Essay-Nissan X-Trail E-Power: E-4ORCE for the benefit of approval

We had already noticed it during our Ariya test and with the recent Qashqai, Nissan recently operates a significant rise. This is perceived from the external design, more worked, and is confirmed once the door is open with a more neat interior characterized by more rewarding materials and more precise assemblies.

Nissan X-Trail E-Power test: electricity in search of petrol

Why make it simple !? You have just assimilated the shades and differences between thermal, electric, hybrid, micro-hybrid and rechargeable hybrid ? Do not rest, here is a new concept offered by Nissan: the e-Power, that is thermal electric.

• A heat engine to produce electricity
• An X-Trail that goes upmarket…
• … And almost to the trees
• Hush, I roll !
• Is it effective ?
• Comments

Let’s be frank, Nissan does not present this new engine with such an antinomic denomination. Available on new Qashqai And X-Trail – that we are trying here – the E-Power motorization is claimed as a kind of transitional system whose object would be to give the taste of electric to people who cannot access it for practical reasons, or do not want to consent to it for fear of the constraints associated with it. Before getting to the heart of the test, it is therefore advisable to make a small point on this new e-power traction chain.

A heat engine to produce electricity

If we lift the cover of a vehicle equipped with the e-power system, like our X-Trail, we will find A trivial thermal engine, Here a three -cylinder with variable compression of 1.5 liters. But it is never used to move the vehicle. Totally disconnected from the wheels, its only role is to Produce the electricity that will animate the-or both, in the case of our test vehicle-Electric Motors of the X-Trail, as well as recharging the small battery with capacity similar to that of a traditional hybrid vehicle (1.73 kWh of useful capacity and 66 kW of power).

To load this battery, recovery of energy dissipated at braking is also put to use, this in a rather effective way it must be noted. When this battery is sufficiently loaded, it will feed the electric machines and allow the X-Trail to roll a few kilometers In 100 % electric mode. We say “some”, but it is with great astonishment that we reached, during our test carried out on the reliefs surrounding Ljubljana, in Slovenia, in Browse 7 kilometers in “urban” mode without completely emptying the accumulator, whose display gave us another twenty percent of load.

When the battery is no longer busy enough to ensure propulsion, it is the heat engine which then provides electricity to supply the motors, acting to simplify as a generator.

But why create such a hardware system, you may ask us ? According to Nissan, the idea underlying the E-Power is to familiarize users reluctant to electric – or prevented for practical reasons – with this type of propulsion. So much for the E-Power device, all this being once again very simplified.

An X-Trail that goes upmarket…

We had already noticed it during our Ariya test and with the recent Qashqai, Nissan recently operates a significant rise. This is perceived from the external design, more worked, and is confirmed once the door is open with a more neat interior characterized by more rewarding materials and more precise assemblies.

The outer line, to start, is obviously Very close to that of Qashqai and in the design of the design of the Arya. On the dimensions side, the X-Trail is 4.68 meters long, 26 centimeters more than the Qashqai. The tent front side, explains the Nissan designers, to reinterpret the iconic first X-Trail. If the wink is not so obvious that the reference is understandable. Since its launch in 2001, Nissan has sold no less than 7 million X-Trail worldwide, and too bad if the adventurer of the origins has turned into a family bourgeois SUV.

In the cabin, let’s start from the back. It is easily accessed by doors that open at almost 90 degrees. The E-Power version differs from the others by the possibility of having 7 seats and a second -class bench which can slide on no less than 22 centimeters. The two places in the third row (option at 900 euros) have the merit of existing, but do not agree to travel there. They are mainly there for occasional needs, or young children, and will remain mostly time -back in the trunk. This last offer A volume of 575 liters in 5 -seater configuration, 485 liters with 7 places, but becomes symbolic once the last two seats in place.

At the front, Nissan copied the housing of the Qashqai, himself very close to that of the Arya in his inspiration, with some less flaws. On the X-Trail, for example, the central and lateral armrests are at the same level … On the central armrest, precisely, we find the selector of buttons, two riding holders and, on our eighty-wheeled version E -4orce, un all -terrain fashion selector. Under the “floating” armrest, a storage space allows you to place a few objects, but is quite complicated to access when driving.

More, high, on the central console and above two USB, Type A and C sockets, Heating and air conditioning commands are physical and benefit from their dedicated display. Finally, The 12.3 -inch central touch screen overlook the whole. 12.3 inches, it is also the size of The screen dedicated to digital instrumentation, completed by a head -up display.

… And almost to the trees

Thanks to its two electric motors, the four-wheel drive version called E-4ORCE benefits from All -terrain capacities via the various traction management programs, which the driver will select using the wheel mentioned above. If we are far from the off-road performances of the first X-Trail, we must admit that the machine is honorably managed once out of the bitumen.

Put in a situation on a field of evolution chaining the difficulties (discharge, crossing of bridge, loss of grip, sand, important slopes …), The heavy SUV of Nissan (1,965 kg) is doing with the honors And, above all, with real ease. Without being a franchisor, you can take it almost everywhere.

Hush, I roll !

On the road, it is first acoustic comfort characterized the machine. Acoustics, and vibratory. The thermal engine being decoupled from the wheels since it acts only as a generator (and energy dissipator for the engine brake when the battery is full), it only needs to turn to these most effective diets and therefore almost at constant diet. Advantage: the sound it produces is known and Nissan simply compensates for the sending of reverse sound frequencies in the passenger compartment, Exactly as your headset active noise cancellation works. Let’s say it clearly, it’s very effective. Better still, the vibrations going up in the steering column and the cabin, usually induced by the engine and the traction chain, are erased here by the mounting of the thermal block on Silent-Bloc block. On these items, the X-Trail thus presents a level of refinement worthy of clearly higher segments.

But it does not stop there. On the road, stung and nose surveys in braking and acceleration are also offset by counter-couples sent to electric motors. In a way, on a supported braking, the rear axle engine will “pull” the car backwards to straighten the front. The plate remains impeccably stable.

For the rest, the general behavior of the X-Trail largely fills the expectations that we can have of this kind of machine. Without offering the agility of a sedan, the very light steering allows you to play with effortless laces, while the box does not take a roll too pronounced.

On the highway, the CAP hold is if necessary seconded by the Zillion of driving aids offered in the serial device. Keeping in the track, adaptive regulator and multiple proximity alerts are on the program. In town, the traction battery plays its role most of the time, especially since it recharges very quickly during the deceleration phases and when the heat engine works.

By doing it well, this battery can even Put electric motors alone up to more than 100 km/h (theoretically up to 130, even). This same battery will also play a role of “buffer” during sustained recovery and acceleration, while the thermal engine provides the necessary electricity, which results in a slight latency between the moment when the pedal is frankly pressed on the right and that where the maximum acceleration is given.

Is it effective ?

After taking charge of such iconoclastic stack of technologies, we obviously hope for one thing: that this is noticed during the passage to the pump, already a shame for a car easily presented by marketing like an electric. Approved for a mixed consumption of 6.7 liters, our crew came to an average of 7 liters of fuel per hundred kilometers On a course mixing mountain road, highway and urban cycle. Not so bad, but not extraordinary either. To the point thatA penalty from 650 to 1172 euros will be added to the invoice, Unless you have at least three children to access a reduction that will cancel the painful. Yes, an “electric” car can therefore be taxed in the name of the ecological penalty ! Some customers may prefer hypocrisy by acquiring a non -taxed rechargeable hybrid SUV, even if you never take out your load cables from the trunk to connect it ..

The fact remains that this new X-Trail is A completely satisfactory road machine when it comes to swallowing the kilometers with the family. Comfortable, silent and very well equipped, Accessible from 45,900 euros (56,000 euros in its best -stinging version) in this four -wheel drive version. This is around 2000 euros more than a hybrid Toyota Rav4, with the HSD traction chain with a perhaps more usual operation, at the very least now entered the more million motorists since the first Prius. But the latter is satisfied with two-wheeled wheels, just like most of its direct competition, frankly.

Final note of the test: Nissan XTRAIL EPOWER E-4ORCE

Rolling object with iconoclastic motorization, the X-Trail E-Power surprises with its high road services and its level of comfort worthy of the upper segment. But its consumption performance is nothing exceptional.

Essay-Nissan X-Trail E-Power: E-4ORCE for the benefit of approval

E-Power technology is already well known on its homeland in Japan. Appeared under the hood of the small note in 2016, this exotic engine has largely contributed to relaunching the commercial career then in decline in urban minivan. After a long wait, Nissan launches this mechanics in Europe, not without making substantial changes. Because to better adapt to the expectations of European drivers and the SUVs that receive it, the mechanical components evolve, although the operating principle remains. It’s now the new X-Trail turn to enjoy it. But the 7-seater SUV is available in an unpublished four-wheel drive version, called E-4ORCE.

Still little known, this badge characterizes all -wheel drive without mechanical bonds in Nissan. This is technology that is used on Ariya in its two electric motors version. Thus, the Nissan X-Trail takes up the same configuration and therefore has a second electric machine on the rear train. There is therefore still no box or a transmission shaft since the distribution of the torque is controlled electronically by the system.

In this configuration, the Nissan X-Trail is equipped with blocks of 204 hp (150 kW) and 136 hp (100 kW) positioned respectively at the front and rear, for a combined power of 213 hp (157 KW). As usual, these are the only ones who take care of turning the wheels. They are fed by a 1.73 kWh battery of useful capacity, which now produces 66 kW against 60 kW in the Nissan Qashqai. It is therefore a little more powerful to meet the needs of the two engines, but the useful capacity is barely smaller to leave more margin to the system. Nothing that fundamentally changes the operation since the system always launches the fuel generator to recharge the battery around the 25 % of remaining load.

This is particularly the case after a fully electric driving, whether on a Watt net, or by forcing the EV mode via the button on the central console. But if the function does not allow to drive without consuming over 3-4 km with the Qashqai or any other hybrid SUV, the X-Trail will surprisingly further: by simulating an urban journey with a full battery at the start, we have was able to perform a little over 7 km without soliciting the generator. A great performance that is obtained thanks to its two engines which very quickly regenerate the battery. It was with a honda nsx in track mode that we saw a gauge filling so quickly for the last time. So that the 3 cylinder grinds regularly empty in the descents (without consuming however), to squander energy and allow the engine brake to operate. A behavior that is logically found on the Toyota HSD and Honda E: Hev, but which struggle to hold the comparison in terms of autonomy.

E-4ORCE at the service of behavior

The fact remains that this function is accessory in a hybrid vehicle, which it is better to leave in its default mode. The SUV will always take advantage of a sufficient load to multiply developments to the force of electric motors. The engines, yes, because if the only front block is able to advance the car as needed, we have noticed that the rear unit is very quickly requested to advance the SUV. In question: the weight, which increases the power call. Because by adopting the all-wheel drive, the X-Trail admits at least 105 kg more than the two-wheel drive declination. Overweight is substantial, when most competitors have an average of 65 kg more by adopting a transmission tree by going from a 4 × 2 to 4 × 4 configuration. The presence of an additional inverter dedicated to the rear engine would partly explain this weight gain. Nissan explains that it is necessary for a finer control of the distribution of power to the rear axle.

Because the e-4orce transmission improves not only motor skills in difficult conditions, but also benefits dynamic behavior. It takes up the system that has been developed on a Nissan Leaf for brand -integral electric electricity, and which brings a vectoring torque function to put the car back in the right trajectory by decelerating or accelerating the wheels as they are interior or outside the turn. This is the heritage of technology attempted by the Nissan GT-R which the manufacturer was inspired by, which in a way wants to emulate the Hicas system with rear wheel guidelines of these sportsmen. He succeeds much better to use this distribution to counterbalance the thrusts, and thus make it possible to control the plate of the vehicle at the acceleration or braking. Given the weight of 1,965 kg and the center of gravity to master, the function is really effective with a barely plunging muzzle on the braking braking.

A behavior which generally requires to use a firmer damping at the expense of comfort, if not more sophisticated parts. What the X-Trail obviously does not have, which has however received numerous touch-ups in its chassis settings compared to an American Rogue. A technical choice to better adapt to the characteristics of this traction chain, but also to meet the expectations of European drivers. An effort that the Honda CR-V or Toyota Highlander do not allow themselves, which retain typical settings on the other side of the Atlantic. The configuration is resolutely turned towards comfort, however, with appreciable filtering of irregularities even if healing is always felt at low speed, as is the case on the Qashqai with which it shares the CMF-CD platform.

To impeccable soundproofing, especially obtained with some technical artifices such as the active noise reduction which balances contrary frequencies, is added a dynamic behavior which will delight families. The management is light and not very informative, but it requires no effort to run this SUV of 2.07 m in wheelbase. On the other hand, we feel more distant on the way outside the beaten track where we would then appreciate a better symbiosis to know where we place the wheels. To venture there, the X-Trail has the off-road driving mode, in addition to the Snow mode, in order to adapt the distribution and the distribution of the couple between the trains. What to make the transmission of the patrol that he wants to mimic. The fact remains that he will not be the ultimate crossing, with a 192 mm ground clearance (against 205 mm with the two -wheel drive !), and above all rather little protected bases.

Average consumption

In addition to all these dynamic improvements, this transmission multiplies the electric driving phases and therefore makes it possible to maintain the appetite of the petrol engine. Also, driving pleasure in relation to his little brother is clearly improved. We then take advantage of more torque, especially sensitive at low speed or on certain reminders out of the pin on the mountain roads. The performance is not improved, however: 0 to 100 km/h is announced in 7.2 s (against 7.9 s on the Qashqai), but we timed an 80 to 120 km/h in 6.2 s ( + 0.1 s). And note once again the response time of the system which must adapt to send all the necessary power to the engines, then evoking that of some automatic boxes of competitors.

Trying in Sweden and on an ultra-favorable course, the Qashqai presented an average of 5.4 l/100 km. Led on the reliefs of the East Alpes, the X-Trail was necessarily less sober, but with a correct result for a hybrid. Our 130 km course more traveled on a demanding secondary network resulted in an average of 7.0 l/100 km in our hands. The approved consumption of 6.7 l/100 km with this configuration is no longer very far. During a quick visit to the highway at 130 km/h, the appetite was close to 8.0 l/100 km. This places it in the average of its past national competitors masters in the art of hybridization, while the Hyundai Santa Fe and Kia Sorento Full-Hybrid could be more sober on the road, but more unreasonable on the motorway.

Seven places for the little ones

If the presentation differs from the Qashqai, the X-Trail presents a fairly similar cabin. This is particularly the case with the upper part of the dashboard, almost identical to that of the compact SUV. We find there the digital instrumentation and the central tactile slab of 12.3 inches each, but also touches and a command of “box” commune. The layout is however revised on the high central console, which releases a generous storage between the seats. We also appreciate the rear doors with a large opening at 85 °, which greatly facilitate the installation of a child on a baby seat or access to the rear seats.

With a length of 4.68 m (battery between a Peugeot 5008 and a Skoda Kodiaq), the Nissan X-Trail does not promise mountains and wonders in the last two places, placed behind the second sliding row on 22 cm. Nissan is aware of this and warns that these are auxiliary seats that will suffice for 1.60 m people, but that they would not be really adapted to the greatest. Rightly since the files are very short. In 5 -seater version, the 575 l cube chest to 1,396 l. With the last row of seats (an option at € 900), the volume falls to 485 l or 1,298 l with the whole floor flat. When the 7 files are noted, the trunk falls below 200 l.

Station to the penalty

The Nissan X-Trail E-Power is not quite that a “qashqai 7 places”. If it actually shares its platform and its e-power operation with it, it offers an excess of approval with the appearance of the second electric motor. The latter brings new driving modes, strengthens motor skills and also serves dynamic behavior. But it is the power of additional regeneration which is the most beneficial, making it possible to have a little more often of the load without requesting the thermal engine. In short: it takes one more step towards the whole electric world, of which Nissan was one of the precursors. Alas, we cannot have everything: this system weighs heavily on the scale, which brings it back to its hybrid condition that it is, despite the implicit slogans of the Japanese brand.

In two-wheel drive configuration, the Nissan X-Trail faces many competitors, the Toyota Rav4 and Ford Kuga in mind, both available with the same hybrid technology and formidable consumption. The offer is also provided with all-wheel drive, where we think in particular of the most confidential Subaru Forester E-Boxer. But the noose is tightening in 7-seater configuration: since the disappearance of the option on board the Honda CR-V, none of its direct competitors offer hybrid motorization, with the exception of Korean SUVs larger by 10 cm minimum , or Toyota Highlander that borders on 4.95 m. The others, such as the Seat Tarraco, then prefer to choose the tax shield with a rechargeable hybrid engine.

Available from € 45,900 in its 7-seater E-4ORCE declination, the X-Trail is affected by a penalty of € 650 this year (146 g/km of CO2). In its high -end configuration displayed at € 56,000, it will be necessary to provide an extension of € 1,172 (152 g/km). And we should not forget the weight tax either, which will range from € 830 to € 1,650 depending on the versions and options.

We liked

• Driving
• Careful soundproofing
• Regular electric driving