spends his or her weekends indulging in extreme sports. In reality, though, it’s more likely to be an Ikea flat-packed side-board (rather than a snow-board) that’ll be testing our customer’s endurance.
An X‑TRAIL could, if it wanted to, get down to some serious mud plugging as it has a substantial 195 mm of ground clearance and short front and rear overhangs to give approach and departure angles of 28 and 25 degrees respectively. It also has axle articulation to worry a Landie.
- lights, grille and a new badge
The X‑TRAIL’s headlights are noticeably large - better to see and be seen. There’s nothing practical though in the choice of blue-tinted lenses for the side-lights – they just look good. Spot-lights where fitted are separated from the main light cluster and situated in the bumper, but recessed to protect the lenses from stone damage.
The number plate is housed in a protruding part of the bumper which also acts as a large over-rider. It’s grey on an X‑TRAIL Sport marking it out from the rest of the bumper which is colour-keyed. Car anoraks might spot the new Nissan badge - similar to that used before but more modern in appearance. X‑TRAIL is the first car in Nissan Europe’s range to use it. The grille is integrated into the bumper assembly and in
- 5 -
design mirrors those of Nissan’s other 4x4s (so not the ‘wings’ design of an Almera or Primera, say). On an SE+ it’s picked out in chrome. And why the bubbles on top of the light clusters? Simply to aid parking. Another sign of Nissan’s attention to easy day-to-day liveability.
- deformable front wings
Those wings with their Patrol GR mimicking wheelarches are actually made of plastic. Not only does this make them 5 kg lighter than a steel equivalent (helping lower fuel consumption), it means they’ll withstand a bash from a 6 kg object moving at 4.3 mph. So a particularly large bottom can lean on an X‑TRAIL knowing that no permanent damage will be caused.
- mud-free trousers
One of the reasons people buy a 4x4 is for its high-mounted driving position which leads to a feeling of safety and increased visibility - the X‑TRAIL’s large glass area and slim pillars capitalise on this further. The high driving position also makes the car easier to get into and here again the X‑TRAIL goes a step better with doors that take the sill with them as they open. This handily also means that one’s trousers won’t be muddied after an energetic bout of off-roading. The exterior door handles are of the pull type which is the natural way to open a door. They’re chromed on every X‑TRAIL with black surrounds except on the SE+ where these are colour-coded. Wing mirrors are tall with electric fold-in-ability as an added SE+ feature.
- quietest interior in its class
Remember drag co-efficients? For the record, the X‑TRAIL’s is 0.37 – very low for a car of its type. This has an obvious benefit to fuel consumption but it also gives it – according to Nissan’s tests – the lowest level of interior wind noise of any car in its sector aided by other design elements such as the extension of the engine intake duct forward and a larger exhaust silencer.
- spoilers, roof rails, alloys and tail-lights
All X-TRAILs have roof-rails but they’re so neatly integrated you’d be forgiven for missing them. The Sport’s roof-mounted rear spoiler, though, is much more in-your-face. Well, why not. Both the Sport and SE+ have five-spoke 16” alloys chosen not just because they look good. They’re also easy to clean without the need to resort to a toothbrush.
The rear of the X‑TRAIL is near vertical boosting luggage capacity. The rear light clusters are high up for obvious safety reasons, like an Almera Tino. They also protrude out slightly from the tailgate glass to reduce the amount of water and muck that might flow onto the glass when travelling at high speed. The SE+ has an additional finishing touch in a chromed shroud for the number plate lights.
- 6 -
To satisfy individualists, there’s a range of styling add-ons available from the Nissan dealer. Less decorative but extremely functional are roof bars and boxes for excess bikes, boards and baggage.
Interior Design
Nissan prides itself on thinking about how its products are used every day and hopefully over a long period of time. And this shows in the design of the X‑TRAIL’s interior.
- snow-boarders can be mothers, too
The cars designers spent time hanging out at extreme sport events talking to potential X‑TRAIL punters about what they needed in a car. Research gathered in the design of the Almera Tino was used, too, because the X‑TRAIL will also be taking all the family on board … and the inevitable abuse that this entails.
- space for people, pets and paraphernalia
Space, literally but also airiness are X‑TRAIL features and not just for the driver and passengers. There’s room for loads of luggage, too. Unusually the X‑TRAIL will take one or even two mountain bikes if their front wheels are removed and the rear seat is folded. That’s due to a luggage floor length which at either 1003 mm with the seats up or 1874 mm with them folded is longer than any competitor.
- centrally mounted instruments
A high eye point ensures good visibility for all passengers. Everyone also gets a buy-in on the driving experience due to the large centrally-mounted instrument binnacle. This wasn’t just installed so that back seat drivers can keep a watch on the car’s speed. It means that the driver can adjust the steering wheel to the best position without fear of obscuring the instruments.
- driver’s own ‘phone box’
Putting the instruments in the centre also releases the space where they would usually go for a lidded storage box measuring 265 mm x 180 mm x 80 mm. To put that into perspective, it’s big enough to take 12 CDs. The box also incorporates a 12V power socket so a mobile phone, say, can be stashed and simultaneously charged.
- triple DIN stereo
The music system is mounted high up directly below the instruments where it can be easily reached. However that hasn’t stopped Nissan giving the driver the addition of steering-wheel mounted volume and tuning buttons on the SE+. This model and the S have a single DIN radio-cassette finished in silver to match the rest of the console. It leaves a spare DIN slot below or above it with a silver finished lid for more storage
- 7 -
space or for the fitment of Nissan’s Birdview™ navigation system. There is yet another DIN slot at the base of the centre console which takes an in-dash 6 CD autochanger, standard fitment on the SE+. On the Sport, this area is free for bits stashing because it has a double DIN sized radio/cassette/single CD stereo included as standard.
- chunky new column stalks; air-con-ed can holders
A thick-rimmed four spoke steering wheel with thumb points will be familiar to Almera and Primera drivers but not the chromed, new Nissan logo in the centre of the airbag cover. The steering column stalks work as they always do on Nissans with the same lightness of touch but they’re now more chunky than before. The same design will also be seen on the new Primera.
Flanking the stereo are silvered buttons for the four-wheel drive system and heated rear window. Below these are two lidded boxes of which Nissan is particularly proud. They are sized to take a 500 cc water bottle or standard soft drink can though they will also hold a pair of sunglasses or a mobile, say. On Sport and SE+ models which have standard air conditioning, they will also cool your water or Coke. If you don’t want your mobile chilled, the cooled air can be shut off.
- detachable rear cup holders
When you’ve cracked open your Coke, transfer it to one of four cup-holders. The front ones fold out from the upper dashboard alongside the A-pillars with your can’s base being held by a recess on the dividing shelf between the instruments and centre console. Back seat passengers have a choice of two cupholders situated on top of the transmission tunnel. These will in fact take a bottle up to 72 mm in diameter. Cleverly they’re mounted in a detachable unit that allows for a longer luggage floor when the seats are folded.
The SE+ has another storage box behind the handbrake. This has a cushioned lid that can be slid forwards when the driver wants to rest his or her arm while motorway cruising or backwards by 55 mm when there’s lots of gearchanging to be done.
- wipeable seats
Every X‑TRAIL has seats upholstered in material designed to take abuse but which, okay, look good as well. That used in the Sport is particularly novel being shiney to make it more easy to wipe clean and on this model, the seat base and lower back are covered in concave dimples for added ventilation. Even the grade of leather fitted as standard to the SE+ is tougher than you might imagine and by definition wipe cleanable. The door trims have a padded area just below the window line (upholstered on the SE+) to act as an elbow rest and the armrests (which carry the electric window switches) are large with big handles for door-closing and also gripping during a white knuckle off-road drive. The plastics used on the doors and throughout the interior are suitably modish in appearance with metallic inserts to complete the high tech effect.
- 8 -
- executive sized seats
The X‑TRAIL’s front seats are much larger than you’d find in its competitors. In fact they’re almost as large as an executive saloon’s. This is to reduce fatigue on long journeys. They also absorb vibrations, particularly those experienced during off-road driving. The seat squab adjusts for tilt and has side bolsters for added grip. The back rest also has bolsters to hold you in place during spirited cornering but only for the lower torso making shoulder movement easier. Lumbar adjustment is fitted to the Sport and SE+ while seat recline is via a lever so they can be quickly flopped down for a roadside nap. Front seat headrests are ‘O’ shaped so rear seat passengers don’t feel hemmed in. And the front seat runners are designed so that those sitting behind can use the space underneath for their feet.
- Reclining, flat fold rear seats
The rear seat backrests, split 60:40 by the way, also recline through 34 degrees. This is easily done by pulling a knob on top of the seat back. The pivot through which the back rest reclines is situated below the passenger’s hip point making the positioning of the reclined seat more natural. And the force needed to perform the operation is 2 kg less than with a conventional mechanism – less effortsome in other words.
To transport two mountain bikes, it’s an easy matter of flipping up the bases of the two seat halves, removing the rear head rests and popping them in the holders provided and then releasing the seat backs and pushing them forward. And hey presto you have a flat load bay. Tie hooks are naturally fitted to which can be attached an optional luggage net. To take a longer load, the seat bases can be totally removed by pulling down and removing the pins which hold them in place. They don’t weigh much either – 10 kg to be precise.
- double size ski hatch
The Sport and SE+ have a rear centre armrest. Flop it down and two pockets are revealed in the seat back. Flop this down on top of the armrest and you’ve got a ski hatch measuring 130 mm by 200 mm. But it can be further enlarged by removing the arm rest itself making a hole 300 mm by 200 mm. Clever stuff.
- UNcarpeted load bay
An X‑TRAIL by definition is going to get all sorts thrown in its boot whether it’s dirty garden rubbish or mud-encrusted Timberlands. So the luggage area is not covered in likely-to-be-ruined carpet. Instead it’s protected by a resin not dissimilar to that used on trendy, expensive luggage. On the S and Sport, it’s sprayed silver whereas on the SE+ it’s honey-coloured, in all cases to match the rest of the interior.
The boot floor can be pulled completely free of the car, using a recessed handle, so it can be hosed down. Beneath this is a full-size spare wheel with the space around it available for hiding whatever. There is an additional secret compartment beside it with the jack hidden away under another lid on the opposite side.
- 9 -
The tailgate itself doesn’t open so high that shorter customers cannot reach it, yet it can still act as a roof for a pitstop when it’s raining. A recess on the inside of the tailgate means it can be closed without getting your fingers dirty. Note the X‑TRAIL has a roof-hinged tailgate rather than a side-opening barn-type door and so doesn’t need loads of space left behind it when parked to access the boot. Nor do you first have to swing back half a ton of scaffolding and spare wheel.
All X-TRAILs have a rear pull out luggage cover. Its design allows for the reclining of the rear seats keeping luggage hidden whatever their positions.
- largest hole-in-the-roof in its class
The British love their sunroofs. And every X‑TRAIL in the range has one as standard, electrically operated of course. Remember Nissan’s wish to give driver and passenger as great a sense of space as possible? Well, having a glass sunroof is nothing unusual but the size of the X‑TRAIL’s most certainly is. When open, the hole measures 0.56 m². That’s bigger, as far as Nissan knows, than any other conventionally opening glass roof. And calling the hole a ‘sun’ roof is always a little ambitious with the British weather so Nissan has renamed this feature the skyroof.
But when the sun does shine UV cut glass throughout the X‑TRAIL’s interior will reduce radiation. It also lowers the temperature of the interior and therefore the power required by the air conditioning system to cool it. The windscreen has further heat reducing elements that lower the temperature of the steering wheel rim by as much as 6 degrees C.
- 10 -
THE HARDWARE ALL MODE 4x4 system
Nissan realised that the X‑TRAIL would spend a lot more time on- than off-road. So it sought to use the four-wheel drive transmission in a way that not only made the X‑TRAIL extremely capable off road but as secure as possible on road especially when driving quickly or in tricky weather conditions. Nissan’s own Skyline GT‑R provided the answer.
This beast is one storming road car and a sensation to drive not least because of its electronic four-wheel drive system. The principles it employs have been transferred to the X‑TRAIL.
No other competitor has electronic three stage two- and four-wheel drive. Those that do offer automatic four-wheel drive typically do so via a less sophisticated dual ‘pumped’ system whereby the slipping of one pair of wheels pumps up the system to bring in the other pair. Because a wheel has to slip for anything to happen, there’s a delay of several wheel rotations before traction is restored by which time the car could be well stuck.
Nissan’s ALL MODE system anticipates loss of traction meaning that it only takes a few degrees of a single wheel rotation for torque to be reapportioned.
- mode one: 2WD
Under normal road conditions e.g. around town or on a dry motorway, the X‑TRAIL should be run in ‘2WD’ – at the risk of stating the obvious, two-wheel drive with the front wheels only doing the ‘driving’. Lower fuel consumption and tyre wear (or lack of) result. But should the system detect massive slip from the front wheels, ‘AUTO’ is selected till normal traction is resumed.
- mode two: AUTO
Should the driver’s pace quicken, the road surface become less firm or the weather deteriorates due to rain, snow or ice, it’s time to hit the ‘AUTO’ button on the dashboard. A green warning light immediately illuminates under the speedo to show that automatic four-wheel drive has been selected. This can be done at any speed and allows ALL MODE to apportion torque to each axle based on a number of inputs e.g. accelerator opening, wheel speed sensor, engine speed, G sensor and the brakes. All these are constantly fed into a 4WD and ABS control unit that in turn talks via a control unit to a coupling in the rear final drive.
Torque can be directed as much as 100% front (with 0% to rear) or up to 43% rear (57% front) almost immediately and as required. The percentage split is constantly varying anyway. Keen drivers may even wish to leave their X‑TRAIL in ‘AUTO’ all the time.
- 11 -
- mode three: LOCK
The X‑TRAIL offers a further four-wheel drive mode controlled by a third switch marked ‘LOCK’. Press it and the centre clutch locks dividing drive 57:43 (front to rear), a ratio chosen because that’s how the car’s weight is apportioned over its front and rear axles. This is for serious off road use or for extreme conditions such as when starting off on an incline covered in deep snow or driving through deep mud. You won’t even have to press ‘AUTO’ when the conditions become kinder because the car will do it for you.
- ESP+
ESP, or electronic stability programme, is becoming increasingly available on two-wheel drive cars but on fewer four-wheel drives. To that short list can now be added the X‑TRAIL. Except Nissan goes one better.
The X‑TRAIL’s stability programme, available now as an option on the 2.0 SE+ manual and in time other variants, is called ESP+ because it includes ALL MODE 4x4, traction control, ABS, EBD and an active brake limited slip differential (or B-LSD to risk one more acronym…). It works both on and off road to make the car more stable during under- and over-steer or when the steering wheel is moved too sharply.
Different sensors are employed to monitor both the steering angle and brake pressure. Two more look after yaw rate/lateral G and wheel speed. Taking information from all these, ESP+ calculates how the car should ideally be behaving given the situation and compares this with what it’s actually doing and then calculates what needs to be done to marry the two. Stability is restored by varying any, or as many as is necessary of the following: brake pressure to individual wheels (using the ABS and EBD), the mode of four-wheel drive and engine output.
Under the traction control system comes B-LSD also controlled by the ABS sensors. It monitors differences in the speeds of the car’s four wheels and automatically controls brake pressure to reduce wheel spin. The result of this multi-system approach is that ESP+ can either apply the brake or apportion torque to any individual wheel independently. With the back up of B-LSD, if the two sides of the car are on different types of road i.e. right side snow, left side cleared tarmac, and even if only one wheel has traction, the X‑TRAIL won’t get stuck.
ESP+ can be turned off and with it goes traction control and B-LSD except when ALL MODE 4x4 is in ‘LOCK’. Here B-LSD remains in force because the car is likely to be tackling the worst off road terrain. ABS never goes to sleep whether ESP+ is on or off.
- disc brakes all round
According to Nissan’s tests, the X‑TRAIL has the shortest stopping distances of any car in its class not least because it has disc brakes front (ventilated, 280 x 28t) and rear (292 x 16t). Standard ABS (integrated with 4x4), electronic brakeforce distribution (which is especially helpful when the car is fully loaded) and Nissan Brake Assist (for reduced pedal effort) all play vital roles, too.
- 12 -
Nissan has established an impressive record for itself in the Euro-NCAP crash tests with 4 stars for the Almera and the same for the Almera Tino (the latter beating all other competitors tested). The X‑TRAIL has not yet been tested but Nissan is confident it will do well. For now, customers should be reassured by seatbelts with pretensioners and load limiters, ISOFIX child-seat mounting points, twin airbags across the range with side airbags added on the Sport and SE+ and, on every X‑TRAIL, a three-point rear centre seatbelt.
Suspension and chassis
X‑TRAIL is of a monocoque construction for low weight and extreme torsional rigidity. The rigid chassis has front and rear subframes mounted to it with insulating structures between the two to reduce noise, vibration and harshness. Its suspension was developed exclusively for the car with independent, MacPherson struts at the front (with a subframe insulator for further NVH reduction) and parallel-link struts to the rear.
This light, stiff suspension with an aluminium transverse link is set up to move the rear wheel centre trajectory backwards on compression, rather than forward. This is to minimise tyre impact when an obstacle is hit and provide a compliant ride on- as well as off-road. Premium saloon cars were taken as the benchmark for the X‑TRAIL’s ride and high speed stability. Only a drive of the car will tell you if Nissan’s engineers succeeded in its aims.
A turning circle of just 11 m is at the top of the class and definitely more saloon than 4x4. Manoeuvrability is especially important when towing and an X‑TRAIL 2.0 will tug 1.5 tonnes of braked trailer, the 2.2 Di an even heavier 2 tonnes.
- 13 -
ENGINES
There are two engines offered in X‑TRAIL in the UK: a 2.0-litre petrol and 2.2-litre turbodiesel. We’ll discuss the diesel first.
‘YD22’ 2.2-litre turbodiesel
The X‑TRAIL is the first model in the range to receive Nissan’s common rail technology. New Primera will be the next. The engine is an in-line 16-valve DOHC direct-injection four cylinder, based on the unit used in the Almera Tino but with significant changes so it can be teamed with ALL MODE 4x4.
Common rail works with Nissan’s proven M-Fire technology. Instead of the usual distributor type fuel injection pump, which is mechanically activated, common rail injection is electronically activated at considerably higher pressures. The pressurised rail feeds through electronically controlled injectors on each cylinder, allowing for more accurate metering, at considerably higher pressure. This gives better atomisation in the cylinders.
Mechanically simple, this electronic system produces higher torque, lower emissions, lower NVH and lower fuel consumption – particularly when employed in conjunction with M-Fire.
Modulated Fire is unique to Nissan. It’s based around three technologies:
1. Formation of a strong swirl in the cylinders using dual intake ports – a tangential and a helical port. Under light and medium loads the intake is routed through the helical port promoting a strong swirl action. But under the heavy load the swirl control valve in the tangential port opens increasing the volume of air inflow … and reducing the amount of swirl. This allows for complete burn with virtually no unburned soot.
2. Application of heavy exhaust gas recirculation (EGR). Recirculating the exhaust gas through the air intake lowers both the temperature and the oxygen concentration of the mixture with a reduction of NOX emissions.
3. Optimisation of the fuel injection timing. Modulated Fire allows for later pre-mixed combustion than is usual in a direct injection diesel with injection starting around top dead centre.
- vital stats.
Engine capacity: 2184 cc
Max power: 114 PS @ 4000 rpm
Max torque: 199 lbs ft @ 2000 rpm
Kerb weight: 1541 kg
Urban cycle: 30.7 mpg
Extra-urban: 47.1 mpg
Combined: 39.2 mpg
CO2 emissions: 190 g/km (= 23% tax band in 2002/3)
Max speed: 103 mph
0-62 mph: 13.7 seconds
- 14 -
‘QR20’ 2.0-litre petrol
Quiet and smooth performance was the engineers’ aim when designing this engine. The all-new unit has twin camshafts and 16 valves, run via a silent chain and controlled by continuously variable valve timing control (CVTC). Interfacing with the other engine management systems, the CVTC ensures optimum power at all engine speeds. Engine response is strong and immediate but it is also smooth and quiet.
Measures have been taken to minimise any vibration. The aluminium block has a ladder-frame construction which improves strength while also reducing weight and resonance. Low-friction materials and lightweight items like the valve springs and the silent running chain all combine to offer a refined response under all engine loads. Any vibration is then countered by the twin chain-driven balancer shafts. The compact balancer system is situated below the crankshaft to help ensure a low centre of gravity.
The refinements have not been at the expense of serious off-road abilty e.g. the resin intake manifold is raised higher than on a passenger car so that the 4x4 can safely traverse water or deep mud.
The intake manifold is matched by dimensionally optimised exhaust manifolds with integrated catalysts. The all aluminium engine, like the car itself, has been designed to be as light as possible helping to be more responsive but also improve fuel consumption and lower emissions.
Every aspect has been examined in detail, from the precise fuel swirl in the shallow-bowl pistons to the variable two-way cooling system. The aim is to offer max performance with min consumption of fuel and other raw materials as well as the max reduction in emissions.
- vital stats.
Engine capacity: 1998 cc
Max power: 140 PS @ 6000 rpm
Max torque: 142 lbs ft @ 4000 rpm
Kerb weight: 1466 kg
Urban cycle: 23.5 mpg
Extra-urban: 36.7 mpg
Combined: 30.4 mpg
CO2 emissions: 221 g/km (= 26% tax band in 2002/3)
Max speed: 110 mph
0-62 mph: 11.3 seconds
- 15 - Transmissions
The 2.2-litre Di engine has an all new six speed gearbox with a gearknob shared with the Skyline GT‑R (without the GT‑R badge, obviously). The decision was taken to go with six gears because the greater torque of this engine suits a six speed ‘box – the driver will be able to obtain lower fuel consumption while having greater engine control in difficult off-road terrain. Thanks to the sixth gear, motorway cruising is even quieter and makes longer periods between fuel stops possible.
For the petrol engine, Nissan has used a typically slick shifting five speed. A four speed automatic gearbox is an option. It’s a high-efficiency E-flow unit which offers better fuel figures than previous generation boxes. A mechanical lock-up on 4th gear improves fuel consumption on longer journeys. You won’t find any mode switches on this auto ‘box. With the fly-by-wire throttle and electronic throttle chamber (ETC) both sensitive to throttle depression speed, the gearbox works out whether the driver wants high or low response rates and at what engine speed the gearbox should change up or down.
- 16 -
RANGE AND PRICES
The X‑TRAIL range is simple to get your head round: one body-style, two engines and three trim levels. And being a Nissan, there are few optional extras to worry about. Prices will be announced closer to the on-sale date of 1 October. For now, here are some educated guestimates:
2.0 S £16,800
2.2 Di S £17,800
2.0 Sport £18,000
2.2 Di Sport £19,000
2.0 SE+ £20,000
2.2 Di SE+ £21,000
- options
automatic gearbox add £1000 to 2.0 Sport or 2.0 SE+
ESP+ add £800 to 2.0 SE+
Birdview navigation add £1500 to any model (dealer fit)
Rear parking sensors add £310 to any model (dealer fit)
In dash 6CD autochanger add £405 to S (dealer fit)
Metallic paint add £250 to any model
Nissan would say that the X‑TRAIL offers excellent value for money but take a look at the list of standard equipment and you can’t help but agree:
- X‑TRAIL S
- ALL MODE 4x4
- Driver and front seat passenger airbags
- ABS, EBD and Nissan Brake Assist
- ISOFIX child seat mounting points
- Three-point rear centre seatbelt
- Six-speed gearbox with 2.2 Di engine
- Electric windows front and rear
- Electrically adjustable door mirrors
- Electric glass tilt/slide sunroof
- Driver seat height adjust
- Reclining, split fold rear seat
- Remote central locking with anti-hijack
- 4 speaker stereo radio/cassette
- Luggage area cover
- Roof rails
- 3 x 12V power sockets
- 17 -
- to which X‑TRAIL Sport adds (for £1200)
- Side airbags
- Body coloured door mirrors
- Colour-coded bumpers with grey overriders
- Wipeable seat upholstery
- Drilled alloy foot pedals
- Driver seat lumbar adjustment
- Rear centre armrest
- Rear seat ski slot
- External temperature gauge
- Climate control
- Pollen filter
- Alarm
- 6 speaker single-slot CD and radio/cassette
- Roof spoiler
- Chill/heat can/bottle holders
- To which SE+ adds (for £2000)
- Colour-coding of door handle surrounds and bumper overriders
- Chrome grille and rear number plate lights cover
- Electrically foldable and heated door mirrors
- Leather upholstery
- Heated front seats
- Front centre armrest
- Leather gear lever
- In-dash 6 CD autochanger
- Steering-wheel mounted audio controls
- Front fog lamps
- (Sport’s rear spoiler not fitted)
Servicing, warranties and insurance groups
Service intervals for the petrol engine are every 9000 miles and for the diesel every 12,000. As with all Nissans, the X‑TRAIL comes with a three year/60,000 mile manufacturer’s warranty and 12 year anti-perforation cover.
Insurance groups have been confirmed as the following:
S 9E
Sport 9E
SE+ 10E
ends…
FOR FURTHER INFORMATION CONTACT:
Nissan Press Office on 01923 899930
29303/0901