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Nissan
X-Trail
T33·
2022-2026
suv-soft
Price (AUD)
$30k-$58k
Body styles
5-door wagon (5-seat), 5-door wagon (7-seat, petrol only)
Drivetrain
Front-wheel drive (2.5 petrol, base grades), On-demand AWD (2.5 petrol, electronically controlled clutch), e-4ORCE twin-motor electric AWD (e-Power only)
Origin
Japan
Built in
Japan
Overview
The fourth-generation X-Trail (T33) launched in Australia in May/June 2022 on the Renault-Nissan CMF-CD platform, sold in ST, ST-L, Ti and Ti-L grades (5- or 7-seat on the petrol). It is a monocoque on-road soft-roader and comes in two completely different powertrains, which buyers must not confuse. The volume seller is the 2.5L PR25DD naturally aspirated direct-injection petrol (135kW/244Nm) driving an Xtronic CVT, in front-wheel drive or an on-demand electronically controlled AWD; it is the simpler, cheaper used buy but lives or dies on CVT care. The flagship is the e-Power e-4ORCE, a series hybrid in which a 1.5L KR15DDT VC-Turbo three-cylinder petrol engine acts ONLY as a generator (it never drives the wheels) to feed a small 2.1kWh battery and twin electric motors - 150kW/330Nm front, 100kW/195Nm rear, 157kW system - giving electric-AWD with no conventional gearbox or CVT. Australia took the e-Power exclusively as e-4ORCE AWD (the overseas 2WD e-Power was not sold here). The e-Power is smooth, quick and quiet but is a complex, expensive-to-repair system that has drawn owner reports of e-Power system faults, 12V battery drama and dealer software gaps; the petrol is the known quantity but carries the usual Nissan Xtronic CVT worry plus direct-injection carbon. No diesel was offered in this generation in Australia. Nissan's capped-price servicing and (later) extended warranty are selling points, but build-quality niggles, dated infotainment and patchy dealer support are recurring complaints.
Engines & variants
2.5L PR25DD petrol
Engine
2.5L naturally aspirated DOHC 16-valve direct-injection petrol I4
Config
I4 NA
Displacement
2488cc
Power
135kW @ 6000rpm
Torque
244Nm @ 3600rpm
Drivetrain
FWD or on-demand AWD (electronically controlled clutch)
Economy
7.4-7.8 L/100km combined (real-world ~8.5-10)
Tow (braked)
2000kg
Tow (unbraked)
750kg
Transmission
Xtronic CVT
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Simple, proven naturally aspirated petrol - no turbo, no DPF, no hybrid complexity
- Timing chain, no belt to replace
- Only X-Trail offered as a 7-seater, and the cheapest way into a T33
- 2000kg braked towing - best in the range
- Cheaper to buy and far cheaper to repair than the e-Power
Cons
- Xtronic CVT is the long-term cost/risk - Nissan CVTs have a poor reputation
- Modest performance - 135kW feels adequate, not strong, when loaded
- Direct-injection intake-valve carbon possible at high km
- Drinks more than the e-Power around town; revs flare under the CVT
- AWD is a light on-demand system, not a serious off-roader
Known problems
high
Xtronic CVT judder, whine and failure
Nissan's Jatco-built Xtronic CVT is the headline durability concern. Owners report shudder/judder on light throttle, a rising whine, hesitation or jerky take-up, and there are owner reports of outright CVT failure (one documented at around 119,000km). Neglected fluid and city/towing use accelerate wear; Nissan CVTs have a long, well-publicised litigation and failure history.
Fix: Insist on CVT fluid (NS-3) change history; have a software update/relearn done for judder; budget for a unit if records are missing. Avoid heavily towed or fluid-neglected cars.
low
Direct-injection intake-valve carbon build-up
The PR25DD is direct-injection only (no port wash), so carbon can accumulate on the intake valves over time, causing rough idle, hesitation or minor misfire at higher km.
Fix: Walnut-blast/intake clean if symptomatic; quality fuel and regular oil changes slow it.
low
Cold-start engine rattle / timing-chain tensioner noise
A brief rattle on cold start is commonly reported and usually normal, but a persistent or worsening rattle can indicate timing-chain tensioner or chain-guide wear at high km.
Fix: Confirm it clears within a second or two; investigate the chain/tensioner if the rattle persists or grows.
1.5L e-Power e-4ORCE (VC-Turbo series hybrid)
Engine
1.5L turbo variable-compression (VC-Turbo) DI 3-cylinder petrol used solely as a generator, feeding a 2.1kWh battery and twin drive motors (e-Power series hybrid)
Config
I3 turbo generator + twin electric motors (series hybrid)
Displacement
1497cc
Power
157kW system (front motor 150kW, rear motor 100kW)
Torque
330Nm front motor / 195Nm rear motor (no combined figure quoted)
Drivetrain
e-4ORCE twin-motor electric AWD
Economy
6.1-6.4 L/100km combined (real-world ~6-7)
Tow (braked)
1650kg
Tow (unbraked)
750kg
Transmission
Single-speed reduction (no conventional gearbox or CVT)
Timing chain / belt / gear
Timing chain on the 1.5 VC-Turbo generator engine (no scheduled belt)
Pros
- Drives like an EV - smooth, instant, quiet, no gear hunting (engine never drives the wheels)
- No conventional gearbox or CVT to wear out or judder
- Strong, surefooted e-4ORCE electric AWD and genuinely brisk
- Good real-world economy around town without ever needing to plug in
- Best-equipped flagship grades; petrol-only refuelling convenience
Cons
- Complex, expensive-to-repair series-hybrid system - parts and diagnosis are dear
- Owner reports of e-Power system faults and warning-light/limp episodes
- 12V battery and electrical gremlins reported; dealer software support is thin
- Lower 1650kg tow rating than the petrol and a heavy kerb weight
- VC-Turbo variable-compression engine is new-tech with limited long-term data
- Premium price and patchy infotainment / no OTA on early cars
Known problems
high
e-Power system fault / sudden warning and limp or shutdown
Multiple owners report intermittent 'e-Power' system warnings, loss of lights/dash, cruise/sensor dropouts and in some cases the car derating or stopping and needing a tow. The series-hybrid stack (inverter, generator, motors, control software) is complex and dealers have at times struggled to diagnose it, with extended repair waits reported.
Fix: Pursue under Nissan's warranty; insist on a documented diagnosis (often software or a faulty module/sensor); confirm any related service campaign is done. Out of warranty this is potentially very costly.
medium
12V battery drain / electrical failures
Owners report repeated flat 12V batteries and electrical glitches; like many modern hybrids the e-Power relies on a 12V system for wake/start logic, and a tired or undersized 12V battery triggers cascading faults and no-start events.
Fix: Replace the 12V battery with the correct spec; check for parasitic draw and have control modules updated; fit a maintainer if parked for long periods.
medium
Drive-battery / hybrid component degradation (long-term)
The 2.1kWh lithium drive battery and the twin motors/inverter are the long-term cost risk on an ageing e-Power. The battery is small and worked hard (constantly charged/discharged), and out-of-warranty replacement of battery or motor/inverter components is expensive. Long-term durability data is still limited given the model's age.
Fix: Buy within the factory/extended warranty where possible; keep full Nissan service history; have the hybrid system health-checked before purchase.
low
VC-Turbo generator engine carbon / oil-consumption watch
The 1.5 VC-Turbo is a direct-injection, variable-compression, turbocharged three-cylinder running as a generator. As a new and mechanically intricate engine it warrants watching for DI intake carbon and any oil consumption; long-term field data is still thin.
Fix: Strict oil-change discipline with the correct spec; monitor oil level; intake clean only if symptomatic.
Common problems (all variants)
low
Infotainment / connectivity gaps and dated maps
Owners report no NissanConnect app support and no over-the-air updates on some model years, navigation maps years out of date at delivery, occasional head-unit freezes/reboots and Bluetooth/CarPlay dropouts. The system feels a generation behind rivals.
Fix: Apply available firmware/map updates at a dealer; use wireless CarPlay/Android Auto where fitted; confirm software version before purchase.
low
Front suspension noise / knock over bumps
A commonly reported knock, clunk or creak from the front suspension over speed bumps and rough surfaces - typically strut/top-mount, sway-bar link or bush noise rather than a failure.
Fix: Diagnose and replace the offending link/mount/bush; many cases are cheap consumables. Test over bumps on inspection.
low
Wing-mirror vibration and HUD/display niggles
Owners report door mirrors that buzz/vibrate at speed and occasional head-up display or instrument-display glitches on equipped grades.
Fix: Re-seat/replace the mirror glass or housing; software update or module replacement for display faults under warranty.
low
Interior trim and seat-stitching wear
Reports of leather/leatherette seat stitching failing or trim wearing prematurely, sometimes within a couple of years, with mixed warranty outcomes.
Fix: Retrim or repair affected seats/trim; pursue under warranty for early failures. Cosmetic.
medium
Steering pull / wander complaints
Some owners report the car pulling toward one side or wandering, a potential safety concern; usually alignment, tyre or a suspension/steering setup issue rather than a structural fault.
Fix: Have a four-wheel alignment and tyre check done first; investigate steering/suspension components and any related TSB if it persists. Test-drive on a straight road before buying.
medium
Outstanding safety recalls (check VIN)
Like all new cars the T33 has been subject to safety recalls/service campaigns through the model run (Australian Product Safety / Nissan). Unrectified recalls are a real risk on used examples.
Fix: Run the VIN through vehiclerecalls.gov.au and Nissan Australia's recall page and confirm all outstanding recalls and service campaigns have been completed.