2025 Nissan Qashqai N-Design e-Power review

There’s a new kid at the top of the Nissan Qashqai range for 2025.

The N-Design is a new, err, design-oriented variant at the top end of Nissan’s small SUV line-up, with unique styling touches inside and out.

It has arrived with the facelifted range launched earlier in 2025, bringing a restyled front fascia, new tail-light and alloy wheel designs, updated interior features, and more equipment for unchanged prices on existing grades.

But the new flagship model commands a price close to, or in excess of, $60,000 drive-away. Is it worth the money?

There are five variants in the 2025 Qashqai range – ST, ST-L, Ti, Ti-L and N-Design – a reshuffle of the old line-up, which offered ST, ST+, ST-L and Ti editions.

Hybrid power is standard on the N-Design, and optional on the Ti-L, with a 1.3-litre petrol engine standard on the rest of the range.

Prices start from $34,665 plus on-road costs for the ST, but the N-Design on test here opens from a less approachable $54,365 plus on-roads.

Two-tone paint is standard on the N-Design, but our test vehicle is finished in an extra-cost Fuji Sunset Red main body colour, which adds $1495 to the bill – and brings its drive-away price to $60,328 in NSW, according to the Nissan Australia website.

That’s a power of money for a small hybrid SUV without a luxury badge, particularly when a top-of-the-range petrol Qashqai would’ve set you back $40,000 five years ago.

It places the Qashqai N-Design in the realm of proper prestige cars. The Audi Q3 starts from $57,500 plus on-road costs, a high-grade Mini Countryman C Favoured is $55,990, and the Volvo XC40 is available from $54,990.

It’s considerably more than rival, non-luxury small SUVs – top-spec versions of the Hyundai Kona and Toyota Corolla Cross hybrids are both about $47,000 before on-roads – and similar money will buy the one-below-flagship Nissan X-Trail e-Power hybrid, which is a much larger and more powerful car with all-wheel drive.

There must be some method to the madness, however, because Nissan says 15 per cent of sales of the outgoing Qashqai were the Ti e-Power hybrid – a circa-$52,000 plus on-roads car, now renamed Ti-L  – while 30 per cent were the regular petrol Ti.

Features added by the N-Design over the new Ti (formerly ST-L) include a head-up display, panoramic glass roof, hands-free power tailgate, driver’s seat memory, 20-inch alloys, Alcantara and leather-look seat and interior trim upholstery, and body-coloured and gloss black exterior highlights.

It’s on top of features such as a 12.3-inch instrument display, 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, dual-zone climate control, a power-adjustable driver’s seat, heated front seats, adaptive LED headlights, and a 360-degree camera.

However, the N-Design weirdly misses out on equipment in the $2000-cheaper Ti-L, including a power-adjustable front passenger seat, massaging front seats, a 10-speaker Bose stereo, automatic parking, and front-seat lumbar control.

At 4425mm long, 1835mm wide, 1625mm tall and 2665mm in wheelbase, the Qashqai is one of the larger models in the ‘small SUV’ category, and there’s plenty of room inside for couples, or smaller families who don’t need X-Trail levels of boot space.

Alcantara – a high-quality Italian suede-look material common in exotic cars – is used heavily inside, from the doors, dashboard and armrests to the seat bolsters and centre-console kneepads. It feels genuinely plush, and is a rarity in a car at this price.

There are two large digital displays in this specification – more in the next section – but Nissan has retained physical controls where needed, including dials and buttons for air-conditioning functions, and shortcuts under the touchscreen.

The switchgear feels clicky and high-quality, and soft-touch materials are used in greater quantities than in rival small SUVs for a more premium feel.

However, there’s room for improvement in the build quality of our test car, which exhibited an annoying rattle in its centre console, even with only 1000km on the clock.

Front-seat comfort is good, with eight-way power adjustment, decent support in tight corners, and ample underthigh support and comfort. They’re heated too, with leather-look and Alcantara trim, but there’s no massaging in the N-Design, nor power front-seat adjustment, or driver’s seat lumbar control.

The leather steering wheel is well sized and doesn’t have too thick of a rim. Its buttons are clicky and easy to use, though this hybrid lacks the paddle shifters of pure petrol versions.

Storage is respectable, with a deep centre console and modestly sized door pockets, but the cupholders are shallow, and the glovebox is compromised by what could be a fuse box or similar vehicle components.

Amenities in the N-Design include dual-zone climate control, a panoramic glass roof, colour ambient lighting, heated steering wheel, keyless entry and start, two USB-C ports, a 12-volt socket, and a wireless phone charger.

The Qashqai is one of the roomier small SUVs on the market, with enough space for a 186cm (6ft 1in) tall adult to sit behind someone of the same height with knee room to spare, and lots of toe and head room.

There is a tunnel under the floor for middle passengers to straddle, but the cabin is wide enough for three abreast on shorter journeys. Two ISOFIX and three top-tether anchors are present for child seats, helped by a wide door opening.

Rear-seat amenities include front seatback map pockets, two USB-C ports, air vents, door pockets that can fit bottles, and a fold-down armrest with two (admittedly shallow) cupholders.

The N-Design’s hybrid battery and space-saver spare wheel under the floor give it the smallest boot in the Qashqai range at 404 litres – not terrible for a car of this size, but merely average compared to its peers, and 20 per cent smaller than some Qashqai variants.

It’s large enough for suitcases and similarly large items, but a box poking into the load area on the left side – for hybrid system components – makes loading harder than it should be. There’s also a step when the 60:40 rear seats are lowered.

The cargo area is at least wide, and generally rectangular in its footprint, with a 12-volt socket, lights, a power tailgate with kick sensor, and a spare wheel – not a guarantee in a hybrid.

Standard in the Qashqai N-Design is a 12.3-inch touchscreen with wireless Apple CarPlay, wireless Android Auto, AM, FM and DAB+ digital radio, voice control, Bluetooth and embedded satellite navigation.

Australia misses out on Google services offered in European models, with Google Maps, Google Assistant and the Google Play Store built into the screen.

Nissan’s infotainment system isn’t the most feature-rich or flashy, but it’s quick to respond, easy to operate, looks slick enough, and we didn’t experience any issues with the wireless CarPlay connection.

The 12.3-inch digital instrument cluster looks smart, and is easy to read, though navigating its various menus – and changing its layout – can take a bit of learning.

There’s also a 10.8-inch head-up display projected onto the windscreen in this model.

Audio quality from the six-speaker sound system is only average, and given the cheaper Ti-L has a better 10-speaker Bose stereo, not befitting of the $60,000 drive-away price.

The 2025 Qashqai has introduced support for a Nissan Connect phone app, which enables remote vehicle tracking, control of its locks, lights and horn, driving history data, scheduled servicing reminders, and the option to set curfews or speed thresholds for young drivers.

Buyers get the first three years of access for free, with a subscription to be charged thereafter.

A five-star ANCAP safety rating covers the Nissan Qashqai, based on testing conducted by sister organisation Euro NCAP in 2021 under less stringent protocols than those in place today.

It earned 91 per cent for adult occupant protection, 93 per cent for child occupant protection, 74 per cent for vulnerable road user protection, and 97 per cent for safety assist technology.

This rating is scheduled to expire after December 31, 2027.

The Nissan Qashqai offers all the safety features expected of a modern small SUV, especially in more expensive model grades that offer well-calibrated lane-centring technology.

And refreshingly, it all works well, without annoyance. The lane-keep assist isn’t overbearing, the adaptive cruise control is not overbearing, and the traffic sign recognition system, although prone to misreading signs like others of its type, doesn’t beep when the car thinks you’re speeding, even if you’re not.

All new Nissan vehicles are covered by the company’s new 10-year/300,000km warranty – whichever comes first.

To unlock the full period, the Qashqai must be serviced at Nissan dealers for the warranty’s entire length. Should you take it to an independent mechanic at any point before 10 years or 300,000km, the extension is voided, and warranty coverage reverts to five years/unlimited kilometres.

In the rare event a buyer manages to cover more than 300,000km in the first five years of ownership, they will be locked out of the 10-year term – even if they’ve serviced with Nissan dealers the whole way – as they have already exceeded the kilometre limit.

Up to 10 years/300,000km of roadside assistance is also available, though one year of coverage included with the car, which is extended for another year each time the car is serviced at a Nissan dealership.

Servicing intervals are spread every 12 months or 10,000km, whichever comes first – a possible consideration for customers who cover more than that distance each year, given the national average is 12,500km.

The first five services are capped at $399 each, amounting to $1995 over that period – significantly cheaper than the outgoing Qashqai e-Power, which would have billed closer to $3000 for the same five years of scheduled maintenance.

It is still not the most affordable car to service in the class, however. A Hyundai Kona Hybrid is more expensive – at $2575 over five years/75,000km – but a Honda HR-V costs $995 over five years/50,000km, and a Toyota Corolla Cross Hybrid costs $1275 over five years/75,000km.

A year of comprehensive insurance coverage with a leading provider is quoted as $1696, based on a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

Nissan says the Qashqai e-Power consumes 4.8 litres per 100 kilometres of fuel in mixed conditions, spread across a claimed 4.9L/100km in urban areas, and 4.8L/100km in extra-urban or highway driving.

Over about 500km of city commuting, suburban driving, highway cruising, and some testing of the Qashqai’s performance and handling, the trip computer returned indicated fuel consumption of 5.8L/100km.

That’s about 20 per cent higher than the claim – not a match for it, but not insanely far off – though it’s not a match for rival Toyota, Hyundai and MG hybrids, which can easily drop below the 5.0L/100km mark in real-world driving.

In optimal conditions around town we could match the claim, but it trended higher across our week with the car.

Fortunately, Nissan says the e-Power can accept 91-octane regular unleaded – though it recommends 95-octane premium fuel – for its 55-litre tank.

Unconventional, in a good way.

Whereas a hybrid car from Toyota can drive its wheels on petrol power, electric power, or a mix of both at any time, Nissan’s e-Power technology uses a 115kW 1.5-litre turbo-petrol three-cylinder purely as a generator to charge the battery pack, which in turn sends energy to drive the 140kW/330Nm electric motor on the front axle.

With no direct connection between the petrol engine and the wheels, it means the Qashqai delivers the instant zip off the mark of an electric car, with the convenience of connecting the car to a petrol pump, not a power plug.

But it’s far from perfect. After the initial rush of performance, it tapers off as the speed builds, and the petrol engine is called into action to charge the battery – so under sustained acceleration (merging onto a freeway, for example) it isn’t quite as spritely as it is at low speed.

Because the engine is only used as a power generator, there’s often little relation between the position of your right foot and what you hear.

It means you can have your foot flat on the accelerator pedal, but hear only the whine of the electric motor if the battery is already charged, while at other times you can have your foot on the brakes, but hear the petrol engine spinning away at high RPM.

Under less load – driving around town, when you’re light on the accelerator pedal – the engine is quieter, and the experience is one most buyers will get used to the longer they live with the car.

Beyond seat-of-the-pants impressions, performance is strong. We timed the Qashqai N-Design from zero to 100km/h in 8.2 seconds on satellite-based timing equipment, which is spritely for a small SUV.

The Qashqai is best on a well-surfaced country road. It’s impressively sure-footed over undulations at high speed, the movement of the suspension seeming to match the profile of the road surface without feeling too stiff, or too ‘floaty’ (like a boat cresting a wave).

Find a set of corners and it inspires confidence, with good grip from the Michelin tyres, not much body roll for an SUV of this type, and suspension that shrugs off most, though not all, mid-corner bumps.

But it’s not perfect, especially in this N-Design specification.

While it’s comfortable on billiard-table smooth roads at high speeds, the 20-inch wheels and liquorice-thick low-profile tyres equate to a terse, busy ride on rough roads, transmitting nearly every little bump in the tarmac into the car, either through the seat or the steering wheel.

It is more supple over speed bumps and bigger hits, but potholes and sharp-edged bumps can also trouble it. If ride comfort is a priority, we would consider a cheaper model in the range, with smaller wheels and chubbier tyres.

The steering is light and direct in all three drive modes – Sport, Standard and Eco, which also vary the throttle response – but it could be a touch more linear, especially around the steering wheel's dead centre.

The brake pedal is well weighted under hard stops, but it also isn’t the most linear in more sedate driving, sometimes feeling firm, yet other times squidgy.

Drivers can dial up the level of regenerative braking on offer through the e-Pedal button, but it doesn’t bring the car to a full stop like a Nissan Leaf EV, and requires a further tap of the brake pedal once at walking pace.

Wind noise is well suppressed, but some roar from the Michelin tyres can be heard on poorly surfaced roads.

The trade-off is reasonable emergency braking performance, pulling up from 100km/h in 37.9 metres in our testing – above average for a small SUV.

The Nissan Qashqai e-Power is rated to tow 750kg – either braked or unbraked – compared to 1500kg braked for petrol-only versions.

It quotes a payload – the maximum weight of passengers and cargo a vehicle is legally allowed to carry – of 448kg, which is enough for five adult passengers (and minimal luggage), or two adults up front and three kids in the back.

The Nissan Qashqai is one of the best small SUVs on the market, with a spacious cabin, intuitive technology, fuel-efficient hybrid power, a long warranty (provided you service at Nissan dealers), and a refined driving experience.

But our advice? Unless you really like the body-coloured and black highlights, we don't see much value in spending up for the top-of-the-range N-Design.

It’s $2000 dearer than the Ti-L yet is not as well equipped, it has the smallest boot of the range (albeit with a spare tyre fitted), and at $60,000, we feel it is starting to push the friendship on how much a non-prestige SUV of this size can cost.

It is a shame Nissan only offers hybrid technology on the two costliest models – which have the biggest wheels and, therefore, least comfortable ride – because it’s a worthy upgrade over non-hybrid versions, although not as frugal as a hybrid Toyota or Hyundai.

If you must have a hybrid Qashqai, we would recommend a closer look at the Ti-L variant – and if you’re not fussed, the regular petrol Ti that is $6000 cheaper than this N-Design but wants for little extra equipment.

Alex Misoyannis has been writing about cars since 2017, when he started his own website, Redline. He contributed for Drive in 2018, before joining CarAdvice in 2019, becoming a regular contributing journalist within the news team in 2020. Cars have played a central role throughout Alex’s life, from flicking through car magazines at a young age, to growing up around performance vehicles in a car-loving family. Highly Commended - Young Writer of the Year 2024 (Under 30) Rising Star Journalist, 2024 Winner Scoop of The Year - 2024 Winner

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