Nissan X-Trail 2024 review: Ti e-Power long-term | Part 2

I’m now two months into ‘owning’ a 2024 Nissan X-Trail e-Power Ti and it remains one of the most interesting vehicles I’ve driven.

In the first instalment of this long-term EVGuide review, I explained what makes this mid-size SUV so interesting, so be sure to click on the link below to read all about its innovative series hybrid powertrain, if you haven’t already.

But as promised, this second chapter will be headlined by my thoughts on the X-Trail e-Power Ti’s design inside and out, as well as just how well it stacks up in the all-important practicality stakes.

Plus, I’ll share an update on the petrol-electric vehicle’s fuel consumption. Let’s get to it, shall we?

First thing’s first, I am not in love with the new-generation X-Trail’s exterior design. That’s not to say I hate it. I don’t. I just don’t love it.

My main issue is the front end. The e-Power version has a black iteration of Nissan’s signature grille design and a split version of its 'C-clamp' headlights, but their combination just doesn’t do it for me, while the smaller Qashqai’s interpretation does.

The e-Power version has a black iteration of Nissan’s signature grille design and a split version of its 'C-clamp' headlights.

As always, styling is subjective and there will be plenty of people out there – including perhaps you, dear reader – who identify with the X-Trail’s American styling up front. That said, I appreciate the silver ‘skid plate’, which provides an additional level of contrast.

Around the side, the X-Trail is relatively inoffensive, with the body lines pleasing and the obligatory black plastic cladding kept to a minimum, while the ‘e-Power’ badging at the base of the front doors is one few external giveaways that the model you paid extra for is the hybrid.

The Ti variant, specifically, gets chrome accents and 19-inch alloy wheels with a dual-tone five-spoke design that is nice enough.

At the rear, the X-Trail looks its best in my opinion. In fact, I’m quite smitten with how it’s shaped from tailgate to bumper.

At the rear, the X-Trail looks its best in my opinion. In fact, I’m quite smitten with how it’s shaped from tailgate to bumper.

Also, the familiar ‘boomerang’ signature in the tail-lights is always welcome, while the silver ‘skid plate’ is even larger at this end, helping to break up what would’ve otherwise been an expanse of black plastic.

With the body lines pleasing and the obligatory black plastic cladding kept to a minimum, while the ‘e-Power’ badging at the base of the front doors is one few external giveaways that the model you paid extra for is the hybrid.

Inside, the X-Trail’s design is at its best thanks to Nissan’s upmarket push, which has delivered buyers a surprisingly luxurious interior, so long as you ignore the predominantly halogen lighting throughout.

The Ti variant on test here has genuine leather-accented upholstery covering its seats, but if you want to take it a step further, the Ti-L flagships swaps that out for quilted Nappa cow hide. How fancy!

Either way, stitched synthetic leather covers the armrests, door and dashboard inserts, and even the front-row knee-rests on either side of the centre console.

Soft-touch plastics are also used for the front door shoulders and upper dashboard, which in the case of my test vehicle, are finished in divisive brown. I appreciate the point of difference, for what it’s worth.

Naturally, metallic accents abound – but not at the risk of being overused, having been tastefully applied to the steering wheel, doors and dashboard.

I even like the dashboard’s fake wood trim – strange, I know. I can’t say the same thing about the gloss-black surrounds of the centre stack’s physical media and climate controls. Watch out for those fingerprints and scratches.

Their inclusion is made even more puzzling by the much nicer brushed black element used for the centre console. So much for consistency!

The Ti variant, specifically, gets chrome accents and 19-inch alloy wheels with a dual-tone five-spoke design.

Aside from material selection, the X-Trail’s cabin is well presented, with the horizontal layout logical in the best of ways. The e-Power Ti on test here has a pair of 12.3-inch displays, including a touchscreen multimedia system that ‘floats’ atop the dashboard, and a digital instrument instrument cluster.

The driver has plenty of choice, though, as they’re also treated to a 10.8-inch head-up display that’s projected onto the windshield.

The software powering these three displays works really well in the sense that it’s easy to operate, which is unfortunately becoming a rarity these days.

That said, a lot of drivers, myself included, will take advantage of the wireless smartphone mirroring on offer for the central display, with Apple CarPlay and Android Auto supported.

The e-Power Ti on test here has a pair of 12.3-inch displays, including a touchscreen multimedia system that ‘floats’ atop the dashboard, and a digital instrument instrument cluster.

Also, note that the driver’s unit has two different main themes, with my preference being the traditional-looking speedometer and tachometer. Either way, the middle section remains highly customisable.

I also need to bring attention to one of the X-Trail’s greatest achievements: physical climate controls.

They’re another rarity in new-generation vehicles, so it’s pleasing to see Nissan do the sensible thing, standing by buttons and knobs, which are undoubtedly the best way to change the temperature or fan speed, among other key functions. Well done.

Which brings me nicely to what the X-Trail has to offer on the practicality front. Spoiler alert: it’s a lot.

For example, in the e-Power Ti, the rearview mirror isn’t any ordinary rear view mirror – it’s a digital one with a live video feed. While not exactly ground-breaking, it’s still a ‘wow’ feature for many.

In the e-Power Ti, the rearview mirror isn’t any ordinary rear view mirror – it’s a digital one with a live video feed. While not exactly ground-breaking, it’s still a ‘wow’ feature for many.

And while it works well enough in reality, especially with rear passengers and cargo, I still prefer an actual reflective surface. Thankfully, you can switch between the two in this instance.

Either way, the X-Trail e-Power Ti’s centre stack features a 12V power outlet and single USB-A and -C ports, with a grippy wireless smartphone charger positioned below in an open cubby.

Behind it are two cupholders and a large central bin with a split lid on top and a curiously bulky coin holder within. There’s also a sunglasses holder in the bulkhead.

But there’s even more storage space up front, with the centre console of the two-tier variety. The lower section is pleasingly large, although its positioning and height can make placing bulkier items in it a little too fiddly for my liking. It’s nice to have the option, though.

There’s even more storage space up front, with the centre console of the two-tier variety.

Of course, there’s also a glove box that’s decently sized, while the front door bins can accommodate large bottles – and not much more – just like their rear counterparts do.

Speaking of the second row, its occupants are treated to central air vents with temperature but not fan speed controls. Strange. The rear of the centre console also features single USB-A and -C ports, while the fold-down central armrest offers two more cupholders as well as a phone-holder.

And let’s not forget the map pockets on the front seat backrests. Point being, the amenities here are numerous.

To make matters better, behind my own 184cm driving position, I have ample legroom.

Mind you, that’s with the manually sliding rear bench in its most rearward position, but that still then gives passengers plenty of room to move.

The second row features a fold-down central armrest offers two more cupholders as well as a phone-holder.

It’s a similar story with the manually reclining seat backrests. Even upright, I still have a around 2.0cm of headroom, despite the threat of the X-Trail e-Power Ti’s panoramic sunroof.

Toe-room is also generous, while the central tunnel is small enough that occupants won’t be playing footsies when travelling three abreast, which adults can do in relative comfort.

I don’t have kids, so I’m yet to put the X-Trail’s child-carrying abilities to test, but it does come with three top-tether and two ISOFIX child-seat anchorage points.

And I can confidently say that loading children in and out will undoubtedly be made easier by the rear doors’ ability to open at up to nearly 90 degrees. Yep, there are no narrow apertures to navigate here.

When it comes to its boot, the X-Trail continues to deliver the goods – literally. The e-Power version’s capacity is a generous 575L, which is down just 10L over that of a regular petrol variant.

Better yet, the space is easily accessed thanks to the Ti’s power tailgate. The flat load lip and floor also make loading bulkier items that little bit easier.

The former is enabled by the two-piece false floor, while the latter remains even when the 40/20/40 split-fold rear bench is stowed, an action that can be performed from the rear using the two manual release latches.

Worth noting they require genuine force to operate due to the second row’s reclining functionality. Another gripe is the retractable parcel shelf, which is far too fiddly to remove and refit.

Amenities-wise, there’s a 12V power outlet on hand as well as four-tie down points for securing loose items. However, there are no bag hooks – or spare wheel – to speak of.

One other compromise to keep in mind, though, is if you buy the e-Power version over a regular petrol variant, its braked towing capacity is lower, at 1650kg instead of 2000kg. It doesn’t make a difference to me, but for some buyers it will.

Now, let’s talk briefly about fuel consumption. In my second month with the X-Trail e-Power Ti I averaged 6.9L/100km over 729km of travel in similar conditions to last time.

That’s a slightly higher result, up 0.2L/100km, but still only 0.8L/100km higher than the official combined cycle claim, so I consider that a win given my driving style.

I’ll unpack the X-Trail e-Power Ti’s efficiency more in the third and final instalment of this long-term EVGuide review, which will also cover my driving impressions and include my all-important final verdict.

That said, also keep an eye out for Contributing Journalist Byron Mathioudakis’ upcoming comparison review between ‘my’ X-Trail e-Power Ti and the recently launched Honda ZR-V e:HEV LX. It’s sure to be a belter! Until next time.

Acquired: August 7, 2023

Distance travelled this month: 729km

Odometer: 5870km

Average fuel consumption this month: 6.9L/100km