Nissan Qashqai

Today, our roads are full of Crossover models, compact family-sized SUV-style hatches that blend the practicality of a family five-door with the lifestyle looks of a 4x4.

Nissan didn't invent this concept, but they've done more than any other brand to perfect it, most notably with this car, the Qashqai.

And in its third generation J12 form back in 2021, this car was rejuvenated - as we're going to see. It's strange now to think what a gamble this model line seemed to represent when the first generation J10 version of this design was originally launched back in 2007.

Nissan had to make it work because they had no alternative conventional Focus-sized hatch to sell - and they did.

Sales took off - and continued strongly with a second generation J11 model launched in 2014, then heavily updated in 2017. By 2021, the mid-sized family SUV sector was crowded with rivals from just about every brand - small wonder given that by then, Qashqai-size crossovers were making up 15 percent of the European market and their share was continuing to grow at the expense of family hatchbacks and estates.

Commentators like us still often call this segment from this period the 'Qashqai class', referencing Nissan's invariable sales leadership within it.

But by 2021, times were changing: was the original still the best? With this MK3 J12 design, the brand wanted us to think so and loaded this larger, smarter, sharper-looking MK3 Qashqai model with all of its latest tech to make sure. Like its predecessors, the third-generation 'J12' version of this Nissan was as much a British product as any modern car these days ever is.

As before, it was built in the UK - by 2021 the Japanese company's UK plant in Sunderland had produced over three million Qashqais since the original.

Plus the J12 Qashqai was designed at the brand's styling studio in Paddington - and engineered at its technical centre in Cranfield.

Nissan claimed this 'J12'-series version would be much better to drive, would offer more space, would be more efficient - and would even be better-smelling: yes, really.

A clever e-POWER engine option arrived in 2022.

And the range received a thorough update in mid-2024.

It's the pre-facelift 2021-2024-era versions of this J12 design we look at here.

One of the challenges of reinvigorating a car based on a successful formula is to get the balance of fresh and familiar just right.

And this 'gen-three' Qashqai rather hit the sweet spot, incorporating some recognisable elements into a contemporary shape that was usefully evolved.

At first glance, you might think it quite similar to the previous generation model: look again.

The double chrome trimmed V-Motion central grille is much deeper and the upper and lower parts of the headlamps, with this J12 of the full-LED variety, are separated by a colour-coded 'Qashqai'-branded trim strip.

At the side, this MK3 Qashqai met the crossover fashion criteria of its moment.

'Floating' roof, optionally available in black? Tick.

Kick-up body line over the rear wheelarches? Tick.

Black cladding for the wheel arches and the lower body? Tick.

It's when viewed from behind that this J12-series Qashqai design is most restrained - and perhaps most familiar, with wrap-around rear lights that offer a gentle evolution from those of the generation 2 model, slimmer and separated by spaced-out letters below the Nissan badge. And up front inside? Well you'd feel a sense of familiarity here if you'd regularly used the previous generation model day-in, day-out; the logical layout, the gear shifter angle and a seating position that's half way between SUV and family hatch.

Yet you'd also appreciate that everything's been brought up to date, with smarter switchgear and a central touchscreen that sits on top of the dashboard rather than being buried into it; plusher models get the advanced 'NissanConnect' centre screen in a 9-inch size, and it's complemented further up the range by a 12.3-inch customisable instrument display.

Softer-touch materials and more sophisticated instruments seek to promote the feeling of greater luxury than you might expect from the price tag, embellished on upper-spec models by classy ambient lighting and the largest head-up display in the segment.

In addition, there's a reasonable amount of storage space, build quality from the Sunderland plant feels pretty good and Nissan even thought a lot about how this Qashqai smells inside, taking steps to ensure materials don't create any unpleasant odours as use and age gradually erode the 'new car' aroma.

Back seat passengers should be reasonably happy.

There's 28mm more legroom than in a 'gen-2' Qashqai and headroom is up by 15mm - or at least it would be on a model without the optional huge glass roof which, if you can live with the slightly lower ceiling height, gives an agreeably airy feel to the interior.

Six-footers should just about fit.

This rear bench doesn't do anything clever like reclining - or sliding (as it would do in a rival Volkswagen Tiguan or Skoda Karoq): and you wouldn't be very comfortable sitting for any real period in the centre of it, legs astride the transmission tunnel.

Still, contoured seat backs and the space you get to slide your shoes beneath the front chairs make this part of the car feel reasonably spacious. Right: let's finish with considering the boot.

The hatch reveals a wide and deep aperture, and the lip's sensibly low.

Nissan redesigned the suspension of this MK3 Qashqai, giving a useful loadspace capacity increase of 50-litres, providing 504-litres with all seats in place, enough to take up to seven carry-on cases.

The plus side of spending a bit more money on trim and avoiding the first two spec levels is that you get a super-useful 'luggage board' arrangement.

The two removable lower panels create a flat cargo base, with a usefully-sized and invisible storage area below, into which the parcel shelf can fit.

Once everything's retracted, up to 1,447 litres is freed up - useful, but nowhere near class-leading.

Still, that'll probably be quite sufficient for most customers.

Please contact us for an exact up-to-date valuation.

There are various things a used buyer has to look out for here.

We've heard of a system and engine warning message at start up which in some cases led to a power reduction - solved only be restarting the car.

And navigation updating issues can occur with the centre screen.

The auto gearbox can be jerky when pulling off.

The mileage clock can reset on its own.

The audio system can exhibit very poor DAB reception.

And the media set-up can be unresponsive.

Check all of these things on your test drive.

We've not come across any specific e-POWER drivetrain issues.

Otherwise, just check for the usual side panel and alloy wheels scrapes - and signs of child damage or luggage scrapes inside.

(approx based on a 2022 Qashqai e-POWER - Ex Vat autodoc.co.uk) An oil filter is in the £4-£13 bracket.

An air filter is in the £14-£61 bracket.

Front brake discs cost in the £94-£114 bracket.

Rear brake discs cost in the £22-£73 bracket.

A wiper blade's in the £4-£10 bracket.

A pollen filter's in the £7-£28 bracket.

Despite its family-friendly brief, the Nissan Qashqai has always been quite fun to drive and the changes made to this J12 design ensured that it continued to be.

Fundamentally, this was down to the introduction of this car's new Common Module Family C/D platform, which provided for a body shell that was 48% stiffer and made a major contribution to a weight-saving campaign that saw this larger model shed 60kgs compared to its slightly smaller predecessor.

You don't always feel changes like that with cars these days, but you can here.

Rather unusually in a class where driving enjoyment tends not to be prioritised, this Nissan immediately feels a little more agile and eager than your average mid-sized SUV, an impression that was aided here by the introduction of a quicker steering rack.

Which is about as far as you can go towards sportiness with a car of this kind, given that customer priorities with family crossovers usually tend to lie elsewhere.

Primarily with comfort, which was helped here by the way the stiffer bodyshell allowed the conventional torsion beam suspension that most models used to be a little softer than before, only bigger bumps causing thuds to be felt in the cabin.

That set-up was lightly embellished for this third generation model, as was the mainstream 1.3-litre petrol engine that most customers chose, which gained a light dusting of 12V mild hybrid electrification.

This four cylinder unit was offered with either 140PS and manual transmission; or with 158PS and a choice of either manual or 'Xtronic' CVT auto transmission.

Choose the auto and you'll have the further option of having your Qashqai with 4WD.

But that'll have an impact on efficiency, which in the manual front-driven 'Tekna'-spec 158PS model is rated at a best of 44.1mpg on the combined cycle and 145g/km of CO2.

If you want to do better, then you'll need to look at the other engine option on offer, Nissan's e-Power self-charging Hybrid drivetrain.

This is a proper Hybrid; the powerplant's 1.5-litre 158PS petrol engine is primarily there to act as a generator to charge the 2kWh battery pack, which then powers an electric motor driving the wheels, which get a combined petrol/electric output of 190PS.

Building a Crossover vehicle is easy.

Building one as good as this Qashqai is a whole lot tougher, as competitors have found.

Nissan did all the expected things in order to keep this third generation design current - sharper looks, a degree of engine electrification, a bit more interior space - but at heart, this Qashqai offers much the same kind of family-orientated crossover package.

Which existing customers will very much like. So, how to summarise? Will fresh converts be attracted to this J12-era model? That's difficult to say.

From the 2021-2024 period, there's an awful lot of competition from an awful lot of very talented rivals out there.

And in this form, the Qashqai is no longer the bargain it once was.

Still, this remains a car from a brand that clearly knows its market.

It's still a benchmark.

And it's still a starting point for anyone buying in this segment.