After its success in Japan, e-Power technology is coming to Europe with the Qashqai. A transition solution to all-electric which has everything to build, with a little delay.
Launched in 2012, the Nissan Note might never top sales in its native lands, leaving the Toyota Prius and Aqua (Prius C in other markets) to share the cake and the cherry. But Yokohama quickly found the secret to this success and unveiled in 2016 the e-Power enginea unique hybrid technology.
Always invested in his philosophy Zero Emission, the Japanese brand has developed a system where it is the electric motor alone that drives the wheels, charging the internal combustion engine to act as a generator. First attempt and master stroke: the Nissan Notes in a phase of decline regains its momentum and climbs back to first place in all categories (excluding kei-cars) for two consecutive years, just before its retirement. It took until 2019 to see the first glimmers of this technology for Europe, when Nissan introduced le IMQ Concept, which then foreshadowed the Qashqai e-Power. Years later, the compact SUV, on which the success of its Sensei eponymous, is a reality for us.
Like an electric in town
However, the brand’s engineers have worked to review their copy. Rather suited to an urban MPV and finally consistent with the expectations of Japanese drivers, the first iteration is from the test laboratory (although the shape is quite similar on the new generation of Note). From now on, the small engine has given way to a complex turbo unit with variable compression ratio by mechanical actuator. The power supply scheme is similar with the presence of a generator, an inverter, a battery and an electric motor from Japan but unpublished in a car of the brand according to officials.
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It is the latter, with a maximum power of 190 hp for 330 Nm of torque, which takes care of turning the wheels directly, as on any electric car. There is therefore no clutch or gearbox. In town or at low load, it is therefore the electric traction that takes precedence. This is conditioned by the battery charge rate, which allows an operating range of 25 to 75%, and by the power requirements, since the unit can only produce 60 kW (80 hp) of power alone.
With the two conditions met, we were able to travel 3.6 km on the sole force of the electric motor without exceeding 60 km/h and without using regeneration. In town, it will be necessary to expect less, the speeding up of this SUV of 1,700 kg being necessarily energy-intensive. To perfect the peaceful developments without emission, the e-Pedal system is added to mode B. As on the Leaf, it effectively reinforces regenerative braking. But if the name of the button is the same, it is more exactly the new e-Pedal Step, which does not go to a stop: it slows the car down to around 5-10 km/h before laying down their arms. The goal here is to improve movements at low speeds (like when parked), by preventing the system from applying the brakes too often and suddenly.
A Nissan Qashqai e-Power that masters its vocals
While the interventions of the electric motor disappear on the classic hybrids (like on the Toyotas), it remains here always connected to the wheels. Because it is the heat engine that starts to fill the power deficits by providing a maximum of 110 kW at the generator output. During this phase, it can also recharge the battery with the excess power, which is in most cases.
Depending on the needs, it automatically sets the optimum rotation speed to produce the current necessary for the correct operation of the system. But while the Nissan Note had a lag between engine speed and throttle position/speed, the Qashqai is here equipped with the Linear Tune, which makes it possible to vary the laps more fluidly. It’s like a Codec that would correct the gap between sound and image. In practice, the sensation is indeed less disturbing than before. Under heavy loads, revving is unavoidable, but still roughly in line with performance. In more intensive use, the shift is more marked, but vocalizations are less audible than with a planetary gear transmission.
A little laziness on the covers
The Nissan Qashqai e-Power shines with its elaborate soundproofing, at least between the engine bay and the passenger compartment, rolling noise being quite present on the sides and rear. It is coupled to a Active Noise Reduction, which counterbalances certain frequencies in the cabin with the audio system. Music lovers and acousticians will no doubt tell you how it works and if it’s -really- effective. The fact remains that a normal ear will find its account in the slopes or during frank accelerations. But this is where the shoe pinches.
Supposed to take advantage of all the immediacy of the electric motor, this mechanism has a response time quite close to a traditional automatic transmission that is a little lazy. As soon as you press the accelerator pedal at stabilized speed, the battery very quickly reaches its maximum power threshold. This is where the thermal engine must do its job. But its mechanical system requires a period of adaptation to vary its compression ratio. The result is then a slight lag during pick-ups, which does not really allow it to do better than its mild-hybrid counterpart of 158 hp: we measured the 80-120 km/h in 6.1 s, without the useless Sport mode fails to noticeably improve performance (-0.2s).
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During a rather favorable mixed route both in terms of terrain and speeds of evolution, we noted an average consumption of 5.4 l/100 km. Or the equivalent of its WLTP consumption, where it is also given for 123 g/km of CO2. On the highway, where the flow of energy from the heat engine will be constant, the appetite will be greater. But it would then be interesting to know the overconsumption generated on our highways, those that we took in Sweden do not exceed 110 km/h, barely more than in Japan.
Because it is on this ground that an electric motor is the least comfortable in terms of consumption, unlike a thermal block. That’s why Honda’s i-MMD system (which works as a series hybrid between two stages) connects the petrol engine to the wheels via a multi-disc clutch between 80 and 120 km/h (the range is wider in the reality). What the Qashqai e-Power does not do. But let’s not get into speculation for the moment, we will have the opportunity to take it on our favorite courses to draw up a final assessment.
A preserved habitability
For the rest, the Qashqai e-Power is perfectly similar to the other models in the range. The CMF-CD platform having been designed and developed to receive the e-Power engine, the appearance of the battery (located under the front seats) does not slash the interior volumes. There is a trunk from 455 to 1,582 l, the same 55 l tank, and a rear space that is always welcoming.
Small novelty in these new vintages with minor cosmetic changes in the cabin and the appearance of a new central 12.3-inch rectangular touch screen. The equipment is always complete at the different trim levels. The N-Connecta finish only offers a few comfort equipment packs (heated seats, steering wheel and windscreen, etc.) or technology (ProPILOT system). In the top-of-the-range Tekna+ version, only a few stylistic options remain.
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In terms of driving, its liveliness is retained. There is even the multi-arm rear axle, rather lively for those who wish to put more heart into the bends than is necessary. Comfort is of good quality on board, but it will undoubtedly be necessary to prefer the 19-inch rims to preserve it: the tremors are present at low speed while certain deformations are sharply felt on the rutted roads. The steering is rather direct on the roads, but the steering angle is important in town.
Nissan Qashqai e-Power: the balance sheet
Like the Nissan Note, the Qashqai e-Power is in the midst of an existential crisis, juggling between a definition of electric range extender and hybrid, depending on the advantages it wants to highlight. When driving, however, its maturity necessary to win over European customers makes it more than ever a hybrid vehicle, whether on the gray card (EH category), or when driving. The marketing discourse is also shy, although Nissan does not hesitate to mention the 1,000 km of autonomy or the notion of electric which does not recharge.
In town, we certainly find all the smoothness and silence of operation of emission-free traction. But it is difficult to qualify as an electric vehicle, since it is only for 3 km and within a limit of 81 hp, before the thermal comes to the rescue. And at higher speeds, the instantaneity fades. In any case, we will have to play a return match on a long journey to measure its real consumption. Because this is where it will have to prove itself, to make people forget the diesel which contributed to the dazzling success of the SUV, while taking customers towards 100% electric. Big mission, then.
Waiting the next Honda ZR-V which should probably take over the engine of la Civic to fill the gap between the HR-V and the CR-V, the Nissan Qashqai e-Power should mostly scrap with the Toyota CH-R. But neither should we forget the new Let Niro HEV which invites itself into the segment with a length of 4.42 m similar to the Qashqai: equipped with the usual hybrid mechanics and more traditional driving sensations, it attacks at 31,790 €, when it is necessary to count from 38,200 € for Japanese. Which is sometimes equivalent to the top of the range of its competitors!
- Neat soundproofing
- Convincing e-pedal model
- Correct habitability
- Generous equipment
- Recessed Electric Feeling Drive
- Response time in retries
- Traditional cabin
- Salty price list
Want to know more regarding ePower technology? See you tomorrow morning at 8:00 a.m. for a full article on how it works!
