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Don’t let looks deceive you. Even though the Qashqai’s design has remained exactly the same throughout its first three model years, especially when seen in its official launch colour of Monarch Orange,…

New Car Reviews

2019 Nissan Qashqai SL Platinum Road Test

Don’t let looks deceive you. Even though the Qashqai’s design has remained exactly the same throughout its first three model years, especially when seen in its official launch colour of Monarch Orange, this 2019 model received plenty of important new upgrades.

The list of improvements starts with advanced driver assistive systems such as Intelligent Emergency Braking (IEB), Blind Spot Warning (BSW), Rear Cross Traffic Alert (RCTA), and Nissan’s smart Rear Door Alert (RDA) system, that latter reminding if something or someone has been left in the back seat, while other additions include a new standard NissanConnect infotainment touchscreen that grows to 7.0 inches across the line, and boasts standard Apple CarPlay and Android Auto smartphone integration, satellite radio, live navigation, plus mobile apps and services. The latest entry-level Qashqai also features a second USB port within the centre console, plus Nissan’s convenient Divide-N-Hide cargo system in back. If that news isn’t good enough, take note that Nissan managed to add all of this content while only increasing the price by $200, to $20,198.

That increase in price isn’t responsible for the Qashqai no longer being the most affordable subcompact SUV in Canada, however, the blame for that clearly laid on Nissan’s own $18,298 Kicks. Now the Japanese automaker has more small utilities in its lineup than any mainstream rival, all three of which are amongst their segments’ top sellers.

The Qashqai’s low base price doesn’t mean that it comes up short on features either, its standard menu filled with goodies like projector headlights, LED daytime running lamps, heatable powered door mirrors with LED turn signals, powered windows and door locks, the latter connected to a switchblade-style remote, an electronic parking brake (which strangely reverts to a foot-actuated type on S CVT and SV CVT trims), a tilt and telescopic steering column, a colour TFT multi-information display (MID), variable intermittent wipers, sun visors with extensions and vanity mirrors, sunglasses storage in the overhead console, micro-filtered air conditioning, a backup camera that’s now easier to view due to the bigger infotainment display, Bluetooth phone connectivity with streaming audio, text message reading and responding capability, Siri Eyes Free, a four-speaker AM/FM/CD/MP3/WMA audio system with illuminated steering wheel buttons, speed-sensitive volume, Radio Data System (RDS), two-way Quick Comfort heatable front seats (that truly heat up quickly), a rear-seat centre armrest, a cargo cover, six cargo tie-down hooks, tire pressure monitoring with Easy Fill Tire Alert, all the usual passive and active safety and security features, and more.

Just like before, the Qashqai continues into 2019 with three trim lines, including the previously noted entry-level S model, plus the SV and SL, the former two offering optional AWD and the latter making it standard. That top-tier trim is how my test model was dressed up, replete with an even more upscale Platinum package, but before I unwrap all this upgrade entails I should point out that the $26,198 SV might be an even better option for those not willing the pay for the premium-like features in my SL.

The SV boasts sharp looking 17-inch alloy wheels, these replacing the base set of 16-inch steel rims with covers, plus automatic headlamps, fog lights, remote start, proximity keyless entry, pushbutton start/stop, auto high beams, rear parking sonar, illumination added to the vanity mirrors, a powered glass sunroof, a heated leather-wrapped steering wheel, a leather-clad shifter knob, cruise control, two additional stereo speakers, two-zone auto HVAC, rear passenger ventilation, and more, while a host of new advanced safety features are included too, like enhanced autonomous Intelligent Emergency Braking with Pedestrian Detection, Lane Departure Warning (LDW) with Intelligent Lane Intervention, and Rear Intelligent Braking (R-IEB).

The top-tier SL model I was testing starts at $31,398, but even for this reasonable sum it looks and feels like a small luxury utility due to big standard 19-inch alloys, roof rails, the electronic parking brake once again (this is the only trim that combines it with the CVT), an Intelligent Around View Monitor, navigation, voice recognition, SiriusXM Traffic and Travel Link, leather upholstery, an eight-way powered driver’s seat with two-way lumbar, and a front driver’s seatback pocket, while new to the SL’s standard features list is Intelligent Cruise Control (ICC), Moving Object Detection (MOD) to improve the R-IEB, and the ProPilot Assist semi-automated self-driving system that helps to maintain a given lane while easing highway driving stress.

As I noted earlier, my test model also included the $2,000 SL Platinum package that provides LED headlamps for seeing much farther down the road at night, an auto-dimming rearview mirror, a Homelink universal remote, wonderful sounding nine-speaker Bose audio, and NissanConnect Services, the latter a bundle filled up with mobile apps designed to enhance everyday life with your Qashqai.

Of note, all the 2019 Qashqai prices mentioned in this review, including trims, packages and individual options, were sourced from CarCostCanada, where you can also find rebate information and dealer invoice pricing that could save you thousands of dollars when purchasing a new vehicle.

Together with the full load of features the Qashqai provides in each trim, the cabin is surprisingly upscale. Last year I tested a base S model, and was impressed with its refinement for only $20k, but this SL Platinum is much fancier. The dash top is soft to the touch and the front door uppers are formed from a nice padded composite, these being common surface treatments no matter the trim chosen, but as mentioned earlier the attractive perforated leather upholstery with contrast stitching can’t be had outside of this SL. Such is the case for the leatherette-wrapped padding with contrast stitching found on the lower centre console, that also serves to protect you and your front passenger’s inside knees from rubbing up against what would otherwise be a harder plastic surface, and it’s great looking too.

Some additional SL highlights include piano black lacquered inlays on the instrument panel, the centre stack, around the shift lever, and each door panel front to back, while this was accented nicely by a narrow strip of satin-silver metal-look trim. Nissan adds more satin-silver detailing on the steering wheel spokes and the shifter, before splashing chrome throughout the rest of the interior to bring a bit of sparkle to key components.

Sitting in the driver’s seat, the leather-covered steering wheel feels good in the hands, while the similarly clad shift knob connects through to Nissan’s Xtronic CVT (continuously variable transmission), which joins up to an energetic 2.0-litre four-cylinder engine capable of 141 horsepower and 147 lb-ft of torque. The CVT will probably be the choice of most Qashqai buyers, but I tested the six-speed manual last year and was happily surprised. It’s a sporty feeling manual that provides plenty of go-fast performance, whereas the CVT tested here is best for cruising at more relaxed speeds, the Qashqai SL pretty good at smoothing out road wrinkles, quieting outside commotions, and comforting all aboard.

CVTs are often criticized for lacking any sort of sporting capability, but after testing three Qashqais with this automated gearbox, and a whole host of additional Nissan models with variations on this CVT’s theme, I found it ideally suited to SUV life. Of course, it hardly provides the kind of get-up-and-go as the manual, in fact buzzing annoyingly when getting hard on the throttle thanks to any CVT’s natural inclination to hold higher than required revs for longer than needed, but fortunately the shift lever’s manual mode is even better for relieving performance than adding it. Shifting up at such moments provides instant relief from the high-revving engine (which can get a bit noisy when left for too long at high revs), dropping the revs and bringing peace and quiet. The process eventually occurs all on its own, but why would anyone want to wait? At regular daily speeds the transmission was best left in Drive, at which point it delivers smooth, capable performance.

This said the Qashqai moves along quickly enough without the need to force it hard, while its ride quality is good for the small SUV segment due to a long wheelbase that’s based on a version of the same chassis architecture and fully independent suspension as the larger Rogue SUV, which incorporates struts up front and a multi-link setup in the rear, plus stabilizer bars at both ends. This means, even with my tester’s larger 225/45R19 all-season tires, the Qashqai ideally balances all the firmness required for its impressive road holding with plenty of comfort. Additionally, its four-wheel disc brakes bring speed to a standstill plenty fast, aided by Intelligent Engine Braking that becomes standard with SV and SL trims.

On top of this, the Qashqai is a miser on fuel, with an estimated five-cycle rating of 10.0 L/100km in the city, 8.1 on the highway and 9.2 combined when FWD is mated up to the manual gearbox; 8.6 city, 7.2 highway and 8.0 combined with FWD and the CVT; or 9.1, 7.6 and 8.4 with the CVT and AWD. With today’s ever-increasing pump prices, the Qashqai can certainly be a relief to the budget.

Of course it may be a bit less efficient when filled up with people and gear, and trust me the Qashqai can hold a lot of both. With respect to the latter, the little ute can stow 648 litres (22.9 cubic feet) of cargo behind its back seats when they’re upright, which is extremely good for this segment, while those standard 60/40 split-folding seatbacks open up a maximum of 1,730 litres (61.1 cubic feet) of gear-toting space when laid flat, and that’s about as good as it gets in this class.

Regarding passenger space and overall comfort, the front seats are nicely sculpted, cupping the backside perfectly, while I found the driver’s seating position excellent for my five-foot-eight frame, providing all the adjustability I needed thanks to being complemented by a tilt and telescoping steering wheel that I was able to pull close enough for ideal comfort and control, this not always the case due to my long-legged, shorter torso body type.

I would’ve appreciated more seat heater comfort, however, as the setup provided just one “HI” and one “LO” setting, which sometimes made it too hot or not warm enough, reason enough for three-way systems being the industry norm. Still, it’s difficult to criticize too harshly in this price-sensitive segment, especially when the Qashqai does everything else so well.

This said you won’t find any such cushion warmers in the back, but those rear outboard seats are nevertheless very comfortable and capable of holding big teens and adults. As per normal, I positioned the driver’s seat as I would when behind the wheel and sat in the back seat, which left approximately five inches in front of my knees, as well as another four inches above my head, or enough space for a six-foot-plus passenger. There’s more than ample width too, best when two are aboard, but possible for three, while my shoulder and hips had about three to four inches left next to the door.

The rear seating area isn’t quite as nicely appointed as that up front, particularly where soft-touch door uppers would otherwise be found, but the door panel armrests are well padded with stitched leatherette covers, and the folding centre armrest is comfortable while its dual cupholders are practical. Nissan also adds a twin set of air vents to the backside of the front console, helpful when wanting to the keep the windows closed.

Spacious for most families, empty-nesters or active lifestyle couples including their gear, the Qashqai is a well-made, generously outfitted, and an enjoyable SUV to drive, delivering a lot more than its reasonable price promises, plus it continues paying dividends long after the honeymoon period is over, due to superb fuel-efficiency. No wonder the Qashqai sells better than most of its subcompact peers, all of which are reasons enough to recommend it highly.

It’s déjà vu all over again, or at least that’s how I felt when picking up my 2019 Nissan Rogue SL Platinum AWD tester. I’d spent a week with an identical model less than a year prior; even down…

New Car Reviews

2019 Nissan Rogue SL Platinum Reserve AWD Road Test

It’s déjà vu all over again, or at least that’s how I felt when picking up my 2019 Nissan Rogue SL Platinum AWD tester. I’d spent a week with an identical model less than a year prior; even down to its top-line trim level and most popular Pearl White paint.

Then I got inside, however, and was reminded of a near identical model I test drove the year prior in lovely Scarlet Ember livery, and therefore also remembered that last year’s SL Platinum wasn’t fully loaded, missing this SUV’s $500 SL Platinum Reserve Interior Package that includes a stylish stitched leatherette dash pad and replaces the regular Charcoal black or Almond beige leather upholstery with special quilted leather in an even richer looking Premium Tan hue, which comes across more like caramel or saddle brown. Either way it looks great, and ideally complements the white exterior paint, although the upgrade package is no longer available with the special metallic red exterior paint, or for that matter Nissan’s beautiful Caspian Blue. A shame.

Not to start this review out on a negative, because there’s very little to fault this popular compact crossover SUV on. As noted, the Rogue is Nissan Canada’s most popular model, and one look should make it easy to understand why. It was refreshed for the 2017 model year with Nissan’s wider, more U-shaped Vmotion 2.0 grille that I happen to like a lot more than the original V, while its then-new quad-beam headlamps with LED daytime running lights, and its updated LED brake lights added premium-level sophistication to the design.

That face-lifted 2017 model included additional styling tweaks on the outside plus updates within, a personal favourite being its flat-bottom steering wheel that still makes a sporty statement in the otherwise elegantly appointed top-line 2019 Rogue SL Platinum Reserve model. So equipped, that steering wheel is leather-wrapped with a heatable rim, a much appreciated mid-winter feature, as are the Quick Comfort heated front seats that come standard across the entire Rogue line, albeit the Platinum’s perforated leather upholstery is exclusive to this model.

There’s actually more to the SL Platinum Reserve Interior’s seat design than quilting and the caramel colour change. The quilting is only used for the centre inserts, with perforated leather added to the inner bolsters and contrast-stitched black leather on top of those bolsters for a little more of a sport look mixed in with the luxury. The seats’ upholstery is complemented by the same Premium Tan on the door armrests, centre armrest, padded knee protectors on each side of the lower centre console, and even the aforementioned dash facing, which incorporates a similarly classy looking stitched leatherette pad ahead of the front passenger.

Icing on the proverbial cake comes in the form of Piano Black interior door inlays surrounding the usual chromed door handles, which match up nicely next to the same glossy black treatment rimming the dash vents, centre console, gear lever surround and otherwise leather-wrapped shift knob.

As you may have guessed, the latest Rogue SL Platinum Reserve doesn’t just look like a premium crossover SUV, but in addition its standard feature set is replete with top-drawer gear that one-ups plenty of luxury brands. For instance, the official name given to this trim level is Rogue SL Platinum with ProPilot Assist, the latter technology standard with all SL Platinum models and really quite impressive. It’s a semi-autonomous “hands-on-wheel” driving system, which means it has the ability to completely drive itself, but due to safety concerns only lets you remove your hands from the steering wheel for about eight seconds at a time—it warns you to put your hands back on the wheel after that. Still, it’ll impress your friends and might be useful to those who find highway driving intimidating, as it helps keep the Rogue centered within its lane and, along with its Lane Departure Warning (LDW) and Intelligent Lane Intervention systems, may even help avoid an accident.

These latter two advanced driver assistance systems get pulled up to the SL Platinum from mid-range SV trim, as does Intelligent emergency braking with pedestrian detection, and adaptive cruise control, while high beam assist, rear parking sensors, Moving Object Detection (MOD), backup collision intervention and rear autonomous emergency braking join ProPilot Assist as options with the SV and standard equipment with the top-line SL Platinum model.

Along with all the usual active and passive safety features, some advanced tech incorporated into upper trims from the base Rogue S include Tire Pressure Monitoring System (TPMS) with a display showing individual tire pressures and an Easy-Fill Tire Alert, Intelligent Forward Collision Warning (FCW), Intelligent Emergency Braking (IEB), plus two features normally relegated to top-line trims, Blind Spot Warning (BSW) with Rear Cross Traffic Alert (RCTA), while Rear Door Alert is an oddly named albeit very welcome feature that actually warns against leaving something or someone in the back seat unattended after turning off the engine, by remembering that you opened a rear door before setting off on your drive. Now that’s smart.

As cool as some of this tech is, especially watching the Rogue drive itself, applying hands to said wheel while on the highway, and then winding through some twisting backroads after tooling through town is my usual course of action. As always the Rogue didn’t disappoint, but let me insert a caveat here, I’ve never set my performance expectations too high. This is an SUV built primarily for comfort rather than all-out speed, and to that end it delivers in spades, with a nice compliant ride, smooth, progressive acceleration, and an easy, controlled demeanor on the open freeway. It can manage curves too, and provides strong braking when needed, but if you’re looking for performance there are sportier SUVs in this class, yet few are smoother than the Rogue, such refinement its specialty.

Behind that V-motion grille is the Nissan’s dependable 2.5-litre four-cylinder engine, which continues to make a totally acceptable if not breathtaking 170 horsepower and 175 lb-ft of torque, while its standard continuously variable transmission (CVT) is one of the reasons behind that just noted smooth factor. It’s also partially responsible for the Rogue’s commendable Transport Canada fuel economy rating that comes in at 9.6 L/100km in the city, 7.5 on the highway and 8.7 combined with its as-tested all-wheel drivetrain, or 9.1 city, 7.1 highway and 8.2 combined when opting for front-wheel drive.

As is mostly the case in this class, all-wheel drive is more about tackling slippery pavement than anything off-road, although traveling to campsites over logging roads or light-duty trails can benefit from AWD, as well as its various electronic all-weather features, such as Vehicle Dynamic Control (VDC) with Traction Control System (TCS). This said others in the class are starting to broaden their appeal, with the latest RAV4 Trail featuring some real 4×4-like go-anywhere technologies, and the Subaru Forester long offering its X-Mode for extracting itself from rougher situations.

Back to earth, or rather asphalt, the Rogue is ideal for slogging through Canadian winters, hitting the slopes, or alternatively heading out on that summer camping vacation. It can tow a small camp trailer or lightweight boat weighing up to 500 kilos (1,100 lbs), plus it can carry plenty of gear in back, up to 1,112 litres (39.3 cubic feet) in the dedicated cargo area and 1,982 litres (70.0 cubic feet) when its 60/40-split rear seatbacks are folded flat. That rear bench is made more passenger and cargo friendly via a centre pass-through that doubles as a centre armrest with cupholders, which allows longer items like skis to be stuffed down the middle while rear passengers enjoy the benefit of the window seats, although take note they might be grumbling on the way back from the ski hill due to a surprising lack of available rear seat heaters.

Along with all of the features already mentioned, the $37,398 top-line SL Platinum gets a lot of premium-level upgrades that really make a difference when it comes to performance, safety, convenience and luxury, such as AWD, 19-inch alloy wheels, LED headlamps, an electromechanical parking brake, an auto-dimming rearview mirror, a heated leather steering wheel rim and leather-wrapped shift knob, memory for the six-way powered driver’s seat and side mirrors, a four-way powered front passenger’s seat, a powered panoramic sunroof, dual-zone automatic climate control, navigation, a surround parking monitor, great sounding Bose audio with nine speakers including two subs, Radio Data System (RDS) and speed-sensitive volume control, a gesture activated liftgate, and more.

I won’t tire you by scrolling through lists of everything that gets pulled up to SL Platinum trim from the other two grades, but some highlights from both include remote engine start, proximity-sensing access with pushbutton ignition, auto on/off headlights, fog lamps, LED turn signals within the side mirror caps, roof rails, the aforementioned six-way powered driver’s seat with power lumbar, a retractable cargo cover and more with the $29,098 SV, plus variable intermittent wipers, overhead LED map lights and sunglasses storage, a colour multi-information display, a 7.0-inch centre touchscreen, NissanConnect featuring Apple CarPlay and Android Auto, SiriusXM Traffic, hands-free text messaging assistant, Bluetooth, mood lighting, and more with the $26,798 base Rogue S. By the way, all pricing was sourced from CarCostCanada, where all the trims, packages and individual features are itemized, plus otherwise hard to find rebate info and dealer invoice pricing is provided.

For the most part our 2019 Rogue SL Platinum Reserve was well equipped, especially when it came to advanced driver assistance systems, plus it provided more than enough performance, a smooth, quiet ride, great fuel economy, and a fairly luxurious and comfortable cabin, while it was extremely accommodating for driver, passengers and cargo. I like the way it looks, especially as my tester was kitted out, which, along with all of the above, is likely why it’s such a strong seller, and also why it’s easy to recommend.

It might look the same from the outside, but Nissan has nicely updated the 2019 Qashqai despite only arriving on our market two years ago. As noted most changes go unseen, such as the adoption of Intelligent…

In Our Garage

2019 Nissan Qashqai SL Platinum

It might look the same from the outside, but Nissan has nicely updated the 2019 Qashqai despite only arriving on our market two years ago.

As noted most changes go unseen, such as the adoption of Intelligent Emergency Braking (IEB), Blind Spot Warning (BSW), Rear Cross Traffic Alert (RCTA), and Nissan’s smart Rear Door Alert (RDA) system (that reminds if you’ve left something or someone in the back seat), across the entire Qashqai line, while the little utility’s interior now benefits from a new NissanConnect centre touchscreen that’s now 2.0 inches larger at 7.0 inches and features standard Apple CarPlay and Android Auto smartphone integration, satellite radio, live navigation, plus mobile apps and services, while the base Qashqai also includes a second USB port within the centre console, and Nissan’s useful Divide-N-Hide cargo system in the storage area.

19 Nissan Qashqai SL Platinum — Like its subcompact crossover SUV peers, the Qashqai offers a little more ground clearance than a regular sedan or wagon, ideal for trips to the cottage. (Photo: Trevor Hofmann, Canadian Auto Press)

Even more impressive, all of these new features have been added without impacting the base Qashqai S model’s base price that still starts at just $19,998 plus freight and fees, making it the second-most affordable sport utility available in Canada behind Nissan’s own Kicks.

Standard features that continue forward into 2019 and by doing so make the latest Qashqai seem like an even better deal include projector headlamps with integrated led daytime running lights, heated power-adjustable side mirrors with integrated LED turn signals, power windows, power door locks with a switchblade-style remote key fob, an electromechanical parking brake (which oddly reverts to a foot-operated one on S CVT and SV CVT trims), a tilt and telescopic steering wheel, a colour TFT multi-information display, variable intermittent wipers, sun visors with extensions and integrated vanity mirrors, overhead sunglasses storage, micro-filtered air conditioning, a rearview camera that’s now easier to use thanks to the larger centre display, Bluetooth phone connectivity with audio streaming, text message read and response capability, Siri Eyes Free, four-speaker AM/FM/CD/MP3/WMA audio with illuminated steering wheel controls, speed-sensitive volume, Radio Data System (RDS), fabric upholstery, two-way Quick Comfort heatable front seats, a rear-seat centre armrest, 60/40 split-folding rear seatbacks, a cargo cover, six cargo area tie-down hooks, tire pressure monitoring with Easy Fill Tire Alert, all the expected passive and active safety and security features, plus much more.

The Qashqai is once again available in three trims, the aforementioned base S model joined by the SV and SL, my tester being in the latter. Before delving into its new upgrades, standard features list and various options, the $25,998 SV is a good choice for those not needing the premium-level pampering offered by the SL, thanks to 17-inch alloys replacing the base model’s 16-inch steel wheels with covers, automatic on/off headlights, plus fog lamps, roof rails, remote engine start, proximity-sensing keyless access, pushbutton ignition, high beam assist, rear parking sensors, illumination added to the vanity mirrors, a powered moonroof, a heatable leather-wrapped steering wheel rim, a leather-wrapped shift knob, cruise control, two more stereo speakers, dual-zone automatic climate control, rear passenger air vents, etcetera, while a host of new advanced driver assistance systems get added including enhanced autonomous emergency braking with pedestrian detection, Lane Departure Warning (LDW) with Intelligent Lane Intervention, and Rear Intelligent Braking (R-IEB).

My tester’s top-line SL trim starts at $31,198 yet really helps to make it feel like a mini luxury ute thanks to standard 19-inch alloy wheels, the electromechanical parking brake again (the only trim that mates it to the CVT), a 360-degree Intelligent Around View Monitor, navigation with detailed mapping, voice recognition, SiriusXM Traffic and Travel Link, leather upholstery, an eight-way power driver’s seat including two-way powered lumbar, and a front driver’s seatback pocket, while Intelligent Cruise Control (ICC), enhanced rear auto braking with Moving Object Detection (MOD), and ProPilot Assist semi-automated self-driving capability are new to the SL’s standard list.

Lastly, my tester featured the $2,100 SL Platinum Package that includes LED headlights, an auto-dimming interior mirror with an integrated Homelink garage door opener, plus a nine-speaker Bose audio system, and NissanConnect Services.

By the way, all pricing for the 2019 Qashqai, including trims, packages and individual options, was sourced at CarCostCanada, where you can also find money saving rebate info and dealer invoice pricing that could save you thousands.

SV and SL models also come standard with Nissan’s Xtronic CVT (continuously variable transmission), not to mention Intelligent Engine Braking, and while this will likely be preferable to the majority of Qashqai buyers you may enjoy the six-speed manual that comes standard in base S trim. I tested it last year and came away smiling, as it’s a well sorted manual gearbox that adds a lot of sport back into this utility’s character, which is more about smooth, quiet, comfort in its higher trims.

I won’t go into too much experiential detail in this garage report, being that we just brought it home from Nissan’s detail team today and haven’t spent anywhere near enough time in it to comment, but this is hardly the first Qashqai at our weeklong disposal so already have a good idea of what we’re about to live through. Suffice to say the 2019 Qashqai SL hasn’t disappointed us thus far, but rather reminded us why Nissan is quickly taking the lead in this all-important entry-level crossover SUV segment.

The Qashqai is Nissan Canada’s second-best-selling vehicle behind the larger compact Rogue, and quite frankly its growth in popularity throughout 2018 has been staggering. Sales were up by 119.2 percent to 19,662 units last year compared to just 8,970 in calendar year 2017, making it tops in its segment and after passing the Subaru Crosstrek that’s been on a 30.2-percent sales surge of its own, albeit with only 14,539 units down the road, while the new Hyundai Kona is close behind at 14,497 deliveries. Interestingly, Mazda’s CX-3 grew sales by 13.8 percent to 12,445 units, while the redesigned Jeep Compass found 46.4 percent more buyers in 2018 for a total of 9,434.

Trending the other way is the once best-selling Honda HR-V that saw its sales fall by 35.9 percent to 9,071 units (although some of this results from a flood in its Mexican plant that shut down operations for quite a while), whereas the recently introduced Toyota C-HR made significant gains of 57.8 percent yet only managed a rather lacklustre 6,819 deliveries, and the entirely new (to us) Ford EcoSport enjoyed its first full year of sales, but found just 6,315 takers.

Moving in the opposite direction, a subcompact crossover SUV segment loser was the somewhat stale Mitsubishi RVR that experienced a sales decline of 17.5 percent to 5,750 units, while the Chevy Trax lost 25.1 percent to post 4,465 deliveries, which is just ahead of the aforementioned Nissan Kicks’ 4,362 sales despite that model’s mid-year arrival. The final two to make gains were the new Kia Niro, in hybrid and plug-in forms, with 2,659 deliveries for growth of 67.2 percent, and the Mini Countryman that’s also available in plug-in guise, and possibly due to this saw its sales rise by 36.9 percent to 2,479 units.

Lastly, the biggest losers are Jeep’s Renegade with a downgrade of 60.4 percent to 1,193 units, and that same model in Fiat 500X form that saw its sales jump off the proverbial cliff by 90.8 percent to a completely pathetic 79 units, despite being a nice little SUV that I quite liked last time I tested it.

The Qashqai makes more sense though. It costs less, and provides a lot more comfort and size. It’s actually quite large for its subcompact SUV class, reason enough for Nissan to slot the Kicks in down below, yet compared to the Rogue it’s a small fry, despite riding on a version of the same chassis architecture, complete with a fully independent front strut, rear multi-link suspension setup with stabilizer bars front and back.

Under the hood is an efficient 2.0-litre four-cylinder engine good for 141 horsepower and 147 lb-ft of torque, while its previously noted CVT drives the front wheels or all four. To reiterate and clarify, base S trim makes the CVT optional, while SV and SL trims include it as standard equipment, whereas AWD is optional with both lower trims and standard with the SL.

As you may have expected the 2019 Qashqai remains a fuel economy leader with a claimed 10.0 L/100km city, 8.1 highway and 9.2 combined with the FWD manual, 8.8 city, 7.3 highway and 8.1 combined with FWD and the CVT, or 9.0, 7.5 and 8.4 with the CVT and AWD.

As usual I’ll wait to talk about driving impressions, interior quality, fit, finish and everything else in my upcoming road test review, although if you just can’t wait go ahead and check out my review of the 2018 Qashqai S with a manual transmission or my review of a top-line 2017 Qashqai SL, which is much the same as this new 2019 version except for a foot operated parking brake and some additional upgrades mentioned earlier in this garage review. Also, enjoy the photo gallery of this 2019 Qashqai SL above…

Nissan has taken a very different tack by normalizing its second-generation Leaf, which is both good and a bit of a shame. Don’t mistake me for being negative about its more familial design direction,…

New Car Reviews

2019 Nissan Leaf SL Road Test

Nissan has taken a very different tack by normalizing its second-generation Leaf, which is both good and a bit of a shame. Don’t mistake me for being negative about its more familial design direction, because the first version’s whacky styling almost made a balloon look square, but much if not all of the initial model’s whimsy is now gone, replaced by a slick, efficient, business-first compact.

I like the look. With the Leaf’s original Dr. Seuss-inspired styling now relegated to EV history, a design that must have fully appealed to the plug-in masses that snapped it up faster than any EV before, a matured interpretation of the monobox design is all crisp, clean creases of trademark V-motion, floating C-pillar, Z-like taillight Nissan goodness, a sharp contrast to the ovoid Leaf of yore.

Alas, open the tiny hood just above that new V-shaped grille and the old car’s beautifully detailed metal “engine” cover with blue and chrome “NISSAN zero Emission” branding is gone, replaced by a much more advanced 110kW electric motor topped off with a much less inspiring black plastic cover, the branding now simply stating its “NISSAN” maker.

Yes, the electric vehicle industry is growing up, and with its maturation our once fun and funky Leaf teenager is becoming an older, more responsible adult. This said there’s much good that can be said for a more conservative approach when it comes to car design, especially when factoring in the need for aesthetic longevity, which translates into higher resale values due to greater appeal within the used market.

That new 110kW motor may do even more to bolster pre-owned Leaf values than styling, thanks to a lot more get-up-and-go and much greater range. Imperially that number reads 147 horsepower, a 40 hp gain over its predecessor, while torque is up 30 lb-ft to a much more motivating 236.

A more potent 40kWh Li-ion battery now powers the uprated motor, a 16kWh improvement over the previous generation without any increase in physical size. This means it can now travel up to 241 kilometres on a single charge compared to just 172 km for the old model, and this 69-km extension makes all the difference in the world.

Depending on the length of your commute or the complexity of your errand list, the new Leaf lets you drive around for days without recharging. What’s more, the range anxiety some might have experienced with the outgoing model should be all but gone, as long as you top it up well before the little blue battery graphic shows a need.

Replenishing from near empty takes about seven hours from a 240-volt charger or more than an entire day when hooked up to a regular 120-volt household socket. I recommend you purchase a proper Level 2 charger so you can fill up overnight, or you’ll be making a lot more impromptu stops at retail outlet charging stations than your schedule may allow for. Then again, if you can find a Level 3 DC fast-charging station you’ll be able to fill it from near zero to 80 percent in about 40 minutes, while recharging to 80 percent is always significantly quicker than trying to top it off the final 20 percent, no matter which charging process you’re using.

Fortunately, owning a plug-in allows for some front-of-the-line exclusivity when it comes to parking spots. In my city the majority of shopping malls, big box stores, hotels, and government buildings offer free charging for their greenest customers, and more often than not these specialized parking spots are located right next to the front doors of their establishments, providing a level of VIP convenience to EV ownership.

Livability in mind, the Leaf has always been roomy and comfortable. The new one is not noticeably improved for occupants or cargo, with the latter measuring a fairly generous 668 litres (23.6 cubic feet) with the 60/40-split rear seatbacks upright and 849 litres (30.0 cubic feet) when they’re folded. What’s more, there’s no battery awkwardly protruding into the cargo area like some other EVs, with the Leaf SL’s load floor nice and flat other than a smallish Bose Acoustic Wave System boombox butting up against the rear seatbacks, the seven-speaker audio upgrade making the most of the otherwise near silent Leaf interior.

The Leaf cabin is certainly quiet thanks to a lack of engine and exhaust notes, the wind rushing past and the road below the only noticeable aural intrusions, and the latter two variables are kept to a hush thanks to ample sound-deadening insulation, plenty of plush surfaces, and soft-touch composites on the dash-top and door uppers, resulting in a fairly refined environment for this class. Of course, such should be expected of a compact hatchback costing upwards of $36,798 (check out CarCostCanada for all 2019 Nissan Leaf pricing including trims, options, rebate info and even dealer invoice pricing), a seemingly steep price until considering the smaller Chevrolet Bolt starts at a cool $44,400.

Even with provincial rebates of up to $5,000 in BC and $8,000 in Quebec (Ontario no longer offers a plug-in incentive program), that’s a lot of coin for a vehicle class that normally starts well under $20,000, whereas the Leaf’s second-rung SV trim will set you back $40,698, and the top-line as-tested SL rings in a total of $42,698. Again, that’s chump change compared to the top-tier Bolt’s $49,300, while a similarly sized BMW i3 I recently tested topped $70k.

You can bet that both the BMW and Bolt come fitted with leather seats and plenty more, but so does the Leaf SL. In fact, the SL’s partially perforated leather upholstery was ultra-luxe thanks to a two-tone black and grey design, the latter comprised of the same microfibre-like Bio Suede PET cloth used for the two lower trims’ upholstery, while plenty of blue contrasting thread was joined by the same stitching on the armrests, all complemented with blue accented graphics in the gauge cluster and infotainment touchscreen, not to mention a cool blue glowing gear selector.

The seats are plenty comfortable too, with decent two-way powered lumbar support that seemed to fit the small of my back quite well, but much to my surprise and disappointment the otherwise beautifully finished leather-wrapped, flat-bottom steering wheel has a standard heatable rim but no telescopic capability, only moving up and down marginally via its tilt feature. This posed a problem when trying to get comfortable and maintain best possible control, as I had to stretch my arms too far to reach the steering wheel rim when the pedals were set up for my admittedly long-legged, short-torso five-foot-eight body.

The rear seating area is fairly roomy, albeit it’s still easy to tell you’re in a compact car. I had about five inches ahead of my knees and plenty of room for my feet when the driver’s seat was set up for my aforementioned height, although the latter isn’t raised up very high so it was difficult to get my shoes underneath when wanting to stretch out my legs. Likewise, the Leaf only provided about two and a half inches above my head, and it’s pretty narrow side-to-side with about three inches to the door panel from my outside shoulder and hip. There’s also no folding centre armrest in back, while my next gripe isn’t really a complaint, but more of a “What were they smoking?” oddity, in that the outboard rear passengers will need to reach forward to the sides of each front seat bolster in order to turn on their two-way cushion warmers.

Some might also find hauling larger cargo items challenging too, because the load floor doesn’t even come close to lining up with the 60/40-split rear seatbacks when lowered. This latter point is a tradeoff that I’d be willing to live with due to all of the extra stowage space within that deep loading area, and I must say it really works well when hauling taller, fragile items like plants, but a moveable shelf system would provide a best of both world’s scenario when requiring a larger, flatter load floor.

Now that I’m complaining, the cargo compartment isn’t finished any nicer than you’d find in a $15,000 hatchback, while when back up in front I’m forced to point out fewer pliable plastic surfaces than I’d like in any car, let alone one that hardly comes cheap, but I don’t want to totally thrash on a car that does so many other things well, particularly its digital interfaces.

Before getting into the good, I might as well tell you about the big yellow “Warning: Malfunction See Owners Manual” alert that kept taking over the multi-information display throughout my weeklong drive, especially because the graphic included showed two cars crashing. Restarting the car seemed to reboot the system so that the warning disappeared for a time, but it kept coming back annoyingly, showing something needed attention.

That warning graphic showed up on a 7.0-inch high-resolution colour TFT display that makes up the left two-thirds of the aforementioned gauge cluster, an attractive package filled with blue, green and white eco info plus more, whereas the right-side speedometer is analogue yet circled with the same stylish aqua blue hue.

Over on the centre stack is a large 7.0-inch tablet-style touchscreen on SV and SL trims (the base audio display is 5.0 inches) complete with quick-access switchgear to each side and a couple of traditional rotating knobs that came in very handy for adjusting the audio volume and scrolling through the infotainment system’s various functions, not to mention pushing to make audio sound adjustments. The graphics are attractive, and depth of contrast quite good for having a more fingerprint-friendly matte finish, plus the system is easy to operate and responds quickly to tap, pinch and swipe gestures, the navigation mapping especially reactive and the GPS guidance very accurate. Apple CarPlay and Android Auto smartphone integration is standard, as is a smartphone app that lets owners monitor their Leaf’s charging status, schedule a future charging time, find recharging stations, pre-heat/cool the interior, and more.

A unique bowtie-shaped single-zone automatic climate control interface sits just below in all trims, while standard two-way front seat heater switches are included within a collection of buttons that also house a 12-volt charger, USB and aux ports, and the car’s illuminated start-stop ignition button. Giving it a press brings the Leaf to life, with the only choices left being the option of default or Eco mode, and selection of the E-Pedal before releasing the electromechanical parking brake (that’s strangely not standard) and taking to the streets.

The E-Pedal is essentially the Leaf’s fourth driving mode, after default “D” for drive and “B” for increased regenerative braking, the latter two found by pulling the gear selector to the left and rearward once and then twice respectively, while Eco mode dulls response to throttle input and helps to eke out a little more range when driven economically. The new E-Pedal is more of an automated B-mode, in that it immediately applies regenerative braking when lifting off the throttle. It can be a little disconcerting at first, because it feels as if some mischievous gremlin is getting hard on the brakes without your consent, nearly bringing the Leaf to a full stop if you don’t get back on the throttle, but once familiarized it performs well and quite smoothly, while helping to recharge the battery effectively.

B-mode still exists because some owners prefer recharging their battery manually, and to that end truly skilled drivers can probably get more kinetic charging from B-mode than the E-Pedal, or at least they claim to in forums, but those new to the Leaf lifestyle might be better off leaving the E-Pedal on and Eco mode engaged when trying to extract the most from a depleting battery. Nissan claims the E-Pedal is good for 90 percent of driving requirements, with the regular brake pedal only needed for the other 10 percent, and if used this way the Leaf won’t need its brake pads replaced very often.

As long as Eco mode is turned off, throttle response is quite strong, especially when compared to conventional internal combustion engine-powered compacts. It won’t accelerate faster than a Bolt, which is a comparative pocket rocket, but it certainly won’t cause any disgruntled honking from behind.

The ride is firm, this probably due to its standard Michelin Energy Saver low roll resistance tires, but it’s hardly punishing. Roughly finished inner-city streets, irregular pavement on the highway and bridge expansion joints will be immediately noticeable, but the suspension has a reasonable amount of compliance for such a small hatchback, and as noted the seats are comfortable.

The previous Leaf wasn’t exactly sporty, so I was pleasantly surprised that the new version handles quite well, at least as far as small hatchbacks go this side of a Golf GTI, while it’s nice and stable at high speeds. To get more from the battery you’ll probably want to leave it in Eco mode at speeds under 120 km/h, while I found the default Drive position better for higher speeds, as it coasts more effortlessly.

Speaking of effortless highway driving, the Leaf offers the option of Nissan’s new ProPILOT Assist semi-autonomous self-driving in SV trims and above. It combines the Leaf’s all-speed adaptive cruise control with steering assist so you can let your hands off the wheel for short durations while traveling down the highway. While I found it more of a novelty, it helps keep the Leaf centered within its lane and is kind of fun to use.

Automatic high beams are also standard on the Leaf’s two upper trims, as is Intelligent Lane Intervention, Blind Spot Warning with Rear Cross Traffic Alert, and Pedestrian Detection for the otherwise standard Automatic Emergency Braking system, while Driver Attention Alert that warns of drowsiness is standard with the SL.

I found the automatic emergency braking system’s warning system worked very well, mostly because it didn’t flash its big orange warning very often. It only lit up when I was getting too close too fast, exactly like it should. Likewise, lane keep assist gently tugged the Leaf back into place when it started to leave its lane or I tried to nudge it into an adjacent lane that already had a car occupying it.

Now that I’ve started talking trims and features, the base Leaf S includes a generous supply of standard equipment such as the aforementioned heated steering wheel, heated front and rear seats, while the standard Leaf package also incorporates a battery heater, auto on/off LED headlamps with LED signature DRLs, proximity-sensing keyless access with pushbutton ignition, cruise control, a rearview monitor, Bluetooth phone connectivity with audio streaming, text message reading and response, four-speaker audio, satellite radio, and all the usual active and passive safety features.

Moving up to SV trim adds the previously noted advanced driver assist systems, the electromechanical parking brake, the larger infotainment touchscreen with navigation and voice recognition, ProPILOT Assist, NissanConnect EV telematics, a hybrid heater system, 17-inch alloy wheels on 215/50 all-seasons (the base steel wheels are 16s wrapped in 205/55s), fog lamps, an auto-dimming rearview mirror, a Homelink universal garage door opener, six-speaker audio, an eight-way powered driver’s seat with powered lumbar support, and a cargo cover, while the top-tier SL gains all the extras already mentioned plus LED turn signals integrated into the side mirror housings, Nissan’s very helpful 360-degree Intelligent Around View Monitor, and the impressive seven-speaker Bose audio upgrade noted earlier.

On a side note, I was glad to see a sunglasses holder in the overhead console, and yes it’s still marred by an oversized nosepiece holder that oddly doesn’t fit normal eyeglasses causing them to flop around within, but it’s better than nothing. I also appreciated LEDs used for the overhead reading lights up front. There are no rear reading lights in the rear, however, and the centre dome lamp is an old-school incandescent bulb, plus there’s no sunroof available at all, an issue that might bother some folks in need of light therapy during dark, cloudy days. Its unavailability may possibly be a weight saving issue, but when automakers are forced to compromise to such levels when going electric, it’s reasonable that some consumers just won’t go.

Yet to Nissan’s credit plenty of Canadian consumers are buying into the Leaf lifestyle, the thought of never again being gouged by greedy oil companies and greedier provincial governments too fantastical to pass up. I must admit that I’d rather plug in than pump, and as of Q3 2018 there have been exactly 10,000 Canadians that have chosen likewise.

The Leaf’s popularity has grown exponentially since it launched in 2011, with its first year of sales only resulting in 170 deliveries, its second calendar year just a bit more at 240, and the following years following suit with 470 units sold in 2013, 1,085 in 2014, 1,233 in 2015, 1,375 in 2016, a dip to 946 in 2017 due to the new model changeover, and now, wait for it, 4,481 new second-generation Leafs sold in the only first nine months of 2018 (believe it or not this hodgepodge of numbers actually added up to an even 10,000).

That’s significant growth, and a great deal more per capita than Nissan’s U.S. division has achieved this year. They were only able to sell 10,686 units over the same three quarters, resulting in 2018 sales numbers that may not even reach half of the Leaf’s 2014 high of 30,200 units, showing Canadians are serious about their EVs (spurred on by much higher fuel costs. How such poor U.S. results will impact investment in the Leaf and other Nissan EVs in the future is anyone’s guess, but at the very least the Japanese brand can also take a deep bow for creating the best-selling electric car of all time, with more than 300,000 Leafs delivered globally since inception.

In the end, the new Leaf is hardly perfect, but it’s a considerable improvement over the quirky original and is apparently much more acceptable to Canadian EV buyers. Even considering the new Leaf’s 1.9 Le/100km city and 2.4 highway fuel economy equivalent rating, the $20k or so surcharge over a similarly sized and equipped conventionally powered compact hatchback will keep it and all other EVs in the fringe, however, especially in markets where provincial rebates aren’t offered, selling in similar numbers to performance-oriented sport compacts like the VW GTI/Type R, Subaru WRX/STI, and others.

After all, going electric requires the same level of enthusiasm and even greater financial and personal dedication than most performance car fans put into their rides, so it only makes sense for the target market to remain niche at best.

Getting an economy car doesn’t have to be boring or uncomfortable, Nissan’s Versa Note especially good at relieving the latter problem. The Japanese brand’s second smallest hatchback gets a mid-cycle…

In Our Garage

2017 Nissan Versa Note SL

Getting an economy car doesn’t have to be boring or uncomfortable, Nissan’s Versa Note especially good at relieving the latter problem.

The Japanese brand’s second smallest hatchback gets a mid-cycle update for 2017, highlighted by a particularly attractive new “V-Motion” chromed grille design sourced from previously restyled models within Nissan’s every growing lineup of cars, SUVs and trucks.

Along with the tiny Micra city car, plus the Juke and new Qashqai SUVs, the Versa Note is in charge of attracting newcomers and fixed income earners to the automaker, its very approachable $14,498 base price one of its more agreeable attributes. For that you get a nifty looking little runabout that’s better made than many in subcompact class, its 1.6-litre four-cylinder engine producing a rambunctious 109 horsepower and 107 lb-ft of torque and its claimed fuel economy an even more smile-inducing 7.5 L/100km in the city and 6.0 on the highway when hooked up to its optional as-tested CVT. A five-speed manual transmission comes standard in base S and second-rung SV trims, as well as this top-line SL, whereas the CVT is optional in all three of these and standard in the “sportier” SR, which sits between the SV and SL in the Versa Note trim hierarchy. Just why Nissan decided a CVT would endear performance fans to a sport model is anyone’s guess, so let’s just say the SR’s sporting prowess is limited to styling plus wheels and tires.

You’d be forgiven for thinking my tester’s slick looking new machine-finished 16-inch alloys on 195/55HR16 all-seasons were part of the sportier package, but these are unique to the top-tier SL, some of its other features including fog lamps, heatable powered side mirrors, proximity-sensing keyless access with pushbutton ignition, a larger 5.8-inch colour infotainment touchscreen (up from 5.0 inches) with navigation and a 360-degree Around View parking camera, voice recognition, satellite radio and SiriusXM Traffic, plus more.

Additionally, key features pulled up from lesser trims include a leather-wrapped steering wheel with illuminated controls, premium cloth upholstery and door inserts, piano black inlays, extra silver interior accents, Fine Vision electroluminescent primary gauges, a trip computer, outside temperature display, cruise control, air conditioning, vanity mirrors, NissanConnect with mobile apps, Bluetooth hands-free phone connectivity with streaming audio, text messaging functionality, aux and USB ports (with the latter port relocated to the front portion of the lower console), a six-way manually adjustable driver’s seat, heatable front seats (that are now standard on the SV and SR trims), a rear-seat centre armrest with integrated cupholders, variable intermittent flat-blade wipers, intermittent rear wiper, rear cargo cover, Divide-N-Hide adjustable cargo floor, 60/40 split-folding rear seatbacks, and all the usual active and passive safety features.

Of course the 2017 Versa Note SL is priced higher than the base S, but it’s less than $20k at $19,748, and can only be pushed higher by adding dealer-installed accessories like a $329 body-colour rear rooftop spoiler, $100 chromed door handles, a $49 chrome exhaust tip, $151 illuminated metal treadplates, and plenty more, the only extra I’d add being a $329 auto-dimming rearview mirror with an integrated Homelink garage door opener.

I’ll comment more on comfort in my upcoming review, and of course go on at length about driving dynamics, interior quality, feature functionality, and critically important in this class, passenger roominess plus cargo capacity and flexibility.

Until then take note that the grille isn’t the only new item on the 2017 Versa Note’s update list, other modifications including the front bumper and lower front fascia, plus the rear bumper that now features last year’s sportier SR styling across the entire range. The SL isn’t the only one to get new wheels either, with new 15-inch alloys for the SV and new covers for the base model’s 15-inch steel wheels. Those looking to stand out from the crowd will appreciate new Monarch Orange paint too, whereas Deep Blue Pearl makes the little hatch look richer and my tester’s Coca Embers adding a retro ‘70s cool factor. Other than the feature adjustments already noted, the only notable changes inside are larger cupholders across the line and a second 12-volt power outlet on all but the base model.

Come back soon for the full review…

News & Reviews- Tag: SL