Nissan QASHQAI e-POWER 2022 Review

While full details for the conventional-engined 2022 Nissan QASHQAI have been announced, final pricing and specifications have yet to be locked in for the flagship e-POWER, which should arrive towards the end of this year.

As the regular models in the new-generation small SUV range push upmarket with hefty price increases, the Nissan QASHQAI e-POWER is not expected to be available in entry-level ST trim or even mid-spec ST+ or ST-L model grades.

Instead, the safe bet is that the most efficient and highest-tech QASHQAI will only be available in the plush Ti grade.

There’s been no indication on local pricing, but in the UK the e-POWER costs around £2000 ($A3500) more than the 1.3-litre turbo. Considering the regular Ti will open in Australia at $47,390 plus on-road costs, that should see a price tag of around $50,000 here for the equivalent e-POWER model.

And that’s not cheap. A $50K marker would make it one of the most expensive hybrids in the mainstream small SUV segment, placing it above the Toyota C-HR Hybrid (from $37,665), the new Honda HR-V e:HEV L (from $45,000) and the just-launched Kia Niro HEV (from $44,380), although the top-spec Niro GT-Line hybrid is set at $50,030 plus ORCs.

Luckily, Nissan will give you little reason to visit the options list.

As standard, the Ti model grade brings a large 12.3-inch infotainment system, Apple CarPlay and Android Auto connectivity, a big 12.3-inch digital instrument cluster, a head-up display, LED headlights, adaptive cruise control, dual-zone climate control, quilted leather seats, a seat massaging function for the front positions, a hands-free tailgate and a powerful 10-speaker Bose sound system.

There’s also a whole suite of Google services, plus the debut of natural-speak voice control and Amazon’s Alexa that acts as a new on-board assistant.

Safety has also not been overlooked. All QASHQAI models come with autonomous emergency braking (AEB) with junction, pedestrian and cyclist detection, plus forward collision warning, lane keep assist, lane departure warning, intelligent blind spot intervention, traffic sign recognition, rear cross traffic alert and rear parking sensors.

There’s also a front-centre airbag to prevent head-clash between the front occupants.

Happily, the Australian-spec e-POWER model will, like the rest of the QASHQAI range, come with a multi-link rear suspension rather than the less sophisticated torsion beam set-up fitted to lower-grade cars in Europe.

Distinguishing itself from the regular 1.3-litre turbo-petrol combustion-engined QASHQAI, the e-POWER version gets a new grille with black trim and electrically-operated shutter flaps. It also carries the brand’s new logo, plus e-POWER badging on the lower doors. And that’s it.

In Australia, the new QASHQAI will be covered by Nissan’s factory warranty, which currently stands at five years (with unlimited kilometres for that period) and five years of 24-hour roadside assistance.

A capped-price servicing program is sure to be in place, and service intervals are expected to be very competitive at 12 months or 20,000km.

On our second acquaintance, the hybrid powertrain in the 2022 Nissan QASHAQI e-POWER is no less impressive and its beauty remains in its simplicity.

Unlike a traditional series/parallel hybrid system like the one Toyota and other brands use, the e-POWER is like an EV in that it’s powered by an electric motor that draws energy from a lithium-ion battery.

But rather than plugging in to recharge the battery, replenishment comes automatically from a 1.5-litre turbocharged combustion engine that has no physical connection with the front wheels and acts like a generator.

This, Nissan says, is vastly more efficient and enables the car to complete 80 per cent of urban journeys on EV power alone, making it at least 10 per cent more efficient than regular hybrids.

Producing 140kW of power and 330Nm of torque, the electric motor is a compact electrically-excited eight-pole unit that lacks conventional magnets for less drag and greater efficiency at highway speeds.

Feeding it current is a small 1.85kWh (useable) battery that is positioned under the front seats and is combined with an inverter.

Said to be capable of a pure-electric range that varies from 3km to a maximum 5km, when a top-up is needed the small petrol engine kicks in.

Incredibly, the modest-sounding 116kW 1.5-litre three-cylinder turbo is without doubt the most advanced combustion engine Nissan has ever made.

Key to matching a diesel for thermal efficiency is it adopts the pioneering variable-compression turbo that, until now, has only been used by premium brand Infiniti.

Capable of switching from compression ranges that vary from 8:1 to 14:1, as a rule of thumb the peppy petrol engine never exceeds 1600rpm up to 50km/h, 2000rpm between 50-80km/h and 2400rpm beyond 80km/h. Maximum power is delivered at 4800rpm.

Instead of revving at a constant rpm, under hard acceleration the 1.5 turbo actually builds in revs and peaks at 5000rpm, giving the illusion that the throttle pedal and engine are linked.

The decision to use the variable-compression combustion engine is a neat idea as it can switch to a low compression for maximum power or a high one for best efficiency.

Despite producing reasonable power, the disadvantage of e-POWER is weight and the version we drove is said to tip the scales at a portly 1728kg – and that is reflected in the very average performance figures.

Channelling all its might through a single-speed transmission, against the clock the QASHQAI e-POWER can only manage a 7.9-second 0-100km/h sprint, with a lowly 170km/h top speed.

A more powerful all-wheel drive version of the e-POWER system is on the way, but it’s set to debut under the next-gen Nissan X-TRAIL, even though there’s just enough room to package the second motor under the QASHQAI’s rump.

Now the burning question: how efficient is Nissan’s technological marvel? The Japanese car-maker claims the QASHQAI e-POWER can average 5.3L/100km while emitting 119g/km on the strict WLTP combined test cycle.

Curiously, the independent test body noted that for 64 per cent of the test, the small SUV drove on pure-electric power alone.

The unique selling point of the 2022 Nissan QASHQAI e-POWER is the smooth, quiet and refined powertrain that, in most circumstances, delivers the instant responses of an electric car – except when you flatten the throttle off the line.

It’s then you only get a tepid, soft launch that is at odds with an electric motor that normally churns out 100 per cent of its torque from idle.

The e-POWER is less energetic because, for the full 140kW/330Nm to be deployed, it needs the engine to be fired up and supplying the battery current.

A launch control could be devised that would pre-arm the engine for a performance start, but it would be at odds with the quiet, refined power delivery, according to Nissan engineers.

Luckily, once on the move we think drivers will enjoy the seamless, linear torque delivery that provides for an effortless experience. It’s certainly better than any conventional hybrid with a CVT transmission.

While our previous e-Power drive saw the petrol engine sound, at times, like an on-board tyre compressor, the production version on test here was much quieter and the way the engine revs build is intuitive.

Again, it’s a huge improvement compared to the rev-hang feeling a CVT gives under full power.

Incredibly, despite the relative simplicity of the powertrain, weight remains the enemy, with Nissan claiming the e-POWER battery, motor and electrical gubbins add as much as 200kg to the kerb mass.

Worse still, the packaging means all the weight is on the nose, with a 61:39 front/rear weight distribution.

Even Nissan’s engineers admitted to us that those figures were intimidating at first, but the added mass and suboptimal placing of the heavy battery (which alone tips the scales at 56kg) doesn’t translate into a handling dullard.

Safe and secure best sums up the QASHQAI e-POWER, rather than agile and entertaining, with decent levels of grip to lean on when you push hard.

The steering is well weighted and precise too, while the ride remains well controlled even over rough terrain.

Mimicking the all-electric Nissan Ariya, the smooth way the QASHQAI hybrid seamlessly blends regen and real braking is impressive.

That said, our favourite engine mode was Eco as it effectively turned regen off and coasted, which makes for the smoothest drive both on highway and a country road.

Like the Nissan LEAF, the QASHQAI e-POWER also comes with Nissan’s e-Pedal that allows the small SUV to be driven entirely with the throttle, with brake regeneration bringing the car almost entirely to a stop when required.

One drawback of the electrified powertrain is the Nissan comes with 15 per cent less luggage-carrying capacity, with boot space shrinking to just 354 litres with the rear seats upright.

Nissan is bullish when it comes to how many e-POWER versions of the 2022 Nissan QASHQAI it will sell, suggesting that in some markets more than 40 per cent of all buyers will plump for the new hybrid.

That sounds ambitious, until you climb behind the wheel and experience the levels of refinement on offer.

Better still, Nissan says its efficiency claims are perfectly achievable – and even beatable out in the real world, with the QASHQAI e-POWER delivering lower overall running costs for many buyers compared to regular combustion-engined cars.

That bodes well for Australians seeking real savings against the landscape of fast-rising costs.

It’s just a shame Nissan is unlikely to offer its advanced powertrain in more affordable model grades, because after a few more hours behind the wheel we think it could be the pick of the already impressive new QASHQAI line-up.

We wish it were a bit quicker, lighter and even a bit more efficient.

But as a bridge from traditional combustion engines to full-electric motoring, it’s a smooth and effortless one.

How much does the 2022 Nissan QASHQAI e-POWER Ti cost?
Price: $52,000 estimated (plus on-road costs)
Available: Late 2022
Engine: 1.5-litre three-cylinder turbo petrol-electric
Output: 140kW/330Nm
Transmission: Single-speed reduction gear
Fuel: 5.3L/100km (WLTP)
CO2: 119g/km (WLTP)
Safety rating: Not tested