Nissan QASHQAI e-POWER 2022 Review – International

Pricing and full specifications for the 2022 Nissan QASHQAI e-POWER is yet to be finalised, but when it lands in Australia later this year – six months or so after the regular models, which launch soon – expect the electrified version of the small SUV to only be offered in the two highest model grades.

That means the entry-level ST-L will get 19-inch rims, clever adaptive headlights, dual-zone climate control, a wireless phone charger and heated part-leather seats, plus Nissan’s latest ProPilot semi-autonomous cruise control.

At the top of the tree, the Ti will add a panoramic roof, 10.8-inch head-up display, gesture-activated tailgate, leather-clad seats with massage function, a 10-speaker premium sound system, a self-parking feature and a full 12.3-inch digital instrument cluster.

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

Other changes that will be rolled out to the entire QASHQAI range at some point include replacing the 9.0-inch infotainment system for a much bigger 12.3-inch unit that features new software claimed to make it more intuitive.

There’s also a whole suite of Google services that have been introduced, plus the introduction of natural speak voice control and Amazon’s Alexa that acts as a new onboard assistant.

For now, the entire Australian QASHQAI range is not expected to be offered with the 20-inch wheel option. Why does it matter? It’s only by optioning the biggest wheels that Nissan equips the car with a more sophisticated multi-link rear suspension that should boost agility and enhance ride comfort.

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.

Our drive in a prototype version of the 2022 Nissan QASHQAI e-POWER isn’t the first time we’ve sampled the Japanese car-maker’s clever petrol-electric technology.

A couple of years ago, as part of our Best in Japan series, we road-tested the tiny Japan-only Nissan Note with the electrified powertrain under-bonnet.

For 2022, the concept remains the same, but engineers have significantly ramped up the sophistication to keep up with rivals.

For example, instead of plucking a small petrol engine from its back catalogue, Nissan’s engineering team has adapted the pioneering variable-compression turbo that, until now, has only been used by premium brand Infiniti.

Shrinking it to just 1.5 litres and three cylinders, the peppy turbo delivers around 116kW and is considered, on thermal efficiency grounds, as one of the most efficient petrol combustion engines ever made, easily matching the best diesels for thirst.

Next, it blends its new engine with a powerful 140kW/330Nm electric motor that uses the Renault-Nissan-Mitsubishi alliance’s latest knowhow. For example, the compact electrically-excited eight-pole motor lacks conventional magnets for less drag and greater efficiency.

An inverter and small 2.1kWh (1.9kWh useable) lithium-ion battery have also been incorporated, with the battery located under the boot floor.

Finally, there’s a single-speed transmission that channels power to the front wheels only.

Despite being developed to work with a second motor, only the more rugged Nissan X-TRAIL will get the all-wheel drive e-POWER hardware.

Official performance claims have yet to be revealed, but behind the wheel the QASHQAI e-POWER should be capable of a 0-100km/h time of around 7.5 seconds. Top speed is expected to be limited to about 180km/h.

The beauty of the 2022 Nissan QASHQAI e-POWER is that around town it behaves just like the latest breed of electric vehicles. At least that’s the claim Nissan makes, suggesting it delivers 100 per cent of its torque from standstill.

But in reality, it doesn’t.

We had hoped the small SUV would launch hard from a standing start, just like its all-new Nissan Ariya cousin or even the less-powerful Nissan LEAF. However, response off the line feels tepid, at best.

Things improve once you’re on the move, which is when drivers can relish the linear torque delivery dished up by the electric motor. Indeed, once up to speed the hybrid QASHQAI feels unmatched by any combustion engines.

Nissan engineers on launch couldn’t quite explain why the QASHQAI e-POWER limits its torque from standstill, claiming other calibrations saw it spin its wheels with ease. But the smoothness and refinement still offered with the electrified car means its lack of punch off the mark isn’t a deal-breaker.

In fact, once sampled, we think many will prefer its EV-like power delivery compared to a Toyota Prius or equivalent hybrid-powered Toyota RAV4, not least because it doesn’t have to rely on a continuously variable transmission (CVT) to blend the two powertrains.

Amusingly, one lead engineer told us that its research suggested buyers remain unimpressed by CVTs, overlooking the fact that the rest of the core QASHQAI range uses a CVT.

Claimed to be capable of covering up to 3km on EV power alone, the e-POWER version is quick to top up its battery after even short bursts of regenerative braking, adding credibility to the claim that within a city it acts like an all-electric car.

That said, there are some curious quirks.

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. But in some cases, at low speeds, it does seem like you’re being followed around by a muted tyre compressor, whirring away in the background.

Still, it’s not enough to disturb the peace and calmness within the cabin.

Accelerate hard and the revs of the engine rise with the speed to provide more intuitive feedback, even though a steady-state throttle application might be more efficient. (Again, engineers were keen to prevent any comparisons with a CVT.)

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.

With all those extra kilos to haul around, you might think that the optional multi-link independent rear suspension would be standard on the e-POWER version, rather than only being available on QASHQAI models with 20-inch wheels, where available.

Instead, engineers claim the regular torsion beam rear-end is well up for the job and saves adding any more weight.

They might be right, too. On our prototype drive that was sadly restricted to a racetrack, the QASHQAI hybrid managed its weight well, offering reasonable levels of balance.

We’ll have to wait for another day to judge the ride and whether or not it really is a match for Toyota’s excellent small hybrid SUVs.

It’s also worth mentioning the brakes. Even with hard use they do a good job of disguising the point where regenerative braking makes way for real disc-to-calliper clamping retardation.

Speaking of braking, the QASHQAI e-POWER comes with Nissan’s e-Pedal that allows the small SUV to be driven entirely with the throttle, with brake re-gen bringing the car almost entirely to a stop when required.

One drawback of the electrified powertrain is the battery pack lives under the boot floor and robs the Nissan of 15 per cent of its luggage-carrying capacity, reducing boot space to a below-average 354 litres with the rear seats upright.

Just a couple of years ago, behind the wheel of the Nissan Note, it was hard to judge e-POWER tech as anything more than a curious engineering novelty.

But with more power, an advanced variable-compression engine and a level of refinement and sophistication unrecognisable from that first Note, it’s now time to take Nissan’s latest hybrid technology very seriously.

If the efficiency gains really do translate, we can easily imagine many Australian buyers will actively seek out the e-POWER over the 1.3-litre turbo, even with its dullard response off the line.

Of course, the 2022 Nissan QASHQAI e-POWER is not perfect. It’s still a little too heavy and overly complicated for our liking as a concept.

But in its execution, the electrified small SUV is an effortless, smooth and quite painless introduction to the electric age.

How much does the 2022 Nissan QASHQAI e-POWER cost?
Price: $40,000 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