Viking trip with the Nissan Qashqai e-Power

Nissan has developed an unconventional hybrid solution where only the electric motor drives the wheels. It's a kind of range-extended electric. And speaking of range, how does it perform over 1,000km?

Heading to Denmark and the Vikings of Ribe, approximately 800km from Brussels, for a long-distance test of the Nissan Qashqai e-Power. Qashqai was Nissan's marketing genius with the 1st generation, born in 2007, which literally launched the trend of "crossovers", less ostentatious SUVs that didn't dare to be part of that category. This 3rd generation is categorized as a compact SUV. Times change… Its facelift in April 2024 modernised its front with a more aggressive hexagonal grille to break a classic line highlighted by diodes and sequential animations. Under the bonnet, Nissan has abandoned Diesel. There are the two 1.3 litre petrol solutions with mild hybridization of 140hp and 158hp, or the one I tested in the land of Lego: the 190hp Nissan e-Power. For the latter, it's powered by electric horses that don't need a plug!

Home Power Station

The front wheels of the Qashqai e-Power are driven solely by the electric motor. It's powered by a battery of only 1.9kWh. And to avoid having to charge every 2km, the trick is the 1.5 litre petrol engine with 158hp by its side. An internal combustion engine that simply turns to generate electric current without needing to plug the car in. You just need to fill up when the tank is empty to get electricity back. That sums up the technology made by Nissan. The advantage of using the electric motor is that you can enjoy an immediate torque of 330Nm and 190hp of power (140kW) without a gearbox. The disadvantage is that, fiscally, it can be considered a hybrid of 116kW (158hp).

In the interior, silence is pervasive in the city. On the road, the internal combustion engine purrs smoothly like an old cat by the fire. The tomcat wakes up a bit more during major accelerations. In any case, the soundproofing of the petrol engine is remarkable. To the point where you're more bothered by the wind whistling at high speed on the highway than by the 3-cylinder.

 The Highway

The problem with electric cars is their motorway consumption. Unlike an internal combustion engine that enjoys maintaining the same pace and can therefore be rather economical at a constant speed on the motorway, the electric demand at over 100km/h is energy-intensive with ions in sprint mode. And as between Belgium and Denmark, there's Germany, we'll push the Nissan to its limits. On paper, its top speed is 170km/h. On a deserted unrestricted stretch, we pushed it to the limit: 182km/h on the clock.

As for the rest, when I saw the famous white sign imposing no maximum speed on the Autobahn, I generally settled for 160km/h on cruise control. And there, the average on the 1000km covered in Germany during the round trip is about 7.5 l/100km with, we were lucky with the traffic, at least 350km "flat out, flat out, flat out", oh no sorry, at 160. But at other times, the Qashqai e-Power demonstrated the benefit of its hybridisation with, I'll tease you already, the possibility of sticking to the official WLTP consumption of 5.2 l/100 km.

Sand and billiards

Driving in Denmark is a pleasure. It's as pristine as the Netherlands, but less twisted with speed limits, it's as clean as Switzerland, but with more coolness. A mixed route with Danevang philosophy mixing motorway at 130 (sometimes 110), main roads at 80 (70/60) and towns at 50 with very few 30 zones, and one 40 zone, resulted in a consumption of 5.4 l/100km. And among the 30 zones during our road trip, there was an amazing one: a road on the beach on the island of Rømø. The sea being so far from the dunes that one had to drive on the sand with their car to reach the "parking" a few steps from the water. An experience that showed by being careful of the surface type, the Nissan with its 2-wheel drive didn't mind stepping off the beaten path. On the other hand, the German stuck in the sand must have regretted it with his car made in Germany.

However, there's some annoyance on board the Quashqai. With the update, Nissan had to equip it with the latest "mandatory" driver assistance systems. However, lane-keeping assist, even when deactivated, tends to overdo it. This aid even pushed me back to the right lane when I wanted to merge into the middle lane approaching a multi-directional junction. I can also mention the resistance in the steering wheel during turns that prevent taking the curve correctly in my eyes.

This intrusion into the driving style somewhat tarnished the feeling of serenity behind the wheel on the winding roads of Svanninge Bjerge, the "Alps of Funen" culminating at the altitude of... 128m (oh, it’s Denmark, guys!). The electric torque gives verve in acceleration. The steering is smooth and precise. As for the choice of driving mode: Eco, Standard and Sport. Sport allows for better acceleration sensations. And Eco gives you a sense of good conscience. So drive in Standard mode.

Not even tired

The seats provide perfect support. The back only felt fatigued at the very end of the journey, but a button lets you adjust the firmness of the backrest to compensate. Perfect. Where the Nissan clearly stands out is in its overall comfort. The suspension isn't sluggish despite the 20-inch wheels on our N-Design trim.

The car is really pleasant to handle on a daily basis, with a remarkable atmosphere featuring Alcantara in various areas. You get your money's worth in terms of finish and materials. The ergonomics are also optimal. Touch operation where needed, buttons where essential: climate control, volume, next track, brightness, and ambient lighting. A button on the steering wheel also allows you to activate and configure the active cruise control. Moreover, the 360° Around View displays quality images for manoeuvres and reversing.

Additionally, the SUV doesn't lack storage spaces of sufficient size. However, despite a welcoming shape and adequate legroom, the rear seat is not sliding. In the boot, there are 2 storage compartments on the sides and a false floor. However, the modularity is not exceptional. Just adequate, like in a drakkar. Anyway, there's plenty of room for a weekend for 2, 3, or 4 people. You might even come back with a Viking helmet, honey, and some ceramic dishes bought on the road, a box of Lego, a 33 RPM vinyl of Amanda Lear found at a flea market, and some bottles of the famous "øl" and the equally famous "akvavit" which aren't to be consumed before getting behind the wheel. Certainly, it will be more complicated with a pram to fit in. But at least, there's no charging cable in the way, since, as a reminder, the e-Power is an electric... petrol car.

How much does it cost?

While the 140hp micro-hybrid petrol Nissan Qashqai is affordable for a 4.43m long car at €36,190 in Belgium, the 190 hp e-Power version is undoubtedly high-end: starting at €43,340 for the N-Connecta. For the N-Design trim of this test with the bi-colour bodywork, Alcantara, connect pack with panoramic view through cameras, and the infotainment system with a 12.3-inch screen, it starts at €46,140. Then, to get the same car as in the photos, you need to add the pack with electric seats and lumbar support, the panoramic roof, and the pack for seat and steering wheel heating (very useful in the early morning in Denmark). And there, price-wise, it's a real electric car: €48,590 (Belgian prices). But, after more than 700km, it only takes 5 minutes to restart.

In France, Nissan offers the Qashqai for under €30,000 at entry-level for an online purchase (€34,700 at a dealership). The N-Design e-Power with a panoramic roof, but without electric seats, is €45,400 (€40,000 online)! In Switzerland, the range goes from CHF 38,390 for the 140hp Acenta to CHF 51,690 for the 190 hp N-Design e-Power.

Thanks to Emily’s Garden in Lintrup for the welcome and for the setting of some of the photos.

(Olivier Duquesne – Source: Nissan – Pictures: © Olivier Duquesne – Nissan)