Nissan Qashqai review

Our opinion on the Nissan Qashqai

In its current form, the Nissan Qashqai has been with us since 2021, with a mid-life update in 2024. But age has done little to dent its popularity, because it’s regularly among the top three or four sellers in the UK; and on the many occasions that we’ve become reacquainted with one, it’s easy to see why buyers still snap the Qashqai up. 

There’s no doubt that this mid-size SUV, built in the north east of England, is a more inviting proposition following its mid-life facelift. The Qashqai now has sharper looks, better tech and a higher-quality feel in the cabin following the most recent changes, and there wasn’t a whole lot wrong with the rest of the package to start with.

Few sectors of the car market are more competitive than the one where the Qashqai plies its trade, but Nissan’s effort (the UK’s second best-selling car in 2023) stands out by offering consistency across the board. It’s fine to drive, efficient, practical, well equipped and tightly priced, so despite not being a class leader, the lack of weaknesses gives it an edge.

About the Nissan Qashqai

The Nissan Qashqai is probably what you’d see in the encyclopedia today if you turned to the “car” page. It’s one of the best-sellers in an enormously popular segment (mid-size SUVs like this don’t just sell well in the UK or Europe, but globally too), and offers five doors, five seats and a decent-sized boot, plus a range of in-vogue mild-hybrid and hybrid powertrains. While it’s not cheap, it’s also not priced like a premium vehicle, putting it within the reach of plenty of customers.

That pricing spans from just over £30,000 for a mild-hybrid Acenta Premium model, to around £43,250 for a top-spec Tekna+ with the full-hybrid system, or the 154bhp mild hybrid with four-wheel drive and an automatic gearbox. Because pricing of the top models trips past the £40,000 mark, these versions can be expensive to tax, but otherwise the Qashqai is in the same ballpark as its rivals for essential metrics such as price, fuel efficiency, tax and performance.

It isn’t the largest mid-size SUV around, which puts a bit of a squeeze on passenger space. However, the latest models have a high-quality interior that doesn’t put too much emphasis on distracting touchscreens. You do get an infotainment system, but most of the major controls are still operated outside of it via easy-to-use buttons and dials.

Economy starts at around 44mpg from the front-wheel-drive mild hybrids, to mid-50s for the e-Power full hybrid – which is one of an increasing number of hybrids where the combustion engine is used as a generator of electricity to supply power to the electric motor that powers the wheels. Driving this model is a little like driving an electric car in terms of smoothness, although it can’t go too far on electric power alone before the engine needs to switch on. If you want a true electric car driving experience, you’ll need to look towards the Nissan Ariya.

At its launch in 2021, the third-generation Nissan Qashqai was an impressive 60kg lighter than its predecessor, despite being stiffer and safer. While it’s a little more dynamic than its predecessor, it’s not one of the more entertaining or involving SUVs in this class to drive – but for most customers, the Qashqai’s comfort and refinement will be of greater importance.

Most cars in the Qashqai line-up use a torsion-beam rear suspension layout, although a more sophisticated multi-link set-up is fitted to top-spec models equipped with 20-inch alloy wheels. The standard set-up we’ve tried fidgets a little over smaller bumps, but generally, the Qashqai rides very well, and the more sophisticated suspension on top-spec cars offsets the potential downsides of the larger wheels. It’s better at dealing with bumps and potholes than many rivals, and feels more responsive than a Skoda Karoq.

Push on a bit, and there’s some body roll, but it's quite gradual and controlled. The steering is light (unless you select sport mode, which adds some extra heft) and devoid of feel, but it's direct enough and makes the car feel pretty nimble through quick direction changes. For most buyers the Qashqai is all about getting from A to B in a relaxing, safe and easy-going manner. From that point of view, it's hard to fault. It’s competent across the board without being poor – or indeed truly outstanding – in any one area.

Performance, 0-60mph acceleration and top speed

Nissan has given the Mk3 Qashqai a range of mild and full-hybrid powertrains. This starts with a 1.3-litre turbocharged mild-hybrid petrol making 138bhp and 240Nm of torque, which via its six-speed manual gearbox, provides a 0-62mph time of 10.2 seconds. 

However, given that the step up to a 156bhp version of the same mild-hybrid powertrain is only £700, it’s the one we’d go for. It’s not only the 0.7-second drop in the 0-62mph time that’s welcome, but also the extra 20Nm of peak torque – running from 1,600 to 4,000rpm – making it more flexible in everyday driving. However, it still feels lethargic below that point, most noticeably when pulling out of a junction. For £1,600, the more powerful option can be combined with an automatic gearbox, while four-wheel drive is available with both manual and automatic versions.

The six-speed manual variant is a touch slower than the optional Xtronic CVT, needing 9.5 seconds to get to 62mph. Neither of these engines makes the Qashqai feel particularly fast, but they deliver good refinement and don’t sound bad when revved harder. 

Qashqais with the e-Power moniker use a full-hybrid system. Here, the petrol engine acts like a generator for the electric motor, which drives the front wheels directly. The benefit is that in terms of smoothness and response, the e-Power set-up feels more like an electric car, with little of the lag associated with petrol engines and transmissions. The 1.5-litre, three-cylinder e-Power model has a much healthier 187bhp and cuts the 0-62mph time to 7.9 seconds.

Town driving, visibility and parking

There are some cars in this class with suspension that offers a little more compliance over big bumps, but the Qashqai remains fairly comfortable overall. 

The slight exception comes at the top of the range, where the larger alloy wheel options add a touch of fidget to the ride. But this isn’t a sensation that’s unique to the Qashqai, and the overall ride is still less unsettled than rivals such as the Dacia Bigster or Peugeot 3008. At low speeds, a tight turning circle and light steering make the Nissan easy to manoeuvre.

The manual version is easy enough to drive in town, and is preferable to the regular 1.3-litre petrol engine when equipped with an Xtronic CVT automatic transmission, which can dither when moving away from a stop – not ideal for entering a busy roundabout.

Even better is the e-Power hybrid. Due to the drive for the wheels coming from an electric motor, it feels more like an EV with a smooth and near instantaneous accelerator response.

B-road driving and handling

Family cars such as the Qashqai aren’t designed to be thrilling to drive, so while we consider it a bonus if they are fun, it’s not a big issue if they’re not. The Nissan is safe, predictable and stable through corners, with plenty of grip and reasonable body control. The steering doesn’t have much feedback, but it is accurate.

The suspension competently deals with the worst road surfaces, but we’d like it if the springs and dampers could provide a little more give. We’d advise you to stick with the smaller 17 or 18-inch wheels fitted to Acenta Premium and N-Connecta in order to get a more comfortable ride. 

Motorway driving and long-distance comfort

We haven’t yet been able to try the updated Qashqai side by side with its predecessor to determine whether the additional sound deadening has made a difference, but we can say that the latest Qashqai remains a quiet car at speed.

There’s some engine noise to be heard when accelerating hard in all versions, but it isn’t intrusive and settles into the background once you’re up to cruising speed. Tyre roar is the most noticeable noise at higher speeds, although the Qashqai is still marginally more hushed than a Volkswagen Tiguan in this area. That aside, the engine settles down into a distant hum, and wind noise is relatively well contained, too. Comfort and stability at high speed are great too.

Expert view, on driving experience

“The Qashqai’s steering remains fairly relaxed on the move, so it’s a car that doesn’t need too many corrections to the wheel to keep things on the right track. Of course, this can be made even more relaxing with the on-board driver-assist technology. All but the base trim come with not only adaptive cruise control, but self-steering tech, too. This can keep the car positioned neatly within a lane for short periods at a time, and it really helps to take the strain out of longer journeys.” – Alex Ingram, chief reviewer, who has tested numerous versions of the Qashqai against rivals

The Nissan Qashqai 1.3-litre mild-hybrid petrol engine provides either 138bhp or 156bhp. The lower-powered unit returns up to 44.8mpg on the WLTP combined cycle, with CO2 emissions of 142g/km. Opting for the 156bhp version doesn’t significantly reduce fuel economy, but adding four-wheel drive sees a fall to 40mpg and a CO2 figure of 157g/km. All models come with stop/start tech, along with an Eco drive mode to help eke out extra miles from a tank of fuel.

The Qashqai isn't offered with plug-in hybrid power like rivals such as the Hyundai Tucson and Kia Sportage. Instead, the brand sees e-Power as the stepping stone from mild-hybrid to a full EV. The Qashqai e-Power is technically a range-extending hybrid, because the petrol engine's sole purpose is to charge a 2.1kWh battery that feeds the electric motor that drives the front wheels. The result is up to 53.3mpg on the WLTP cycle, plus CO2 emissions of 119g/km.

Curiously, when we first drove the e-Power model, the best we could manage in a heavily congested urban environment – where the more electrified powertrain should have shone – was 44mpg, and it wasn’t until we escaped the city that the figure climbed to around 47mpg. On a more recent drive in Portugal on a hilly route mainly comprising twisty B-roads, an e-Power car on 20-inch wheels was averaging around 39mpg, which was a disappointing result given we were able to get 37mpg from the 156bhp mild hybrid with a manual gearbox. 

But that’s not an outstanding result for the manual, either, and one that can be explained by the fact that the mild-hybrid set-up is more reluctant to cut the engine than on other systems of its type, especially if power-hungry ancillaries such as the air-conditioning system are in full swing.

Insurance groups

Buying an entry-level Qashqai Acenta Premium means that you won’t be forking out too much cash to insure your new wheels, but prices rise as you climb the range. The cheapest 138bhp version sits in group 12, and the extra power of the 156bhp Acenta Premium Xtronic CVT car puts it in group 22, with top-spec Tekna+ versions in group 23.

In comparison, the Hyundai Tucson range starts from group 18 and climbs to group 24 for the plug-in hybrid in the posh Ultimate specification. The Qashqai e-Power hybrid models will be more expensive to insure, starting in group 24 and rising to group 32 for a top-spec Tekna+ model.

Tax

Business users won’t be hugely motivated by the Qashqai’s numbers. With the basic Acenta Premium car, they’ll be paying a 34 per cent Benefit-in-Kind (BiK) rate, while a top-spec mild-hybrid model is in the 37 per cent bracket. The e-Power’s improved economy cuts the BIK rate down to 29 per cent, but it can’t match a plug-in hybrid or electric car for company car tax efficiency. The bulk of the range sits below the £40,000 mark – only certain versions of the top-spec Tekna+ breach that limit before options – which means that most models aren’t subject to the luxury car tax VED surcharge.

Depreciation

Buy a brand-new Qashqai today, and it’s predicted to hold on to between 47 and 51 per cent of its original value after three years or 36,000 miles. 

The four-wheel-drive mild-hybrid models are at the lower end of those residual values, while the manual, front-wheel-drive N-Connecta is the model estimated to be most resistant to depreciation.

For comparison purposes, the Ford Kuga is expected to hold onto 53 per cent of its value over the same period, while the Hyundai Tucson range is between 53 and 56 per cent. However, the Kia Sportage is predicted to maintain more of its value than any of the cars mentioned here, hanging on to between 51 and 58 per cent of its value over the same period.

To get an accurate valuation for a specific model, check out our valuation tool...

Through each generation of the Qashqai, its cabin has become gradually more loaded with tech, but Nissan hasn’t compromised on the sound ergonomics that make it so easy to live with.

When the Mk3 Nissan Qashqai was launched, its exterior design wasn’t that far removed from the previous model. The 2024 facelift added a more distinctive front end, similar to the Ariya electric car, that helps Nissan’s offering stand out next to more adventurously styled rivals like the Peugeot 3008 and the Toyota C-HR.

The technology highlight is probably Nissan’s Around View Monitor system, which generates a 360-degree view of the car when manoeuvring to help avoid shunts. There’s now a 3D function that renders an external image of the car and its surroundings from eight different angles, and an ‘invisible hood view’ – as seen on Land Rover models – which generates an on-screen image of what the wheels are doing ahead of you. Nissan says it’s good for avoiding kerbs and positioning the car in car washes, which seems like a more probable use case than hardcore off-roading. Also potentially useful is a T-junction view, which uses a camera on the Qashqai’s nose to help you check for oncoming traffic when pulling out of blind junctions.

Nissan Qashqai prices now open at just over £30,000, and all cars get the impressive 12.3-inch touchscreen. Base Acenta Premium models don’t have the Google-powered infotainment features, and make do with wired Apple CarPlay and Android Auto, while higher spec models offer wireless connections. They also miss out on all the body-coloured exterior trim, which spoils the look of the Qashqai to an extent.

With this in mind, the £2,000 premium for an upgrade to N-Connecta trim feels worthwhile. You get the improved Around View Monitor system, ambient lighting and a wireless charging pad, among other things, but the exterior trim is only partially body-coloured. You’ll have to find another £2,500 for an N-Design if you want full body-colouring on the lower bumpers, and this also adds LED lights with 20-inch wheels. For the same price as the N-Design, Tekna models forego some of the styling add-ons but get the full suite of ProPilot driver-assistance tech, a head-up display, and a lot more besides.

Tekna+ is the height of mid-size SUV luxury with quilted, massaging leather seats and a Bose stereo. Unfortunately, it’s £4k more than a Tekna, which feels a bit rich, in our opinion. N-Connecta is a good value, unless you really want to make a statement with the sharpened looks of the N-Design.

Interior and dashboard design

There are more glamorous cabins in this segment, but the Qashqai keeps things very simple, with a sensible dash layout that places the touchscreen infotainment system at the top (with a couple of physical shortcut keys at its base), air vents in the middle, and physical dials for the climate control system just below them. The layout is logical, and we approve that all the easy-to-use physical buttons and dials remain, which is a big plus point in our book over rivals like the Ford Kuga, which has gone all in on touchscreens.

Opting for the N-Design trim gets you a large panoramic glass sunroof, letting a huge amount of light into the interior to help brighten things up, which might be useful if you plan on tackling a number of long trips in your Qashqai.

Materials and build quality

The changes inside the Qashqai included some nicer materials on higher-spec cars and many new or enhanced tech features. The posher models get a very large helping of Alcantara fabric (on N-Design cars) or soft leather (on Tekna models). These upmarket materials coat the dash, door inserts, and armrests, and they really add an air of quality – we’re just unsure how well the Alcantara will stand up to regular encounters with sticky-fingered kids. There’s also some very fetching metallic-effect plastic trim around the gear selector.

Overall fit and finish is right on the money for a car in this segment. It’s not quite as plush as the more pricey Peugeot 3008, but feels more than competitive with the Vauxhall Grandland, Kia Sportage and Hyundai Tucson. The main dash feels fairly substantial and well screwed together, but some of the plastics closer to the back-seat passengers are a little hard and scratchy. This isn’t unusual to find among the Qashqai’s competition, though. 

Infotainment, sat-nav and stereo

For the past decade or so, Nissan has felt a step or two behind its rivals for infotainment tech, but the Qashqai’s latest system has a much sharper display and quicker loading times. Using Google has improved parts of the system – particularly the nav – massively, but base Acenta Premium models don’t benefit. While the infotainment has improved, the digital driver’s display hasn’t, and it looks conspicuously low-res beside the touchscreen.

The Google Maps navigation functionality from N-Connecta and above is first class (especially if you’re an Android user familiar with the interface), and all bar the base models get it along with the ability to sign-in to your car with your Google account – transferring favourite locations and other information in the process. There’s ‘Hey Google’ voice assistant control, too, significantly reducing the need to connect your phone to the car.

Modern cars are loaded with safety and driver-assistance tech, and some of these systems are more intrusive than others. The Qashqai’s lane-keep tech gently tugs on the steering wheel once you begin to cross over a white line, but it’s not as aggressive as some rivals’ systems.

Expert view, on design

“The speed-limit alert is quite loud and relentless – not ideal when so many of these systems can inadvertently read the wrong speed limits – or miss limit changes altogether. Fortunately, with a little up-front homework, it’s very easy to turn these off; a preset global setting for all of the driver-assist modes can be tailored to a driver’s taste, and then accessed easily via the menu button on the left spoke of the steering wheel.” – Alex Ingram, chief reviewer, who has tested numerous versions of the Qashqai against rivals

Overall, the Qashqai is well thought out for families. There are several alternatives in this class that offer a touch more room – especially in the boot – but that is in part because the Nissan is slightly more compact on the outside than some of its closest rivals. This is worth bearing in mind if you have a tight garage or frequently need to parallel park.

Family buyers will be impressed by the practical touches of the Nissan Qashqai. The rear doors open to 85 degrees, which means – provided that there isn’t a car parked close next to you – that fitting a child seat (and even putting a child into their child seat) is a lot easier. A reversible boot floor with a wipe-clean surface is another thoughtful addition.

The front seats are comfortable and supportive, with all Qashqai models featuring a steering wheel with reach and rake adjustment. Storage in the cabin is quite limited, with the main options being the small glovebox, slim door pockets, a deep cubby under the armrest, and a pair of cup-holders in the centre console. There’s also a shelf for your phone that becomes a wireless charging pad in higher-spec models.

Dimensions and size

The latest Qashqai is a bigger car than the second-generation model it replaced, at 4,425mm in length, 1,625mm in height, and 1,835mm (2,084mm including mirrors) in width. A 35mm increase in length, and 32mm of extra width mean it’s still a little smaller than a Ford Kuga, but pretty much the same size as a Peugeot 3008.

Driving position, seats & space in the front

There’s little to fault about the Qashqai’s driving position. The driver’s seat lines up nicely with the pedals and the wheel, and the wide range of adjustment in both the seat and wheel allows drivers of many shapes and sizes to find an ideal set-up. Two cup-holders, an enclosed central bin plus deep and wide door pockets means that there’s plenty of storage space up front, too.

The front seats are comfortable, offering good support, but there’s no question that rivals such as the Dacia Bigster are roomier inside. Buyers considering the panoramic sunroof option (standard on Tekna and above) should be aware that this eats into the available headroom.

Seats & space in the back

Even before you get in the back, it’s clear that Nissan has designed the Qashqai with family life in mind. The back doors open to 85 degrees, giving excellent access to the rear seats. That makes loading a child seat – and then youngsters after that – a much easier job, and the ISOFIX points are simple to reach behind removable plastic covers.

Once you’re inside, the Qashqai has just about enough space. It’s not class leading – the Kia Sportage offers more headroom, and the Dacia Bigster is far more spacious for less money – but it’s still more than good enough. The back seats are fairly firm and a little short of under-thigh support, though, and while the centre seat is wide, it is slightly perched. 

During our own tests, we found the Qashqai to have less headroom when compared with the Peugeot 3008 and Hyundai Tucson, nor is it as roomy inside as a Vauxhall Grandland or Skoda Karoq. There's still plenty of space for passengers under six feet, and overall, it’s roomy enough for daily use.

Boot space

The Qashqai’s boot has a 504-litre maximum capacity with the rear seats in place. That’s a generous volume, if not quite on the level of the Dacia Bigster, Hyundai Tucson or Kia Sportage. In fact, models equipped with the boot floor divider see that capacity reduced to 479 litres. Whether you choose the mild-hybrid or full-hybrid e-Power models, the volume remains the same.

We have measured the Qashqai’s boot lip height at 765mm – slightly higher than the Kia Sportage’s and the fully electric Skoda Elroq’s, but largely similar to other alternatives. Nissan has missed a trick by not fitting levers in the boot to let you release the rear seats quickly, but once down they do fold flat. However, the overall volume falls behind its rivals; there’s just 1,447 litres available compared with the roughly 1,800 litres you get in a Sportage, Tucson or Skoda Karoq.

Towing

The towing capacity of the Nissan Qashqai depends on which engine you choose, but all petrol versions should provide enough capability for most buyers’ needs. The maximum braked trailer towing capacity ranges from 1,400kg for the front-wheel-drive 138bhp model, to 1,800kg for the more powerful 156bhp version. Don’t pick the e-Power model if you plan to pull a caravan, because it only has a towing capacity of 750kg.

Expert view, on practicality

“A six-foot-tall passenger can sit behind a driver of similar dimensions if they don’t mind pushing their knees into the padded seat back a little. Headroom is also manageable, but the middle berth in the back will be a squeeze thanks to the raised seat base cushion and the hump in the floor where your feet need to go.” – Alex Ingram, chief reviewer, who has tested numerous versions of the Qashqai against rivals

The Nissan Qashqai finished in a rather disappointing 42nd place out of 50 cars in the 2024 Driver Power customer satisfaction survey. While that is ahead of the Volkswagen Tiguan (45th), it is behind the Ford Kuga (37th), Skoda Karoq (19th), and Kia Sportage (11th).

There’s more positive news for the Nissan brand, which moved up the rankings from 19th position (out of 32) in our 2023 Driver Power manufacturer ratings, to 15th place out of 32 in the 2024 survey. The brand did well for child-friendly features, but was criticised for its cars’ overall quality and road handling.

Family buyers will be impressed by the Qashqai's five-star safety rating from industry body Euro NCAP in 2021. Both adult and child occupant safety are rated at 91 per cent, with Safety Assist systems scoring an outstanding 95 per cent.

The standard kit is comprehensive, with Nissan’s Intelligent Mobility tech including a blind spot warning to alert you to cars approaching beside you on the motorway, a rear cross-traffic system to alert to cars crossing from behind when reversing, traffic-sign recognition to let you know of the speed limit, and an automatic emergency braking system with pedestrian and cyclist recognition to prevent collisions with vulnerable road users. There’s also a forward-collision warning to alert you if it thinks you’re about to collide with something, Intelligent cruise control to keep you a safe distance from the car in front, and a high beam assist function to automatically put the main beam on when there’s no oncoming traffic.

Many drivers will be disappointed to learn that, to meet EU rules and appease the Euro NCAP crash testing body, safety-assist features like the speed-limit and lane-departure warning systems now reactivate automatically every time you start the Qashqai. Nissan has addressed this by adding a new Driver Assist Custom Mode that lets you choose your preferred settings for these aids and activate them at the touch of one button on the steering wheel.

• Best buy: Nissan Qashqai 1.3 Mild Hybrid (MHEV) 158PS N-Connecta

Our pick of the Qashqai range is the more powerful version of the two mild-hybrid models, ideally in slick-shifting manual form, front-wheel drive, and in upscale Tekna trim.

While not as economical as the e-Power model, the 158bhp 1.3 MHEV is not as expensive to buy up front and avoids creeping over the £40,000 mark, at which your road tax burden is a lot higher. The more powerful of the two mild-hybrid engines should be a little more adept at hauling a car full of people and luggage, while the manual gearbox is easy enough to use and feels a little more responsive in town driving than the sometimes slovenly Xtronic CVT. 

There’s no economy penalty between the 138bhp and 154bhp models either, because both get the same 44.1mpg combined rating. Given that opting for all-wheel drive harms the fuel economy, and we doubt most buyers are likely to need it, you can safely leave it off the options list.

The mid-range N-Connecta trim will provide you with all the equipment you'll need without pushing the price up to the point where it clashes with our favourite mid-size SUV, the Hyundai Tucson.

Nissan offers a standard three-year/60,000-mile warranty for the Qashqai, although if you pay an extra £350 or so, you can extend that for an additional 12 months, but the 60,000-mile limit still applies. You also get three years of free roadside assistance with the Qashqai.

Service intervals for petrol versions of the Qashqai are annually or every 18,000 miles, whichever comes first, while fixed-price service plans are available from your local Nissan dealer. The hybrid e-Power model requires more regular maintenance, needing a service every 9,000 miles or annually, whichever comes first.

You can spec your ideal Nissan Qashqai now or look for used models with our Find A Car service.

Alternatives

If you’re in the market for a mid-size SUV, there’s no shortage of options to choose from. Some of our current favourites include the impressive Hyundai Tucson, its Kia Sportage sister car and the Dacia Bigster, which offers more space and a generous kit list for prices that undercut the Qashqai across the range. The revitalised Ford Kuga and the stylish Peugeot 3008 are also worth seeking out, as are the VW Group trio of the SEAT Ateca, Skoda Karoq, and Volkswagen Tiguan.

If you’re sold on the Qashqai, you certainly won’t be alone. Hundreds of thousands of UK buyers have seen it as a good idea since 2007. The appeal of the current car revolves around its comfort, quality and impressive Google-based infotainment tech. Keen drivers may want to look elsewhere, though, because neither the driving experience nor the level of performance from the engines is terribly exciting.

Nissan has tailored its mid-size SUV to deliver the goods for family buyers in this competitive market and succeeded in ticking most of the boxes that matter. The most recent changes give it a more distinctive appearance to help it stand out in a crowded marketplace, but it is still the Qashqai’s more prosaic qualities that give it an edge.

Nissan Qashqai Tekna+: long-term test

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In 2022, our Web producer, Pete Baiden, spent nearly a year behind the wheel of a top-of-the-range pre-facelift Nissan Qashqai Tekna+ and was left with mixed feelings about it. On the one hand, it was a very practical car, with thoughtful touches such as the rear doors that opened to nearly 90-degrees, which made putting children into car seats easy, and a split-height boot with no loading lip that helped when transporting a buggy.

However, the driver’s seat left him with backache after every long trip he took in it, whereas previous long term test cars such as the SsangYong Korando and SEAT Tarraco had not. Even the massage function on his high-spec Qashqai didn’t help, with Pete likening the sensation to being kicked in the back by one of his children. You can read the full long term test here...

Used and nearly new

You won't find the popular Nissan Qashqai in short supply on the used market. Since it first arrived in the UK in 2007, the Japanese mid-size SUV has positioned itself as the 'go-to' option for families needing a practical car that's good to drive. The Qashqai may have developed a somewhat anonymous image over time, but it was quite revolutionary when launched – offering buyers a funky new crossover style.

Nissan Qashqai history

Nissan Qashqai Mk2: 2014-2020

The Mk2 Nissan Qashqai range offers reasonably efficient engines and decent levels of kit, although the base cars can are sparse. There has been mixed feedback regarding the Qashqai's overall reliability, so check over the car's history and ensure any recall notices have been attended to. Both front- and four-wheel-drive models are available, along with manual and CVT auto versions, so buyers should be well catered for. Read our full Mk2 Nissan Qashqai buyer’s guide here…

Nissan Qashqai Mk1: 2007-2013

The Mk1 Nissan Qashqai still provides great family transport. Its crossover-style good looks and useful practicality mean it will still appeal to buyers seeking a capable SUV. Of course, time has marched on, but the first-generation Qashqai is becoming more affordable, and its low running costs will suit those on a budget. Look out for the reasonable mid-spec Acenta models, which include parking sensors and climate control, while if you're after a little more luxury, then the top-spec Tekna versions, boasting leather upholstery heated seats and a panoramic glass roof, could hit the spot. Read our full Mk1 Nissan Qashqai buyer’s guide here…

Nissan Qashqai pictures

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