The truth about Nissan Qashqai e-Power 2023 series hybrid in Australia | Auto Expert John Cadogan

[@geoffreyplatt9251]

This isn’t new untried technology John - the Nissan e-Note had been one of the most popular cars in Japan for several years.

[@simonmanners4108]

I reckon the battery on the Nissan CashCow is probably just there to run the entertainment system so when it breaks down you can watch movies waiting for a tow.

[@garfieldsmith332]

Shucks. You beat me on using the name Nissan CashCow. Anyway the entertainment system will probably shut down after a couple of minutes to conserve battery power.

[@byrondixon4648]

That's a bit harsh Simon 😂

[@CollinBaillie]

Thumbs up for cashcow

[@paulkerr782]

Not as silly as it sounds.

[@grey5626]

I'm in California, but your biting witticisms are why I've been subscribed even if the vehicles you're talking about are often not available where I am at all. Thank you for your kick ass comedic candor!

[@devymandagi9842]

I own nissan kicks epower. Wayyyy more efficient than my other cars. The torque is amazing … all your theory might be right…. But to try it on your own is another thing. Buy one and try…. You’ll be happy….

[@norwichnorfolk1584]

I agree just got one here in UK it’s 18 months old only issue the 12 volt battery not great so they put a new one in but it’s just like all the other hybrid cars battery including Toyota as they wanted to sell me a solar panel to keep it charged! All this and it’s 2024….

[@hl954]

Worth it in my case. I live in a very hilly country. The instant torque definitely helps. It's not just about fuel economy, which is about the same as Toyota hybrid.

[@sking2173]

I actually like this idea. Do away with heavy, dirty, expensive batteries in favor of small ones, and do away with the complexity and weight of transmissions, and enjoy hybrid-class fuel mileage. I do think I would prefer a slightly larger battery to ease the stress on the battery, and I would prefer a diesel instead of turbo-3, but in principle, the e-power makes sense.

[@I_hate_Vegemite]

The 3 cyl turbo would be my biggest concern about buying an E:Power. You’d expect a 2.0-2.5L 4cyl n/a Atkinson cycle engine for the purpose of charging the battery at optimum revs as per the Honda CRV/ZRV. I don’t understand why it needs to spool up via the turbo to charge the battery faster.

[@devenair681]

The point of the ePower is that Nissan found people with plug-in hybrids is that they don't tend to plug them in and lots of people don't have the facility to plug in. As others have pointed out the ePower drive train has been extensively tested and in use in Japan. Regarding the charge/discharge of the battery is a function of the system and you can observe this in any hybrid vehicle. The Prius batteries have been shown to give a very long life on the whole. A recent test drive showed in excess of 55mpg. Not bad for an SUV.

[@glenconboy]

It's very easy to look at ePower on paper and to be critical. But it does make a lot of sense. It has excellent fuel efficiency, performance, and cheaper than a full battery EV. This isn't new tech anymore - the Nissan ePower Note has been around since 2016 in Japan and they have just released a new model of it. I own a ePower Note and typically get around 22 km/l (around 4.5 l/100) per tank. And that's not hyper-miling. Easily over 800km per tank on 91 RON. Power figures aren't everything. The car has huge torque and is very smooth accelerating with no lag from turbo or gear shifts. It has the grunt where you want it. I do doubt if we will see any ePowered Qashqais this year in Australia though. I also suspect the ePowered ones won't be turbo.

[@norfolkngood8960]

Unfortunately it doesn't have great fuel efficiency. Nissan quotes 44mpg and real world figures are lower. I love the idea but if you'd put a decent modern normal engine and gearbox in there it would've easily gotten better mpg

[@totallybogus313]

I consider a hybrid to be where the wheels can be mechanically driven by either motive source. I consider the CashCow to be a petrol-electric vehicle rather than a hybrid in the same way that a locomotive is a diesel-electric not a hybrid.

[@chriscastelli6095]

Hi. Well I have one of these in UK. I get around 55 to 67 mpg on my typical daily commute of mostly motorway. My previous car a 3 year old Audi A4 2.0 Diesel with mild hybrid tech managed 44-48 mpg. So there you go.

[@ffotograffydd]

How do you find it in cold weather? I saw a review where the guy said cold weather affects fuel economy, which would concern me as I’d mostly be driving in the Scottish highlands. Do you think it’s anything to worry about?

[@lukeclemo3659]

15:40 - “Anybody who paid attention at school…”. None of us paid attention at school John, that’s why we watch your channel 🤣👍

[@IanSlothieRolfe]

Nissans next press release: "John Cadogan: ....The Nissan e-Power has proven to be absolutely remarkable!"

[@stendecstretcher5678]

Thanks for informing us plebs without engineering qualifications. You have a great way of helping me understand stuff like this Sir I salute you.

[@jacksemenoff2148]

Speak for yourself Pleb!

[@AutoExpertJC]

Thank you. You're welcome.

[@markboon1316]

@@AutoExpertJC is the e-power the same as the bow i8 or i3 range extender? they seem very similar

[@razvanlex]

@@markboon1316 No, they're not.

[@dean22593]

I love how you explain everything John, definitely one of my favourite channels to watch for information, no bullshit and a laugh here and there. You’re certainly doing your part to MALS! Good on’ya mate. 👍

[@77gravity]

I work for a specialist radiator/heat-exchanger manufacturer, we build units for Formula E, to keep the batteries cool. In regen-braking, the battery temps go nuts, and the same as the cars draw power to accelerate. Battery temp control is essential, both in race cars and little shitbox road cars.

[@lexiecrewther7038]

The fans keeping them cool get clogged eventually. It's a maintenance must

[@AutoExpertJC]

If that battery rejects 10% of discharge power as heat, it's going to need to convect about 6.5kW to remain broadly isothermal...

[@lexiecrewther7038]

@@AutoExpertJC lithium batteries are not 90% efficient John. Try 99%

[@lexiecrewther7038]

I would imagine that race cars would use nickel metal hydride, rather than lithium, for safety reasons

[@margarita8442]

@@lexiecrewther7038 I agree , super capacitors even better

[@karlfarrugia1204]

I think I'll keep my fantastic 2009 built 6 cylinder petrol Jaguar XF for a lot longer than I thought I would. Thanks John.

[@Cloxxki]

I've been looking at the newer XF Sportbreak. Gorgous on photos and video, but I've never encountered one in real life, to my knowledge. I just want a great long distance car that also takes large bikes or a mattress in the back. The Latter maybe folded away under the floor if I dare to forego the spare wheel? Such a shame that even a mild hybrid removes the spare wheel or extra cargo option. Surely better packaging can be arranged. What worries me slightly about the Jag is how bare the thing really is when bare. You hardly get wipers or a speedometer. Optioned out, it ends up more costly than a BMW 5 or Mercedes E. And then I start wondering whether it's worth it, just to have a Jag, something no-one else has on the parking? The modern engines seem a bit boring, we need to almost be thankful they're RWD. If I could get an XF Sportbrake on a Tesla Model S skateboard, I'd jus go with that probably. Love the big battery for "camping" and the like. Don't want to be seen with a Tesla anymore though, I think. Bloody well designed though, the newest ones. Don't need 1000 hp, 300 is all I will ever need. Wish they'd still make a basic 100 with huge frunk and modest price...

[@paulround4691]

Five minutes in and I thought why not ditch all the complex expensive crap and fit a gearbox, and you got me there through science...entertaining as always.

[@lexiecrewther7038]

Gearbox, diff....mechanical losses all the way eh?

[@sintuerkasreviews7079]

@@lexiecrewther7038 you still have a diff in e-power cars, and since the generator is not directly connected to the crankshaft you still have a few gears directing power from the engine to the generator so.. still have plenty of mechanical losses

[@graantmnz]

I had read a copy of reviews of this car and the first thought that came to mind " why do you need a 1500 cc turbo engine as a generator" ...so its great to see you reviewing and explaining this seemingly overly complex system John -( excellent explanation ) and as an R/C modeller who uses and understands C discharge ratings of Lipo batteries and their "go on fire" potential...the discharge C rating in this car is indeed a serious worry....

[@SethPinnock]

Ditto, if the engine is only to charge the battery, why use an unreliable turbo engine. A naturally aspirated port injected engine would be more efficient. There will be no different load on the engine going up a hill or going fast.

[@tyrantwitness2482]

The turbo produces more torque at lower revs, so reducing the revs required to power the generator. Since it will be running most of the time, it won't suffer the cold to max revs issues like other hybrids. I want to test one for myself and I have heard nothing but sour grapes from John! True the journalists have done a crap job up to now. Perhaps John can get his hands on one and do a proper review.

[@michaelwebber4033]

They've effectively done what I thought should be done for years now. I know how diesel electric locomotives work and I realised it would probably be a good way to move a car. I did always think a small turbocharged diesel would be the best solution though

[@77gravity]

Yep, but fake-green governments are now banning diesel cars, through some myopic misunderstanding of passenger car contributions to climate change.

[@kenincairns9025]

But why ? For what efficiency gain vs extra complexity and cost. John covered that in the video at the end of the efficiency losses part. This hybrid monstrosity is no more efficient than a std vehicle with an automatic transmission, costs more and with the added complexity, this will effect long term reliability, maintenance will be different from a std vehicle, so will require specialist equipment and training for the technicians, the cost of which will be passed on to the customers.

[@kensmith5694]

That is actually a bad idea for any new design. A real plugin hybrid with a relatively small engine will get you far better fuel economy, doubly so if most trips are short ones. Engines tend to be inefficient until they warm up.

[@tomnewham1269]

Chevrolet already had done this over 10 years ago. It was called the Volt and was sold here under the Holden brand.

[@koitorob]

Surely the correct way to do it would be have a battery large enough to run the car with a decent range and have the petrol/diesel engine as a range extender. Not like this which is almost the opposite...

[@jingawabby]

I have Qashqai 2016 model cost me 33500 NZD. It gives me 6.2 km/L on highway, better than other hybrids advertised in its class, not sure about epower though, but the simple nonhybrid one is amazing, drives much better than the RAV4 I drove and am unable to get something that can replace it so far!!

[@C.Fecteau-AU-MJ13]

The way John worked that into an ad was pretty slick.

[@effbee56]

But Bluettis are really good!

[@BobHutton]

Could the internal combustion engine in this configuration run more efficiently than the engine in an internal combustion only vehicle? Since the internal combustion engine is not directly driving the wheels, I would have thought there would some opportunity optimising its performance (like running at optimal revs).

[@lexiecrewther7038]

No transmission, no diff

[@wobblysauce]

That and the driving feel.

[@robhargraves3805]

You mean run in Atkinson cycle like Toyota does perhaps? That is supposed to have higher thermal efficiency than the regular Otto cycle ( I think that is what it’s called) I wait to be corrected

[@lexiecrewther7038]

@@robhargraves3805 e power is Atkinson

[@BobHutton]

I mean an ICE vehicle has to be setup to handle varying conditions, like a sudden full throttle when cruising at low revs. It would need to be tuned to deliver a broad power band in order to be able to deal with the full range of conditions a driver is likely to be confronted with. An ICE that only needs to run a generator could, I would have thought, be tuned with a narrow power band, designed to run the generator at maximum efficiency, regardless of what the vehicle is doing.

[@rizwan1983]

Other news articles seem to claim that the e power vehicles, i.e. Note, Serena etc. are quite efficient though. Could this be due to the fact that the engine can run at an optimum RPM for charging? Also compared to an ordinary EV, e-power would be much lighter. The Kicks e-power is 1340kg vs 1109kg for the petrol version (about 20% more). But full EVs are nearly 2 tonnes. Plus the e-powers have regenerative braking which would contribute to efficiency. I would mainly be concerned about the deterioration of the small battery/capacitor. What happens when it can't deliver the rated power or can't store as much energy. Does acceleration suffer? How much would a replacement battery/capacitor be? Questions, questions!

[@giovannip.1433]

Unless you have a plug in hybrid and have it charging off the solar panels at home - or on cheaper power at night does it matter? Where does the electricity come from? Coal? natural gas? Hydro? Nuclear? How much range can the $3/l petrol get you creating electricity for the electric motor/s?

[@giovannip.1433]

@Volkan The issue is batteries last 10 years if you are lucky -then having to spend $10s of thousands to replace. Consider just running a standard Corolla for 20+ years resulting in less production waste.

[@partymanau]

Might go electric when the Mr Fusion option is available

[@AutoExpertJC]

Can't wait.

[@guringai]

Why not just utilise the clean, cheap & reliable tech that's on the shelf right now?

[@blippie]

The e-power is the 32 hp (in Europe) stronger version of the Qashqai which combines an even slightly lower fuel comsumption with the comfort and torguey ride of an EV without the need of charging. That's what the e- power is all about and thats just fine, imho. In that context it actually is efficient, albeit not really an EV of course. It may in the emission department not so efficient (though still it has a lower fuel comsumption than the less powerful 1.3 mhev engines), but drivingwise it is. I believe "green" is not the primary word intended by Nissan, but it's more about improved drivability.

[@zeejimi4044]

As I understand it, the main point of criticism that John is making is that of the 116kW of energy that the petrol engine produces, only about 85kW reach the wheels due to losses when passing through the generator, inverter and electric motor, (without any support from the battery). My diesel engine (BMW 216d) produces a maximum of 85kW, and it is no slouch ! So, even without support from the battery, in my book (I’m not an expert like John!) the Nissan Qashqai e-Power should perform at least as well as my BMW 216d. As to the economics : if the real-life consumption is around 5l/100km then I think that this car could very easily be a huge success, even if the price is considerably higher than that of the petrol version : the trade-off is that this car drives like an EV = PURE PLEASURE. As a former owner of an EV (BMW i3 22kWh) I am no fan of EVs per se because they are expensive, have low mile-ranges, and they take a long time to charge. This car affords the driver the EV driving experience, but avoids all of the aforementioned EV-nightmares.. If it promises what it preaches, this car can be a huge success despite the energy losses than John describes in this video.. Despite the debatable weaknesses cited by John, I still give this concept a ⭐️⭐️⭐️⭐️⭐️ rating.

[@erniewhite1382]

Thanks

[@nigelpickering5037]

Brilliant job of explaining. I was puzzled when I heard of this vehicle. Now I know & you have a new fan & follower in the UK! Thx

[@sanchogonzalez4037]

This drivetrain has been in production since 2016 in the Note. So far it seems to be fairly reliable.

[@lexiecrewther7038]

And efficient at 2.9/100km. Better than a prius. But John claims "efficiency fail"

[@sanchogonzalez4037]

@@lexiecrewther7038 Well they are saying the Qashqai gets 5.3l/100, not sure why it's that much higher.

[@lexiecrewther7038]

@@sanchogonzalez4037 weight, drag coefficient, rolling resistance, ground clearance

[@chrishewitt1165]

Love the old school butcher's paper drawing board and the excellent explanation

[@steveNCB7754]

Entertaining and informative as always. Given the apparent vulnerability of that battery in the scenario you describe, please tell me they put it in an easy-to-get-at location for future maintenance (not holding my breath)!

[@stewartmarler1416]

Thanks for addressing this, JC. As a designer of marine vessels that has seen so many different ways to propel craft under the moniker "hybrid", my first response was "hey look, a diesel-electric car", quickly followed by the realisation of the efficiency losses in the package. My take is that Nissan was banking on an alternative technology and was caught on the hop by a market demanding a hybrid, and are now trying to sell us on the idea that something they could develop and bring to market quickly is in some way superior for those differences. When you said "95% efficiency is achievable for an inverter" my reaction was "yeah, but I bet not the way Nissan and their beancounters chose to do it". They have not led the market in one single aspect of electric or hybrid technology, not battery packaging, not cooling, not transmissions, not anything. To hope that they would be near the top of the range of inverter technology would be naive.

[@nigelpickering5037]

But it’s petrol.

[@stewartmarler1416]

@@nigelpickering5037 Fair enough, it's petrol electric then. Still a bad idea in my opinion.

[@colinatkins271]

As usual an informative and entertaining video John. Greetings from a dysfunctional London!

[@AutoExpertJC]

We'd give you a run for dysfunctionality...

[@ScottMurrayBestFamilyCars]

At least your invasive pest had the dignity of buggering off. We had to remove our tick with pliers.

[@rayfordham9230]

@@AutoExpertJC Sorry John we would beat you hands down.

[@zambacan]

John elaborates the inefficiencies but doesn’t explain the big efficiency gain behind the concept. Running a small petrol engine in its sweet spot is more efficient than a bigger engine all over the rev range. The electric system acts as a buffer. So it’s not such a crazy idea.

[@juveson]

I also like that they got rid of the gearbox. I think that makes it worth it...

[@stevenbrown4315]

I may be wrong but wouldn’t capacitors be a better choice than a battery for what they it to do in the E power squashed frog?

[@ibrahimsued4906]

kzbin.info/www/bejne/oIWYfWCPe9ODbdU It's battery does work as a capacitor

[@HughMungoose]

If all else fails they can just add a 240v outlet and come up with clever ad campaigns such as "Can your portable generator do this?"

[@AutoExpertJC]

Minus the vehicle it would be a cracker of a generator set.

[@jasonyu6649]

Nissan Japan do offer E-power with other vehicles for sale in Hong Kong, where I am from, such as Note (a supermini) and Serena (a MPV). Drivers of these vehicles claim that they can max a thousand km from a tank of petrol, and a claimed JC08 fuel economy of 24.8km/L. Serena E-power has a fuel tank of 55L, and there is a fuel car media video that shows that it is capable Of 1000km (well of mostly highway driving)

[@jingawabby]

i have qashqai and now bought note epower, it sometimes shows 99.9 km/L, not sure about economy though as it has been just a week since we bought but it is much, much better than the ordinary, will update soon. If new e-power is anywhere near like that, am in for it as qashqai is the most beautiful and efficient crossover SUV

[@GbMuthu]

The 1.2 liter NA engine on the earlier e.power is sure to be far more efficient than this 1.5 Turbo. Series hybrids are thirstier on the highway.

[@cb5110]

@@GbMuthu not necessary, the Nissan 1.5 turbo has high compression ratio, which reduce fuel use, it also DIG, which has lean burning. The Nissan Altima which is bigger brother to this engine get 37 MPG US or 44 imperial cruising at 75 MPH easily.

[@tonydcurrawong]

That is the best explanation of fuel to battery use I have ever seen. You sir. Rule

[@swfswf50]

I have been thinking about a similar system, using a conventional EV with a small 3kva generator, (insert engineer here to work it out). The generator would run all the time for a long trip where there is no charging available. I believe this is a fair chunk of Australia.

[@joecrancher2008]

Very interesting as usual John, as far as I can see, all Nissan are doing these last 2 decades is trying to figure out how easy it is to fool people with the greenwashing marketing. It seems to be working! They're a tragedy when you compare them to what they used to build.

[@michaelwalsh9145]

People are easily fooled many can’t even grasp basic maths FFS never mind trying to figure out a car with an e badge, they they think because it has an e badge that it will run on the smell of fuel.

[@chunkybeats79]

Good video and research explaining the e Power tech. Just to note the e Power tech has been around since 2016 in the JDM only Note. If you look on KZbin you'll see a lot of videos from hot countries that sell the Note E Power and it appears it can take the heat. Also I have a 2017 Note E Power that runs on 91 and it has been a great car and I ser it as a transition to full EV. You are correct though the Aussie journos who went on that trip they were talking marketing BS.

[@markdavid7013]

Didn't the now discontinued Cheverolet Volt use a similar series hybrid system...but with a much larger battery?

[@nigelpickering5037]

How does the variable compression work & why is it needed?

[@AK-vx4dy]

I generaly admire your explanations, the are clear and sound. But you missed one solution about battery, it could be build heavly parallel, easing current limit at a cost of lower voltage, wich maybe enough or can be solved at inverter stage (with higher losses in baterry only mode, in generator mode voltage can be added to generator voltage).

[@Schniebel89]

What if you put the battery between the inverter and the electric motor. Maybe make the battery bigger if needed. Would the (in)efficiency be the same?

[@stephenberry1205]

I think the market will receive it as filling the gap between lugging lots of battery weight and rare metals around and the one pedal EV smooth driving experience. They love the RAV 4 Hybrid and Toyota have an enduring success with basic hybrids. Only now entering the full EV market. Some of us don't have the ability to plug at home or work and think batteries have a long way to progress from their current form. As with Tesla the market will decide.

[@jamesfinlayson296]

I like the analysis John, I can’t see them running the battery this way. Do you think it more likely that the electric motor power is limited to the maximum available output from the Petrol motor, your 85kw number, and the electric motor is oversized to provide good torque at low speeds / power? The battery is then probably only there for low speed, stop start running.

[@deebee3901]

Thanks John! I was mildly interested in driving one (not purchasing one). You have absolutely put me off that. I do, however, drive a current model Qashqai with a 2.0 litre petrol engine. It has proven to be a very reliable car over the 4 years that I have owned it. Not quite as bad as you or other motoring Journos sometimes rate it. It is remarkably easy to work on, practical and, as a daily driver, handles my needs quite well. That said, I only paid $26.5K for it brand new, which is half what this new engineering masterpiece will cost. I wonder how reliable it will be by comparison? Also, how diabolically difficult will it be to keep it running the way it was intended? Good luck Nissan Service Department technicians.

[@razvanlex]

If you'll drive one you will very much like it. Some people just don't understand engineering and new technology, can't keep an open mind, which is ok. But surely you have to test something to make an opinion. The fuel economy is better than a petrol engine of the same power and with the same performance (0-100km/h in 7.9 sec) and is about the same as some other hybrids in the same class like Toyota RAV4. But the main advantage is the way it drives, it feels and also sounds. It doesn't have the E-CVT engine sound like Toyota in full acceleration.

[@roadrunner1095]

It ll be only aroun 2-3k more than petrol one, very much worth the buy.

[@donfinch862]

Cheers John. What a wonderful couple of days the journos would have had at the trough. You could have explained the inverter's task a bit better, used to control speed and regenerative braking by modifying the electrickery. No probs. The locomotive analogy reminded me you have worked on locos, I've spent most of my working life (43 yrs) on them as a sparky. Aren't they an absolute wonderful beast. The main reason for diesel electric is to be rid of monstrous gearboxes and diffs etc, and better traction control, especially with the AC traction these days. You are a man I consider as a loco friend. lol. Thanks for the show.

[@antonyokelly6057]

Very well described. So, I suppose the same goes for the arrangement in the Honda HRV hybrid, at least up to the point where, in Honda's case, the ICE engages directly with the wheels at about 70km/hr

[@reintrandininskia]

Honda gets it right. At high speeds is more efficient to let the engine handle the wheels.

[@benchapman5247]

The most cynical and anorexic hybrid has to be the Subaru Forester Hybrid, I rented one last week, it can run in EV mode at walking pace on the flat for about 200m before the motor kicks back in 0.6KWh and the whole package is gutless to say the least.

[@koitorob]

So what you're saying John, is that the car would be good for silently creeping away from the house to the end of the road when the husband returns home earlier than expected but not much further?

[@vaderr1214]

Well, I watched the video fist time 2 years ago. More closelly today 😀. I've spotted that when you're talking about "red" numbers path and computing C for the battery under top power demand, you had taken "green" numbers to calcutate that (90% efficiency instead of 95%). So the correct "red" number should be closer to 22C for the battery. Anyway great video 😍.

[@brianbourke8859]

Will they split the battery from the main warranty. Seven years for bulk of the warranty. Seven months for the battery warranty.

[@AutoExpertJC]

They treated 1st-gen Leaf owners badly.

[@fasttracklap8480]

nissan did a great job with this initiative of e-power range of cars, mazda will also make the cx-30 with a rotary generator... but we need more of these and more upgrade on the technology, like mating to it a cvt to make the engine always be in the low rpm. and make it run on ethanol ! they are truly ingenious

[@dougstubbs9637]

John, I suggest you should try to sneak INTO a NISSAN press release. Try hiding in a double bass case and get taken in by the Band. Of course, your journey will need to commence from Lebanon. I have heard this technique has been successful. Cheers.

[@AutoExpertJC]

It's a plan.

[@dougstubbs9637]

@@AutoExpertJC almost like the trend toward universal randomisation ?

[@JackyRogue]

The new Kia Niro Hev has a 1.32kWh battery but gets much better figures on fuel efficiency to the e-power Qashqai system. I really thought the e-power would get more before I watched this video! So size of the battery doesn't make much of a difference in these self charging hybrids? More about efficiency of the system?

[@Alaster-]

The tiny battery seems such a waste of a good idea, few extra kWh and it might have been a great solution (allowing more regen storage and more efficient charging from the generator system, along with better longevity). The instant torque and smooth delivery of EV, but range and refueling of ICE. Also, the battery supposedly can supply 66kW discharge and charge with usable storage of 2kWh. This makes it sound more like a super-capacitor than battery (which would make more sense for this high energy flow use case). Makes me wonder if it actually is, but Nissan PR couldn't handle trying to explain that it's not really a battery to us plebs.

[@sambagogo777]

"Press release recyclers" So very true. Not only in features on new cars but also in car reviews. One only has to read/view several reviews of the same new car to realise that the 'reviewers' are mostly all recycling the press release and presentation given to them beforehand by the manufacturer.

[@attilab.2818]

What would be the benefit of changing my Lexus NX 300h for this?

[@keithtaylor5156]

Would you review the BYD Atto 3 please. This is the only car in it's class which has strings for door pockets which can actually be played. This alone makes it a must buy EV! The info screen turns from horizontal to vertical!! Automatically!!! It is these features which can turn the head of a discerning car buyer. Thank you in advance.

[@hackney7106]

Well & thoroughly explained JC(17 mins).👍👍

[@aldeen1982]

Well you forgot that this technology is already used for many years in Japan and its the best selling engine there. Why? Can you explain this too John?

[@rocketsensor]

The Suzuki battery is probably 3x the usable capacity to keep the state of charge somewhere between 30% and 60%. This means the discharge rate is around 10C which is a crazy high number but viable compared to you 20C+.

[@DBRMatrix]

The new Nissan X-trail E-Power has been tested by a few reliable car journalists in the UK recently. All have been impressed by the quality of the drive but disappointed with the real world fuel economy.

[@murrieteacher]

John, you mention at about 22 minutes to bring out the fire extinguisher. I thought that a lithium battery fire could not be controlled with anything but a lot of water. What have I missed?

[@Cloxxki]

I was in a startup and co-wrote the patent application for this 3-speed hybrid system. Switchable from series to parallel hybrid. Turns out, the patent office managed to find a prior art detailing the exact same thing, ultra advanced, just the same we submitted, but a few years earlier. Shelved. Could have been used to throw out mass produced shitboxes' gearboxes and substitude a efficient 3-speed with one or 2 MGUs on board. A fair sized battery, say 10 kWh would turn that ultra middle of the road 1 liter Golf into a friggin' GTI as well as a prius spanking efficiency monster. As the original inventor shelved the idea, you don't need a $3000-4000 to turn your shitbox into a super mean green machine, at less money than the average woke government awards the buyer of a brand new 2.5 ton BEV. Imagine a 10 or 15 year old shitbox becoming about as mobile in a zero emission fenced megapolis as an original LEAF.

[@Ernst12]

I believe that the BMW i3 EV used range-extender as an option for about $6000 extra some years ago. The idea with this concept is that if the EV is fitted with a 64KWh battery (say), the 36 KW bicycle engine (mounted in the boot) would kick-in when the main battery SoC is 15% or more depending on regulations of the country in which such an option is used. This concept is more useful in the sense that if one cannot get to a charging point with the current battery charge say, the range extender (that takes 1.5 litre of petrol) will kick in to prevent one getting stranded - it seems a good option for Australia where distances between charging stations may be large.

[@Nicknamed13]

I do have one of those. It is designed to serve this exact purpose. Does the job if the battery alone is what you need most of the time with the option to "get you there" without sitting in a queue at the charger. The downside is that the little motor barely holds charge on highway speed and will not make it if you are going up a hill. In the US it becomes a problem as the extender kicks in at something like 8% and when it loses charge up a hill it cuts power. Mine can be turned on if charge is under 75% so I can manage that depending on what the plan for the trip is. There is also quite a bit of heat coming out of it. I learned to time it so I switch it off 10 minutes before I reach the destination to allow more airflow and not let the fans go when stopped. And to confirm what everyone probably already knew...the motor sounds like shit. But you can't always have it your way. I do love the car but let us be realistic.

[@razvanlex]

Unfortunately not, which is why there are no more cars produced with range extenders.

[@Ernst12]

@@razvanlex The alternative is to carry your own petrol or diesel generator in the boot in case the battery is flat and there is no charging point in sight.

[@razvanlex]

@@Ernst12 Yes, that :) or it would be better to choose the car for the intended use. Family of 5 should not buy a small car like Toyota Aygo, family of two should not buy a pick-up truck if living in a big city (well, unfortunately that happens). So yes, don't go full electric yet if living in a country with poor charging infrastructure or if not having the opportunity to charge the car at the house or work. But maybe, if a family has two cars and they don' commute to work a long way, one of the cars should be electric. The other one can be used for long trips if needed.

[@Nicknamed13]

@@razvanlex You are spot on. I've been screaming this for ages. The Rex is great when you have an emergency but not long term. For a small battery it works. Anything bigger than this is a bit meh. And, yes, I do have a long trip car aside.

[@mortofromoz1]

Thank you, John. So, the Quasqai ePower (claimed) fuel use of 5.5/100 vs. it's competitor Yaris Cross Hybrid's (if you can get one this century) (claimed) 3.8/100. Hmm.

[@Jaredscott89]

Yaris Cross is a class below the Qashqai, with a power-train a class below to match.

[@effbee56]

@@Jaredscott89 but is likely to last longer than any Nissan. I have owned 4 Nissan's - all pre2003 and one Renault. The Nissan's were great but the Renault started sh***Ng itself before 100 000 km.Would never buy a Renissan today.

[@Jaredscott89]

@@effbee56 I don't subscribe to nonsense claims like that. I've had multiple Nissan and Toyota vehicles, none were any trouble, all had their minor faults. The Toyota's just drove like absolute shit and were layered with ugly cheap plastic inside, the Nissan products were also somewhat cheap, but were luxurious compared to the Toyota products. Not sure what 2003 is supposed to mean to anyway. Writing off an entire brand because of a single instance of a vehicle breaking is incredibly stupid. Taking that to its logical conclusion, you would never buy a car at all from anyone...

[@davidwright1752]

Kia Sorrento diesel 6 lt / 100 on a trip

[@russcattell955i]

@@davidwright1752 Rather good for a SUV. I can get 5 lt / 100 (4.8 if I go real gentle) on a trip, Skoda Fabia wagon gen 2 1.6 TDi.

[@QALibrary]

If you think this car bad look up the Mazda MX-30... one of the many issues is (via another youtube channel).... It is 43.4 degrees Celsius or 110 degrees Fahrenheit, and we’re filming a car with such a crippled spec sheet that we can’t keep the AC running

[@leftyamazed]

Thanks for the way you make science interesting and entertaining. I am in the UK and asked Nissan if this system was more efficient in the urban environment, like an EV or on the open road like an ICE. They couldn't answer it! They said they 'think' it's better in the city and pointed me back at their website, which says nothing of substance. As a driver of a 12 year old diesel Qashqai, which I've happily driven for 10 years and would happily drive for another 10 years, if it holds out, I was seriously considering buying into the voodoo. I like the fact that Qashqai is the closest thing we now have to a UK motor manufacturing industry, but if I stick with the brand, I think I'll get the ICE version and suspend my desire to go EV for a while longer.

[@cnbkyn4139]

In terms of efficiency, it is definitely better on open roads. I drove it on motorway a few hours, around 65mpg, in heavy traffic it was around 40-45 mpg.

[@AK-vx4dy]

I think you missed one aspect about ICE engine, in mechanical drive it is not working in optimal conditions (ICE are very bad at low speeds and starting from 0), so losses are facet on power conversion, but posibilty to run ICE engine most of the time in optimal part of it's characterstic may balance this losess from point of total efficiency (in fuel use). Also such control can help run ICE more clean.

[@MichaelRobinson-hy8ms]

The more I learn about the pathetic attempts at e-hybrid technology the more I love my Mazda 3 2.2L turbo diesel that achieves 1000km to a fuel tank (55L). John, thanks for calling out the bullshit peddlers. Love your work.

[@attilab.2818]

Diesels need to disappear ASAP.

[@guyclk]

The Quasi e-Power - This is what I hear in my head every time read that name. I'm sure back in the 70's I saw a Pommy "The futureis now" doco. A guy running around in essentially a Smart Car with a lead acid battery bank and a B&S engine running a generator. Diesel Electric locos aside - e-Power not a new idea. Having Said that I get this is a story about the Tame Motoring Journos and not necessarily a major criticism of Nissan. The Leaf while not being the first, IMHO I think one of the first truly successful mass produced EVs and they really did put it on the line and it kind of payed off. The Qashqai e-Power I suspect not so much.

[@phillipmarnik]

Car manufacturers tend to not reveal all their cards at once, leaving room to improve for the next model thus stimulating sales. Guessing a bigger battery will come at some point.

[@DarioCanadaPhotography]

Absolutely brilliant approach John! However even without doing the maths, the numbers on economy doesn't add up. And it's not just Nissan...

[@theospinoulas1419]

Why would you use a 1.5 turbocharged engine to run a generator? Couldn’t you do it with a 1 litre non turbocharged engine? How much torque would a generator need?

[@glenconboy]

I'm calling BS on this story about a 1.5 turbo. I think will be a 1.3 turbo on the non-epower and 1.5 atmo on the epower.

[@RobertSmith-di5ll]

I assume you guys use A/C all the time - how does this affect battery range?

[@ffotograffydd]

Just to check my understanding, are you saying that it’s not as good as a plug-in hybrid? And can you clarify for those of us who don’t have any facility to plug-in a car, and so are looking at ‘self-charging’ hybrids, is it better than the other options, such as the Kia Sportage? I’m mostly asking because that’s the market it’s aimed at. For people who aren’t mechanics, and who are looking at the ‘self-charging’ hybrid option, your video has mostly made the decision even more confusing.

[@tundramanq]

The comparison to be made is efficiency - loss in energy conversion between an automatic transmission drive and a generator/ motor drive system. Train engineers are operating the electrical equivalent of a manual transmission by "changing gears" with switches to drive the traction motors.

[@coldude2559]

Fair points, however, I would still purchase one , looks good and if I can half my fuel consumption, why not?

[@AutoExpertJC]

Reliability, longevity, battery replacement cost, poor customer care.

[@JasonISF]

Get a Toyota hybrid. They've been making them reliable since the '90s.

[@stephenberry1205]

BUT - the battery is not getting over juiced with current flow as the ICE engine is supplying current direct to the drive engine by passing the battery which is only topped up when it needs it...same for a diesel electric loco on a larger scale... 500,000 E Power cars have been sold in Japan by March 2021. If it is $4-5,000 extra, only saving 1 or 2 litres per 100 km, it is not about the pure savings, but the EV driving experience - so much smoother than hybrids that may give better mileage but far less enjoyable to drive... So, after lots of research we preordered one because it is an appealing all around package without the huge weight and cost of batteries. Also - where a car is made is a factor.

[@sking2173]

His point is that the generator can’t supply enough power to the traction motor for maximum power output, so the motor will draw the additional power from the battery, which in the case of the subject vehicle may well over-stress the battery. As for your scenario where the battery is “by passed”, if that were the case, the power output of the traction motor would be subject to the limit of the max output potential of the engine-generator, i.g., if your generator could only supply 100 kw, the power output of a 150 kw traction motor would still be only 100 kw. (Those figures are using 100% efficiency values for simplicity.) The advantage of the e-power system is that the battery can make up for the power deficiency for short bursts, which allows the ICE engine to be downsized. If power demands outlast the battery’s energy supply, the vehicle will lose power, which happened with the i3 REx BMW on long uphill pulls with low battery levels. The i3’s had a 125 kw traction motor with a 25 kw petrol engine powering the generator, so when the battery was flat, the car would just creep up steep grades at 20% or less power.

[@stephenberry1205]

@@sking2173 Launch produces a slight lag compared to a BEV as you only get full juice acceleration once the generator ICE motors spools up. You simply cannot mash the modest battery. You are not going to have your foot planted long enough with the extra draw on the battery except for a very short period. The i3 was truly a range extender - not the primary power plant. 500,000 Note E Powers in Japan over 4 years has well proven the tech..

[@sking2173]

@@stephenberry1205 - The only time I could see there being a problem where power degradation would be experienced (barring system malfunctions) would be on a long grade pull while towing, and I frankly have no idea what the tow rating is on this vehicle. But the point John was making concerned battery deg or damage, and his point about Nissan not having the best track record with traction batteries, as many Leaf owners can attest, is valid. The comparison with the i3 merely demonstrates the power loss experienced when the traction battery is depleted. Although the loss wouldn’t be as severe in the Qashqai, that peak-power loss would still be easily noticeable should the battery be drained (approx. 40%), whereas in the i3, the power loss consequent to a flat battery is 80%.

[@stephenberry1205]

@@sking2173 Thanks I have a Citroen Car Club friend that started with a Prius and is now on this second Leaf - a real EV enthusiast. He reckons his Leaf is better than a Tesla. I doubt whether my old school chums and past Citroen owners would agree. One has a Model 3 Performance and the other Model 3 Long Range and has ordered an Aptera Long Range. Maybe the Leaf as a pioneer small EV will have taught Nissan how to do E Power quite well. 500,000 Note E Powers in Japan would also teach them a lot. I am more of a minimalist with use of resources with a smaller budget... 2019 year Citroen C4 Cactus PureTech 1.2 cylinder turbo - 1,065 kg at one third of the cost of a Model 3. 1989/90 Citroen 2CV6 Charleston with Big Bore 652 cc 2 cylinder - 585 kg owned since new and 285,000 kms. A whole car lighter than the Model 3 battery pack. new motor brings 0-60 from 33 sec to 20. I am not convinced that heavy resource consuming cars that get us to 80-90% of the speed limit in less than 6 seconds instead of 10 are actually environmentally friendly. Now a lightweight Citroen Oli does make sense... once we get into another generation of batteries....

[@barryshields3648]

John, what would be the likely performance of this setup when overtaking a large truck uphill? Sounds somewhat scary if you also are facing something coming down the hill simultaneously.

[@rrphotography3600]

It would be interesting to know the duration at which the E-power can supply the 140kW output. I'd imagine Nissan would limit peak power output duration or limit the max power output when held over a larger time. The only reason (that i can think of) Nissan would produce a model like this would be to supply a plug in hybrid version, making the two models almost identical in terms of manufacturing equipment. With the PHEV costing more and having a heavier curb weight due to having a +15kWh battery.

[@sking2173]

He told you how long the 140 kw output could be maintained: given his scenario assuming 90% efficiency per process, the generator could deliver 85kw and the battery, if fully charged, could theoretically deliver the remaining 55kw for approx. two minutes. See the video at 23:30. Simple computation, basically; 2 kWh=120 kWminutes or 60 kw/2-minutes. This is of course assuming that the battery can withstand such a rate of discharge (@ 32C).

[@stuartlockwood9645]

Hi John 😊 thanks for the in depth analysis, and the realy valuable data that any would be buyer of one of these lemons should consider before throwing their money away. Cheers mate, keep doing what you do best, stay safe, best wishe's to you and your's, Stuart UK.

[@kenthesparky178]

Hi John,would that minute saving on fuel be used up by the extra wear and tear on the tyres due to all the extra weight of such a vehicle?

[@AutoExpertJC]

200kg extra. So, more than 10%.

[@apn42]

At least they don't claim it uses a belt based CVT as most motor journalist seems to think regarding the Toyota e-CVT. The clever thing about the e-CVT is that part of the engine power is transferred mechanically. A similar principle is used in modern farm tractors except hydraulics is used instead of electricity. However (John) Deere is currently launching an electric CVT for large farm tractors. The technical term for this principle is a power split device.

[@cb5110]

Nissan use a very simple reliable gear box with only four gears, attach to motor and generator, two to the motor two to the generator, only that no clutch, nor nothing else. John fail to see there is independent report from people who drive the e-power as well.

[@shaddies1890]

I agree with your position, however you need to start pulling on that petard halyard regarding the details. The comparisons of efficiency calculations had a small flaw in that your black calculations at 90% are fine, your example using worlds best components at 95% uses the 95% components for the ICE power supply to the wheels but the calculations show you using the 90% components for the battery supplied power.

[@AutoExpertJC]

Oops-a-daisy. One-man band. 4% error x 2 iterations, ish. Hardly the same as being totally wrong about the principle of operation. But well done picking it up.

[@shaddies1890]

@@AutoExpertJC you taught me that details matter when you are having a “rant” even a subdued, purely logical and well received. :-)

[@lexiecrewther7038]

Transmission, diff, AC compressor, power steering pump, fan, water pump, alternator, starter motor. A few ICE losses John decided to ignore

[@shaddies1890]

Diff, AC compressor motor, power steering motor, battery charging inefficiencies, all not mentioned for on the EV side as well. It was a simple model of the basic systems, showing a kinda cynical implementation of a hybrid just to be able to tick marketing and possibly legislative requirements in some countries.

[@lexiecrewther7038]

@@shaddies1890 he's completely WRONG. The note is the most efficient hatchback. The Sylphy is the most efficient sedan. The Serena is the most efficient minivan. Series hybrid is more efficient. His uneducated ignorant rant is lousy journalism and his engineering knowledge of hybrids is non existent

[@SethPinnock]

Please tell me why they need a turbo charged Direct Injection engine just to keep a battery charger. Would it not have been better to have a larger battery to truly support a more reasonable EV only range especially over short urban driving.

[@t8polestarcyan22]

Will I be better off getting a Nissan Ariya then? Mind you I'm more than happy to go pure EV for any local commutes esp. around town.

[@SpencerHHO]

In the hobby space 20-30C lithium polymer is common and 50C is also readily available in decent capacities. However these high discharge batteries are the most keen on spectacular failure....

[@nigelcox1451]

The "fire extinguishers at the ready" comment made me smile.

[@vincent5525]

I would love to see John invited to one of these press releases. Can you imagine the look on their faces when he starts asking questions, instead of just nodding his head and sipping champagne.

[@AutoExpertJC]

They hate that. Voice of experience.

[@markboon1316]

@@AutoExpertJC is the e-power the same as the bmw i8 or i3 range extender? they seem very similar

[@theyjustwantyourmoney4539]

I remember in university being ridiculed by other students in class for this idea and yet Nissan has done it in real life

[@MrAndrew1953]

I read the article on this car in the Australian at the time and was quite impressed with the car and it’s novel power system. Was that article correct in its evaluation of the E power system?

[@rcajavus8141]

2kwh battery and 140kw electric motor and I presume an 100kw generator and and 1.5 liter ENGINE and TURBO?! HELLLO REPAIRS

[@harveylamb1064]

Good work, again.

[@stevenbrown4315]

I am waiting for some to rediscover sleeve valve engines can run lean fuel to air ratios without detonation,Bristol and Nappier aircraft engines for example.

[@Cloxxki]

I've seen radio controlled car batteries up to 120C. In car racing, similar is used. What helps is that high-C cells tends to be (not always) have higher efficiency and thus need to dissipate less heat for a giving load cycle. But yes, they still get hot. Some chemistries don't suffer thermal runaway, but these are sadly awkward for use in BEVs by virtue of high cost (no problem for supercars) and crucially: low energy density (super heavy battery to not get far at all).