Nissan Qashqai Review

The Nissan Qashqai has been a fixture of UK family-car life for years, and that popularity hasn’t come from doing one thing brilliantly. Instead, it’s always been about getting the fundamentals right. It’s easy to drive, easy to live with and pitched squarely at buyers who want a dependable, modern family SUV without paying premium-badge money.

The current third-generation car already had those strengths, but the 2024 facelift helped keep it competitive in a crowded class. Styling changes at the front brought it closer to the Ariya and gave it a sharper, more modern face, while the cabin benefited from improved technology and a more convincing overall finish. The update also introduced the more style-focused N-Design trim.

The biggest mechanical story is the choice between the 1.3-litre mild-hybrid petrol and the latest e-Power hybrid. The petrol engine now comes only in 158PS form, with a choice of manual or Xtronic automatic gearboxes. It covers the basics well enough, but it isn’t especially punchy and suits the Qashqai best if your budget is tight or your annual mileage is low.

Earlier third-generation cars were also sold with a 140PS version of the same engine. It came only with a manual gearbox and front-wheel drive, and it’s no longer available new. Nissan also previously offered the 158PS Xtronic with four-wheel drive, whereas every current Qashqai is front-wheel drive.

The standout option remains e-Power, which uses its petrol engine purely as a generator while an electric motor drives the wheels. The latest third-generation system produces 190PS in Standard mode or up to 205PS in Sport mode, while also improving efficiency and refinement.

Earlier e-Power cars, sold from 2022, used the original 190PS system. Those versions are still smooth, quick and appealing used buys, but they aren’t as economical or as quiet as the latest setup.

That matters, because the Qashqai’s rivals are strong. Cars such as the Kia Sportage, Volkswagen Tiguan, Hyundai Tucson and Peugeot 3008 all make a good case for themselves, while electric options such as the Škoda Enyaq and Kia EV6 are there for buyers ready to make the jump. The Nissan Qashqai doesn’t win by default.

Even so, it still makes a lot of sense. It’s roomy enough for family life, well equipped in the right trims and easy to get on with. As a complete package rather than a single-issue star, it remains one of the best-balanced cars in its class.

For most new-car buyers, the best Nissan Qashqai is the latest e-Power in N-Connecta or Tekna trim. The e-Power system suits the Qashqai’s relaxed character much better than the regular petrol engine, because it feels smoother, more refined and more responsive in everyday use. It also offers by far the strongest efficiency in the range, which matters when prices are no longer especially low.

The 158PS mild-hybrid petrol still has a place. If you want the cheapest new Qashqai and mostly do shorter trips, the manual version is perfectly acceptable, and Acenta Premium comes with more standard equipment than many rivals at entry level. Even so, the engine never feels especially eager, and the Qashqai’s size means it can feel a little flat if it’s fully loaded or asked to work hard.

Used buyers may also encounter the discontinued 140PS manual. It’s noticeably slower than the 158PS car but can be cheaper to buy and insure, making it worth considering if outright performance doesn’t matter. Earlier 158PS Xtronic models were available with four-wheel drive, too, which may appeal if you regularly drive on slippery roads or need more traction for towing.

The original 190PS e-Power remains a strong used choice. It doesn’t match the latest version’s official economy, but it provides the same basic electrically driven character and feels much more responsive than either mild hybrid.

As for trim, N-Connecta is the sensible sweet spot because it brings Google built-in infotainment, a 3D around-view camera, wireless smartphone charging, heated front seats and a heated steering wheel without tipping into expensive territory.

Tekna is the one to choose if you want a more premium feel, thanks to its synthetic leather upholstery, powered driver’s seat, heated windscreen and hands-free tailgate. N-Design looks good and comes with a panoramic roof, two-tone paint and suede-style trim, but its style-led approach won’t appeal to everyone. Tekna+ is a luxury choice rather than a value one, and its 20-inch wheels aren’t ideal for comfort.

The Nissan Qashqai range starts at £30,635 for the 1.3 DIG-T 158PS mild-hybrid Acenta Premium with a manual gearbox. N-Connecta starts from £33,105 with the same engine and transmission, while N-Design and Tekna manual models both cost £35,025.

The Xtronic automatic mild-hybrid starts at £32,955 in Acenta Premium form. N-Connecta costs £35,425, while N-Design and Tekna are both £37,645. The automatic-only Tekna+ costs £41,125.

The latest e-Power line-up begins at £34,875 for Acenta Premium. N-Connecta costs £37,345, while N-Design and Tekna are both £39,655. At the top of the range, the e-Power Tekna+ costs £43,225.

That means the Qashqai is no longer a bargain-basement family SUV, but it’s still competitively priced given the amount of technology and equipment on offer. It also remains one of the easiest cars in this class to find nearly new or used, which helps if the newest versions are beyond budget.

The Volkswagen Tiguan is one of the Qashqai’s clearest rivals if you want a family SUV with a more polished, mature edge. It feels a little more substantial inside and out, and it suits buyers who prioritise refinement and a slightly more premium feel, though it can get expensive quickly.

The Škoda Karoq is the rational alternative. It isn’t as flashy, but it’s practical, easy to live with and still one of the most sensible family SUVs in this size bracket. If rear-seat space, visibility and day-to-day usability matter more than design flourish, the Karoq makes a very strong case.

The Cupra Terramar is the style-led option. It brings a more assertive design, a sportier cabin feel and a broader sense of visual appeal than the Nissan Qashqai, which will suit buyers who want their family SUV to feel a bit less conventional. It’s less of a pure value play, but it does add some desirability.

Beyond those three, the Kia Sportage and Hyundai Tucson remain strong all-rounders, while the Peugeot 3008 is worth a look if cabin design matters to you. The Nissan Qashqai still makes most sense if you want a mainstream family SUV that feels easy to recommend in almost every area rather than one with one or two standout party tricks.

The Nissan Qashqai does a good job of feeling substantial without becoming awkwardly large. Up front, the seats are comfortable, the driving position is nicely elevated and the chunky dashboard and centre console give it a more big-car feel than some rivals. That’ll suit buyers who want their family SUV to feel like a step up from a hatchback rather than just a taller version of one.

Rear-seat space is good rather than exceptional. There’s enough legroom and headroom for adults, and the rear doors open to 85 degrees, making it relatively easy to fit child seats or help younger passengers in and out.

The middle rear seat is less convincing, though, because the floor hump and narrower cushion mean fitting three adults across the back is a stretch.

Boot space varies by trim, which is worth noting. Official luggage capacity runs from 504 litres in the most accommodating versions down to 455 litres in others. Even so, every Qashqai still offers enough room for the usual family duties, and the adjustable floor available on higher trims makes loading and organising bulky items easier.

The rear seats fold flat and there’s up to 1,447 litres of space in the most accommodating versions. The good news is that neither the original nor the latest e-Power sacrifices a meaningful amount of luggage capacity, so you don’t have to accept a major practicality penalty to get the better hybrid system.

The Nissan Qashqai measures 4,425mm long, 1,835mm wide & 1,625mm high. Those dimensions place it right in the heart of the family SUV class, which is why it feels roomy enough for everyday use without becoming cumbersome in tighter urban settings.

In practical terms, it’s wide enough to feel substantial on the road and roomy in the cabin, but still compact enough to manage on a typical British driveway or in a multi-storey car park. That balance remains one of its strengths.

Infotainment is one of the current Nissan Qashqai’s stronger areas. Every new version gets a 12.3-inch central touchscreen, a 12.3-inch digital instrument display and wireless Apple CarPlay and Android Auto.

N-Connecta models and above add NissanConnect with Google built-in, which brings Google Maps, Google Assistant, access to compatible apps through Google Play and over-the-air updates. Those trims also get a 15W wireless phone charger and Nissan’s 3D Around View Monitor.

That system matters because it keeps the Qashqai in line with the best modern family SUVs rather than leaving it feeling a generation behind. Google Maps is familiar and easy to use, while voice control through Google Assistant can handle navigation and other functions without forcing you to work through several on-screen menus.

Acenta Premium cars still get the same-sized central display and wireless smartphone connectivity, but they miss out on Google built-in and use a conventional rear-view camera rather than the more sophisticated around-view system.

Used buyers should note that pre-facelift cars don’t have Google built-in. Earlier third-generation Qashqais use Nissan’s older infotainment software, and the precise screen size and smartphone connectivity depend on the model year and trim. The older system is perfectly usable, but it isn’t as polished or as well integrated as the setup fitted from the 2024 facelift onwards.

The Nissan Qashqai’s materials and finish are convincing for a mainstream family SUV. You’ll still find some harder plastics lower down, but the main touchpoints and dashboard trims do enough to make the cabin feel smart and suitably expensive.

N-Design uses a mixture of synthetic suede and synthetic leather, along with a suede-style dashboard finish. Tekna gets black synthetic leather, while Tekna+ adds quilted leather upholstery with suede-style inserts and additional soft-touch trim.

Earlier versions use a slightly different selection of materials and upholstery. Pre-facelift Tekna and Tekna+ models still feel suitably upmarket, while lower Visia and Acenta Premium cars are noticeably plainer.

Even in the highest trims, though, the Qashqai doesn’t feel overdone or flashy. It simply feels properly polished.

That’s important, because family SUV buyers often want something that feels durable and smart rather than showy. The Qashqai gets that tone about right.

The current Nissan Qashqai range starts with a 1.3-litre mild-hybrid petrol engine producing 158PS. It’s available with either a six-speed manual gearbox or Nissan’s Xtronic automatic, with both versions driving the front wheels.

The manual covers 0–62mph in 9.5 seconds, while the automatic cuts that to 9.2 seconds. Neither feels especially strong for a family SUV of this size, but the automatic’s slightly greater torque makes it the easier of the two to drive.

Earlier examples were also available with a 140PS version of the 1.3-litre engine. This came with a manual gearbox, took 10.2 seconds to reach 62mph and was the cheapest engine when the third-generation Qashqai was launched. It’s no longer sold new but remains widely available used.

The 158PS Xtronic was also previously offered with four-wheel drive. That version is no longer available, so used buyers are the only ones who can combine the current-generation Qashqai’s petrol engine with four driven wheels.

Then there’s e-Power. The original system, introduced in 2022, uses a 1.5-litre petrol engine as a generator, while a 190PS electric motor drives the front wheels. It covers 0–62mph in 7.9 seconds and is now available only as a used buy. The latest third-generation e-Power system follows the same basic principle but has been extensively revised. The motor produces 190PS in Standard mode and up to 205PS in Sport mode. It covers 0–62mph in 7.9 seconds normally or 7.6 seconds in Sport.

The figures only tell part of the story, though. Around town and in mixed driving, both e-Power versions feel smoother and more immediate than the petrol models because the electric motor is doing the actual work of moving the car. The new version is quieter, more responsive and much more economical, but the earlier 190PS car remains an appealing used option.

For most new-car buyers, the latest e-Power is the version to focus on. It’s the most convincing drivetrain in the line-up and the one that best suits the Qashqai’s character. On the used market, the original 190PS e-Power offers many of the same benefits for less money, while the 140PS petrol is best treated as the affordable option rather than the engine to choose for performance.

The Nissan Qashqai isn’t a car bought for driver thrills, but it’s a calm, reassuring family SUV. There’s enough grip, body control is tidy and the steering is accurate enough to inspire confidence, even if a Ford Kuga or SEAT Ateca would be more enjoyable on a twisting road.

Ride comfort depends quite heavily on wheel size. Cars on 17-inch or 18-inch wheels are the ones to go for if comfort matters most. The 19-inch wheels fitted to current N-Design and Tekna models introduce a slightly firmer edge, while the 20-inch wheels reserved for Tekna+ blunt one of the Qashqai’s strongest qualities.

Some earlier versions had different wheel and trim combinations, but the same broad rule applies when buying used: smaller wheels give the most comfortable ride.

The mild-hybrid engines are quiet enough in normal driving, though they become more vocal if they’re worked hard. The 140PS version needs the most effort, particularly if the car is heavily loaded, while the 158PS automatic feels less strained.

Both generations of e-Power are more refined, especially in town, where they feel almost EV-like in the way they move off and respond to the throttle. The latest system is quieter still, with Nissan claiming a reduction of up to 5.6dB compared with the original version.

The engine speed has also been calibrated to correspond more naturally with road speed, avoiding some of the disconnected revving you get from conventional hybrids.

Overall, the Nissan Qashqai’s driving experience is best described as easy and undemanding. That’s exactly what many family buyers will want.

The Nissan Qashqai originally earned a full five-star rating from independent safety organisation Euro NCAP in 2021, and reassessed the Qashqai in 2025 following changes made by Nissan. Under the organisation’s newer and tougher protocols, it received four stars. That doesn’t mean the car became less safe; the later result reflects more demanding test and assistance-system requirements.

The passenger compartment remained stable in the frontal offset test, and protection was generally good or adequate. The Qashqai scored maximum points in the side-barrier test, although protection of the rear passenger’s chest in the full-width frontal test was rated as marginal.

Its autonomous emergency braking system responds to vehicles, pedestrians, cyclists and motorcyclists, although Euro NCAP rated its overall performance as adequate rather than outstanding. The Qashqai also lacks a system that detects whether a child has been left inside.

Safety kit is generous across the current range. Autonomous emergency braking, lane-departure prevention, blind-spot intervention, driver-attention monitoring, rear automatic braking and a central airbag between the front seats are all standard.

N-Connecta and above add ProPILOT or Drive Assist, depending on transmission. Tekna+ also gets matrix LED headlights, while e-Power Tekna+ includes ProPILOT Park.

Earlier trims and model years don’t necessarily have the same assistance systems, so used buyers should check the specification of the individual car rather than assuming every Qashqai is identical.

The latest Nissan e-Power system is now officially rated at up to 64.2mpg in the most efficient versions, which is a notable improvement and a very strong figure for a family SUV of this size. Nissan also quotes a combined range of up to 777 miles on a full tank in selected grades.

The mild-hybrid petrols don’t look bad on paper, but they are far less distinctive. Expect around the mid-40s mpg at best from the 140PS manual and slightly lower figures from the 158PS versions depending on transmission and spec.

In the real world, the e-Power is the version most likely to deliver a result close to what you hope for, especially if much of your driving is mixed or urban. It will not replace a plug-in hybrid for very short electric-only commuting, but it is a more convincing real-world hybrid than many buyers may expect.

Nissan covers the Qashqai with a three-year or 60,000-mile manufacturer warranty. That’s adequate, but it doesn’t stand out in a market where some rivals offer longer cover.

The e-Power adds complexity compared with the mild-hybrid petrols, but the system has now been in use for a while and there are no major red flags in widespread ownership reports. Servicing costs should be manageable by class standards, though dealer maintenance plans are worth checking if fixed costs matter to you.

Insurance ratings for current Nissan Qashqai derivatives run from roughly group 19 to group 30, although the precise result varies with engine, gearbox, trim and optional equipment.

The Nissan Qashqai now costs £200 a year in VED after year one, but watch out for the Expensive Car Supplement, which applies if the list price is more than £40,000 for petrol and hybrid models. Some of the higher-trim Qashqais cross that threshold, and others can be pushed over it by options, so it is worth checking carefully before ordering. If that applies, an extra £440 is payable for five years from the second year of registration.

In simple terms, lower and mid-spec Qashqais are straightforward on tax, but pricier Tekna and Tekna+ models need a closer look.