在新西兰
各位版力里的高人，有人开X-trail吗？请大家给点意见。最近试架了st-l 版本，动力还不错，价格也挺便宜的。但是看到版里有很多人都对cVT有意见。 这车耐操吗？多谢大家。
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建议lz 买diesel 的x trail
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柴油好，6AT，动力足，就是售价高点
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这车没马力哦~DEISEL的会好点。。车身那么大，才2.0好像。。
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NISSAN有款小的suv，背后无比好看，一次在高速上看到，很开心的去查了下资料，正面无比难看~
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>cVT有意见。 这车耐操吗？
你不搜索一下讲cvt的帖？
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nissan Dualis/ Qashqai? juke??
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JUKE.........
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我也特中意柴油车，我觉得nz这马路，就是要高扭矩才开的爽啊，柴油机高速随随便便都能上100的。。。
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为什么LZ不考虑Rav4，Vitara和CR-V?
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不建议买这车，毛病多而且也不好看。最主要还是CVT。。。
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一开始看的CRV, dealer 太横了，一份钱不讲价就算了，车还要等两个半月才能拿到（白色的四驱版本）个人觉得x-trail 越野性能会好一些，我试驾的时候觉得底盘比CRV 和RAV4
都高。另外高配的汽油版本价格不错40k plus 就可以拿下了。 RAV4 觉得年底要出新款了，4ＡＴ有点太落伍了。我对车不懂，所以想买个安全性高的车。
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哥们，这车毛病多？能具体说说吗？谢谢
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版里关于CTV的帖子我都看了，好像尼桑老的车ＣＴＶ毛病比较多，新车好像还好，另外现在的尼桑的新车好像都有个叫什么ＸＴＲＯＮＩＣ的东西，是不是会好些啊？
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还有我觉得Ｘ－Ｔｒａｉｌ的四驱系统好像做的不错，还有锁死功能。我看得ＣＲＶ和ＲＡＶ４都是电子系统帮你上四驱，你自己好像没得选。不过我也不懂车，也没有开过ｘ－ｔｒａｉｌ，所以想听听大家的意见。
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我一开始也想买柴油的，但是我和Ｄｅａｌｅｒ聊，他和我说柴油的版本保养比较贵，后续成本比较高，他建议一年开３万公里以上的人买柴油。各位高人，这是真的吗？
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现在尼桑在做特价，柴油的版本比零售架便宜8000多。
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看了一下，柴油版是贵点，但是配置比汽油普通版的好，也就是说差价没有想象中的大。
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对，比汽油版本贵3000， 但是多了前雾灯，后玻璃贴和报警器。请问你开过柴油的车吗？耐不耐操，谢谢。
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去看看 subaru forester 怎么都比x-trail好
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买SUV必须买柴油，，，，
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LZ 要买全新的?
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日本车4AT根本是好东西：1）耐操，2）保养容易有便宜，随便在Repco或者Supercheap auto买好一点的波箱油，找一家好的修车场已经做好保养，3）4AT制造成本比cvt高，4）4AT不会那么容易出现溜后情况，5）一般平常开车四前速已经足够
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+ 1 ...... 柴油车在纽西兰开还要多交RUC
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http://www.dogandlemon.com/articles/diesels
Diesels often seem cheaper because the buyer is hypnotised by the apparently low cost of fuel instead of looking at the entire cost of ownership, including road taxes, increased servicing costs and the cost of an expensive engine rebuild that grows ever more likely with every passing kilometre.
There are a few things you should know about diesels:
1) Diesels cost more to buy. In almost every case, new vehicles with diesel engines cost significantly more than the petrol equivalent.
Recently, car buyers have developed an unhealthy attraction to diesels for fuel economy reasons, especially European diesels. You should be aware that, however much you may save in fuel, European cars fitted with diesels have a shocking track record for reliability, and when they break, they break your bank account as well.
2) Diesels are generally noisier than petrol engines, although you may not notice this when you’re inside the car, because diesel-powered cars are often well soundproofed.
3) Diesel engines generally cost much more to service & repair than petrol engines. Diesel engines need to be far stronger than petrol engines. This additional strength translates into additional expense at fix-up time.
4) Diesel is often a lot less per litre than petrol, but diesel-powered vehicles must pay road tax in many countries, which drastically raises the true cost of the fuel.
5) Diesels may not be much more economical for smaller vehicles. Various tests comparing the running costs of a petrol-powered small car versus a diesel-powered small car have concluded that the average driver would take several years at least, merely to get back the extra cost of the diesel engine.
Diesels aren’t all bad: there are two groups that do well from owning diesels: owners of new commercial vehicles and owners of large offroad vehicles. Why?
New commercial vehicles are often covering huge distances and their owners are primarily concerned with keeping running costs as low as possible. Because a new vehicle is under warranty, fuel and servicing are likely to be the biggest costs that commercial owners face. Of these costs, fuel is by far the biggest. If they’re doing big mileages, a well-serviced new diesel can be significantly cheaper to operate, both in terms of fuel costs alone and in terms of overall costs of ownership. Because the vehicle will probably be sold long before the engine needs rebuilding, new owners don’t care about the cost of diesel engine repair. It’s the next guy’s problem. Lastly, because the warranty will require that the vehicle is regularly serviced, the engine is less likely to give trouble for its first owner.
It’s the person who buys the ageing diesel vehicle off the commercial operator who may be a loser – it’s far more likely to require expensive repairs & far less likely to have a decent guarantee.
Owners of large offroaders with proven engines such as those fitted to the early Nissan Patrols and Toyota Landcruisers are also likely winners.
There’s a rough rule of thumb with automotive diesels that the larger the engine, the more likely it is to be reliable, and vice versa. Older Nissan Patrol and Toyota Landcruiser engines have been known to do 500,000km without major repairs. Also, there are many rural areas where you simply can’t buy petrol because there are no petrol stations. Most farmers, by comparison, have easy access to diesel.
However, unless you’re buying new or buying a vehicle with a proven service history, you don’t know what the inside of the engine is like. One thing that everyone agrees on is that diesels are often hellishly expensive to fix when they do go wrong. So, there’s a general rule that if you don’t know a diesel’s history, you should avoid it altogether, unless a diesel mechanic tells you otherwise.
The bad news:
You probably think that modern diesels are better than earlier models but you may be wrong. Although many improvements have been made over the years, big, reliable, chugging diesels are rapidly going the way of the dinosaur. The ever-growing need for better fuel economy, less pollution and greater performance has meant that diesel engines have been pushed beyond their limits by over-eager vehicle manufacturers.
Traditional diesel engines were heavily built and rarely worked very hard. Because they rarely worked very hard, the engine lasted a long time.
By comparison, most modern diesels have turbochargers – giant air pumps – pushing pressurised air through them to make the engine work at least a quarter harder. As the engine works at least a quarter harder, so the engine parts and cooling system have to work at least a quarter harder. Some of this extra strain can be taken up with skilful engine designs and higher quality parts, but there’s a limit to this.
The latest generation of diesel engines, termed common-rail diesels, are the most efficient diesel engines ever made, and when fitted to a car offer good levels of power and acceleration comparable to petrol engines.
However, many turbocharged common-rail diesel engines work harder than any other diesels in history. No matter how solidly they are made, we do not believe that they will last as long as their less hard-working cousins of old.
France is the world centre for small diesel engines. Diesels account for most of the new cars sold in France and in Europe generally.
There is already plenty of evidence of problems with the new generation of European common rail diesel engines, even when relatively new. However, there are far worse problems down the track, after the vehicles leave warranty. European diesel engines (like their petrol siblings) are designed to be used in one vehicle for a fixed period of time and then disposed of. They are computer controlled and everything from the high tech fuel pumps to the exhaust system is designed to work together as one whole unit. Without the computer and the sensors in the exhaust pipe, the diesel will not run properly.
The European carmakers know this of course – in five or ten years’ time when their diesel becomes uneconomic to fix or will no longer pass emissions checks, they’ll be waiting around to sell you a whole new vehicle. The rest of the car will probably be junk.
Peugeot diesels use a silicon carbide honeycomb filter that absorbs pollution, then every 500km or so the filter system oxidizes the absorbed pollutants by injecting a small amount of fuel and a rare-earth-derived additive called Eolys to superheat the exhaust and burn off the soot left behind by burning diesel.
Very clever no doubt, and we believe Peugeot’s claim that the system eliminates 95% of pollution – when new. However, given Peugeot’s woeful reputation for reliability even with existing technology, hands up everyone who thinks this system will still be working reliably and economically in ten years’ time? Thought not.
Compare this to the modern Japanese petrol engine: it’s worth remembering that the basic Toyota Corolla petrol engine is not all that different to the models that they were making twenty years ago; it’s just somewhat more complex and somewhat more efficient. It’s proven, durable technology that is cheap to buy, cheap to service, cheap to fix, and if the car is too old to make engine repair economic, you can get a good, cheap petrol engine from just about any wrecker.
What about Japanese diesel engines? The older, smaller diesel engines by Mazda & Toyota were fairly dreadful. Nissan has always been a market leader, until recently, when some new high tech diesels started giving grief at a young age. Ditto Isuzu.
New European diesels require a very clean type of diesel fuel, but this new diesel fuel often wrecks the diesel pump on older Japanese models.
Outside of Europe, sales of diesel vehicles were expected to fall, but the opposite happened as fuel prices rose.
We’d advise you to avoid diesels altogether unless your needs can only really be met by having a diesel engine. If you must have a diesel, buy new or with caution, perhaps great caution, and for God’s sake have it checked out by a diesel mechanic before you pay over any money
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3q 好长读完了
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对，想买个全新的。来新西兰开的都是二手的。这次想弄个全新的开开。另外，DEALER和我说现在尼桑在打折，新车和二手的（2011 到2012 的DEMO）差不了太多。
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多谢你的文章，我不会去买DIESEL的车了。看上去太多麻烦了。
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OMG, LZ听25楼的买汽油SUV去吧，记得把这个帖子收藏了，买车3年后，回来再看看这个帖子
这和那个死活要买SAAB的有一拼
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知道DEALER为什么推荐你买个汽油的么？因为X TRAIL的柴油版本的根本就不愁卖