Nissan Note e-Power review


Beneath the plain exterior of the Japanese brand’s little city automobile hides an unconventional hybrid. – Nissan has introduced a stepping stone on the road leading to its fully-electric Leaf hatch for customers hitherto to be convinced by full battery technology.

Available in Japan and other cells around the word, the Note e-Power looks like a fairly conventional light-colored hatch, not unlike a Honda Jazz, with a towering body and big increased emphasis on interior opening, but disguising under its scalp is an interesting hybrid layout that uses the small-capacity petrol locomotive exclusively as a generator.

Similar to the series hybrid layout first seen here in the unloved Holden Volt, that signifies primary motive force are offered by an electric motor. Nonetheless, unlike the raft of plug-in hybrids that are becoming increasingly popular, the Note’s system has a small battery that is regularly billed by the petrol motor rather than the other way around in vehicles like the Toyota Prius.

Nissan viewpoints it as a gateway to full EVs and, while the Japanese label has ruled out the Mention from being sold locally, information and communication technologies could come to Australia in other examples soon, such as the next-generation Juke SUV.

So to see what the serial hybrid arrangement is like we traveled to Japan to experience the Note e-Power at Nissan’s Grandrive proving ground in Japan .
Nissan introduces new electric motor drivetrain: e-POWER
Firstly, a bit of background because Nissan initially leapfrogged the hybrid period and exited instantly to an EV with its Leaf electrical hatch, which is the world’s number-one selling EV having tallied over 250,000 auctions since be contained in late 2010. Despite that, electrical vehicles have a small drawback in their limited cruising scope and the time it takes to replenish a used battery.

But what if you could be assured of rapidly recharge durations everywhere you go? Just a few minutes here there are still- the same as a petrol powered vehicle. Well, that’s where the Note e-Power comes in as it isn’t an EV in the most stringent sense of the term.

Unlike a parallel hybrid( the kind Toyota and Honda sell) where the petrol instrument works in concert with the electrical motor to drive the front rotates the Note e-Power has no connection between engine and drive pedals, so it offers the same high-torque nothing that electric cars do so well.

Under the bonnet is a three-cylinder 1.2-liter instrument that is rated at 58 kW and 103 Nm. Asit doesn’t propel the car at all its outputs are of little implication. Instead, the 80 kW electrical motor with a 254 Nm output is the most comparable set of figures.

 The Note e-Power’s intent is increase gas consumption, and public officials Japanese-cycle fuel consumption figure( which is a little more generous than the Australian round) of 2.7 l/ 100 km, compared with 3.8 l/ 100 km for a conventional 1.2 litres petrol-driven Memo which offers less power and torque, is proof that it works.

But because showing to electrical vehicles may not be widespread, which Nissan clearly understands, the Note e-Power executes the fun-to-drive message of electric cars, and the strong torque delivery they’re capable of, representing it a perfect first step.

As with a conventional vehicle, all that’s required to get moving is to get into, target your paw on the brake and press the start button. For only a few seconds the petrol locomotive starts up as a quick organizations check, then returns to standby mode.

Push the accelerator and the Note move off quickly and mutely. Nissan claims the interior of a Note e-Power is as serene as a vehicle two-segments large, something like an Altima or Camry.

When the electric charge starts to lessen the petrol locomotive seamlessly starts up, revs at an attached place( or optimal economy) then after less than a minute or so shuts back down and returns to a silent district. You only just hear it. And with the radio on and a vehicle full of passengers, “you’re supposed to” wouldn’t placard it at all.

However, it does chime in fairly regularly as the artillery size is only extremely limited. Fee repetitions are merely very short, with the petrol locomotive often simply active for a few seconds at a time, but they exist quite frequently which is a little surprising until you remember that the Note’s battery pack is rated at an instead small-minded 1.5-kilowatt hours.

That means the electric-only driving range is just a handful of kilometers at a time, but with complete freedom from a wall plug, refilling the Note e-Power takes simply hours to fill with petrol as opposes this overnight top-up day for a battery-powered Leaf.

Should “you’re trying to” quickened the tempo when on the move in the Note e-Power, simply give the accelerator a prodding and it offers up the kind of urging that appears more red-hot hatch than an eco-warrior. The petrol instrument may kick in if the battery needs an extra lift, or it may not depending on the situation.

With three driving modes that alters the level of regenerative braking- Normal, Smart and Eco- the Note leads from feeling like a regular hatch coasting along when the accelerator is elevated in Normal mode, to detecting much more like a conventional EV in Smart mode thanks to the power harvesting that plucks the car to a stop as if you were riding the brakes.

Opt for Eco mode and capability output is increased slightly as is assistance from the climate control to stretch out the available cruising range, which in our times with the car, freshly fitted with fuel and driven on a reasonable impersonation of a mixed drive varied between 620 and 690 km( predicted via the journey computer) depending on the drive mode.

As for the rest of packet, the Note e-Power that I experienced was the top-spec Medallist model, parceling in boasts like leather sit trimmings, satellite sailing, and LED headlights, becoming it a highly-specced light-colored hatch.

The interior is designed to maximize seat, with a high roof and MPV-like profile committing it a large, airy find inside. Even though the width isn’t too generous, headroom and legroom in either front or back are plentiful.

Nissan has put the e-Power battery beneath the front seats, so there’s no loss of luggage seat, and the only real give-away that anything is different about this automobile is the stubby little gearshift, the same as that used you’d find in a Leaf.

Instrumentation is almost entirely conventional too. To the right of a traditional analog speedometer with errand computer info in the middle is a large LCD display for better access to vehicle status info like when the petrol engine is a rush, if power is being sent to or from the battery, or if regenerative braking is topping up charge.

All in all, the Note e-Power is an interesting case study. No, it may not have the zero-emissions credentials of a Leaf, but it creates more torque and uses less fuel than a comparable petrol Note.

Like anything brand-new, the technology happens to world prices- commanding around a $4000 payment in Japan- though the Note e-Power is still more affordable than a fully-fledged electrical vehicle like the Leaf.

? As a gateway to full EV mobility in a number of countries that shortfall sufficient infrastructure the e-Power method is an ingenious introduction to the find and experience of electrical vehicle owned, while still bettering the apply of Toyota’s’ regular’ hybrid offerings- something Nissan Australia requires( in the right pocket of course) to race to Aussie costs sooner, rather than later.

Nissan Note e-Power Specifications

Price: from $22,540 (in Japan)

Engine: Electric motor and 1.2-litre three-cylinder petrol generator

Power: 80kW

Torque: 254Nm

Fuel use: 2.7L/100km


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