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Everybody loves an underdog story and Nissan’s one is a beauty.
For decades, the model we knew as the Pulsar struggled to crack the European small car market against the likes of the Ford Focus and the company was in serious strife. Worthy but derivative, it struggled to stand out.
So, for its 2007 replacement, some bright sparks convinced Nissan to reimagine the hatch by butching it up, raising the ride height and changing the name to something exotically daft. And, voila, the original Qashqai was born.
Initially sold in Australia as the Dualis, it quickly became a global smash hit, finally catapulting the brand from follower to leader, creating the small SUV segment as we know it today.
If you love your Hyundai Kona, Mazda CX-30, Toyota C-HR or VW T-Roc you have Nissan’s ingenuity to thank.
Now it’s at it again with the Qashqai e-Power – an EV-first hybrid using a petrol engine to only charge its battery so an electric motor can drive the front wheels. More than a Prius, less than a Tesla, then.
The next big thing or a dead end? Let’s find out.
If you look at Hyundai Australia’s current line-up there are some key pieces missing. Perhaps the most obvious is the lack of a Tucson Hybrid to compete against the popular Toyota RAV4 Hybrid, as well as the likes of the newer Kia Sportage Hybrid, and Nissan X-Trail e-Power.
Fortunately for Hyundai there is a solution that will fill the missing piece - the Tucson Hybrid. It’s been available in overseas markets for several years but only with the steering wheel on the left-hand side… until now. Hyundai Australia has finally confirmed that it will be adding the hybrid powertrain to its local line-up in 2024.
But we wanted to get a headstart to find out if this new model has what it takes to challenge the RAV4 and others. So CarsGuide.com.au headed to Los Angeles, California for an exclusive drive of the Tucson Hybrid to give you an idea of what to expect when it does arrive down under.
Obviously at this early stage we don’t have concrete details of what exactly we’ll be getting in Australian showrooms, but the US model is reportedly a very similar example of what we’ll get. But with that in mind, our scores for each category and the model overall should be taken as a preliminary judgement - not a definitive verdict.
So, should you give up on the Qashqai e-Power, or surrender to its many and varied charms? Well, when the Japanese brand really tries, as it clearly has here, Nissan can be as imaginative and as innovative as any carmaker on the planet.
And given the latest Qashqai out of Europe is so advanced and unique within its SUV category, this deserves to be on everybody’s shortlist. With e-Power under that pretty bonnet, this Ti is a leader, not a follower. This underdog could win best-in-show!
Note: CarsGuide attended this event as a guest of the manufacturer with accommodation and meals provided.
As Toyota has found with the RAV4, these types of ‘self-charging hybrids’ are popular with customers because they offer more performance, lower fuel economy and require no change in behaviour - no plugging in or managing battery range.
There’s a very good reason for Hyundai to add the Tucson Hybrid to the local line-up, because it will expand the appeal of what is already a popular SUV. Many buyers have turned off diesel in the wake of the Volkswagen emission scandal, so hybrids such as these have greater appeal.
Especially if Hyundai can keep the price difference between the hybrid and diesel to a similar level to what we’ve already seen with the Santa Fe. In these current times of high petrol prices and cost-of-living pressures, anything that can make driving better financially we welcome.
There’s nothing radical or ground-breaking about the third-gen version’s styling, other than it’s pretty and unmistakably a Qashqai. Even from tens of metres away. That’s a hallmark of good design.
But, like an Oscar’s worthy red-carpet outfit, the familiar lines remain classy on this third imagining, with a particularly strong front-end LED lighting graphics presence against a modern grille treatment, pleasing classical proportions and an elegantly executed posterior.
Unless you’re a train spotter-type or work for Nissan PR, it’s easy to miss the very minor details setting this particular Ti apart. Nissan dubs the extra glossy black lipstick up front as its ‘premium grille’ appearance. There’s a smattering of e-Power badges. And ground clearance drops 5.0mm, to 175mm. That’s it.
As with all current Qashqais, the e-Power offers larger packaging compared to before, as a result of adopting a fresh “global Renault-Nissan-Mitsubishi Alliance platform”. The upshot is a longer, wider and taller small SUV, to the tune of 31, 30 and 29mm, respectively.
And, for the benefit of rear seat occupants, the wheelbase has also been stretched by 19mm.
It’s worth noting that, despite Nissan’s best efforts to keep the kilos down by deploying aluminium for the doors, bonnet and front guards (resulting in a commendable 60kg saving while body stiffness rises by 41 per cent), the e-Power attracts a hefty 200kg penalty over the ICE Ti.
Does this adversely affect efficiency? Please keep reading to find out.
What’s interesting about the design is that there isn’t anything unique about it, at least not overtly different from the rest of the Tucson range. As electrification becomes the norm rather than the exception, car makers have realised car buyers don’t need or want their electrified cars to be styled dramatically differently.
As Toyota's decision to drop the Prius in Australia and instead relying on the Corolla to cater to buyers looking for a hybrid model demonstrates, buyers have evolved with their tastes.
Instead both outside and in, the Tucson Hybrid is a regular-looking SUV that will appeal to anyone looking for a fuel-efficient model.
Being bigger than before brings benefits.
The Qashqai’s doors open super-wide. Great for entry/egress, winning over SUV sceptics and inflicting damage on adjacent vehicles.
Once sat inside, the people-pleasing presentation continues in this sumptuously-presented Ti grade, with eyes immediately drinking in the pleated leather-faced seat patterns, subtle colour-coded trim, attractive dashboard architecture and the surprising depth of quality in the materials deployed.
As we discovered to our delight, all are further flattered when drenched in the dappled rays of an early autumnal afternoon sun, courtesy of that panoramic hole in the roof.
If you’re expecting the common-sense dullness of some less-ambitious Nissans, a significant mindset reset is required, highlighting the European aspirations of this cosy yet comfy British-built SUV.
In our comparatively brief time in the Qashqai, we also noted the excellent driving position, enveloping support of the fine front seats, user-friendliness of the digital displays (including the head-up dials), clear instrumentation that still manages to convey as much, or as little, data as you need without bamboozling you with info-overload, generous storage and an effective climate-control system.
Plus, that vast sunroof includes a full-sunblock screen – a feature sorely missing in many European and Chinese branded alternatives. Others, take heed.
Our main objection is obstructed over-the-shoulder and rear vision, that’s very obvious when parking in tight spots. Those cameras are essential.
Moving out the back, it’s fairly spacious for most people though knee room remains tight for longer-legged passengers. Most expected amenities are present, such as face-level air vents, USB-A and -C outlets, a centre armrest with cupholders and overhead lighting. And the upmarket ambience carries through, too.
But don’t go expecting any sliding or reclining back-seat versatility, as you might find in some rival SUVs.
Now, here’s an interesting fact. Nissan says there’s no drop in cargo capacity between the e-Power and the regular ICE-powered version of the Qashqai. Indeed, the figure increases, from 418 litres to 452L and, if you lower the back seat, from 1513 to 1518L.
So, how does this magic work? The location of the battery underneath the front seats (rather than under the rear bench) helps, as well as the elimination of the ICE Ti’s 19-inch alloy spare wheel for that infernal tyre-repair kit.
Win some, lose some!
Despite the addition of the hybrid powertrain elements the Tucson remains a practical family car. While it’s not the biggest SUV in its segment it offers adequate room for a family of four or five.
The front seats are comfortable and there’s good small item storage, as you’ll find in the existing Tucson range, with cup holders, a wireless smartphone charging pad, lidded console box and deep door pockets. The rear bench is good too, with enough room for my 180cm frame to fit in relative comfort, as well as cup holders in the fold-down armrest and a bottle holder in the door.
Crucially, the boot capacity is the same in both the petrol and hybrid Tucson in US specification, which means it should translate to the same 539-litres offered here. The boot floor is flat, which will make loading and unloading easier, but it’s worth noting that the US-spec model we drove had no space for a spare tyre and instead relied on a puncture repair kit.
Right now, there’s only the single, Qashqai Ti e-Power grade for Australia.
Starting from $51,590, before on-road costs, it adds $4200 to the price of the regular 1.3-litre turbo-petrol Ti, and is gunning straight for more conventional hybrids like the Hyundai Kona N-Line HEV, Honda’s superb ZR-V e:HEV and the new, second-gen Toyota C-HR Koba.
Now, they’re all conventional hybrids with their internal combustion engine (ICE) doing the driving, so the Nissan has a point of difference – and possibly an advantage – over those.
Note, though, that both the C-HR and Kona hybrids also come in grades costing under $45,000 – something the Qashqai e-Power won’t match until the lower-spec versions arrive in Australia sometime later on.
At least Nissan sees fit to stuff the Ti with luxuries like adaptive LED headlights, a head-up display, panoramic sunroof, hands-free powered tailgate, a 10-speaker Bose audio system, heated front seats with massaging function, pleated leather trim, front and rear USB A/C outlets and 19-inch alloys.
These come on top of expected goodies like dual-zone climate control, a 12.3-inch central touchscreen, satellite navigation, wireless Apple CarPlay, wired Android Auto, digital radio, a wireless phone charger, a surround-view camera, auto on/off headlights and wipers, auto-folding exterior mirrors and ambient lighting.
There’s also a host of welcome driver-assist tech. More on those in the Safety section below.
However, the e-Power loses the essential temporary spare wheel for the fiddly and often-useless tyre repair kit. Not good enough, Nissan.
That aside, they make for a finely-crafted and properly fully-equipped small hybrid SUV out of Europe, that, when considered in that light, offers strong value-for-money against technically less-intriguing alternatives.
Advantage, Qashqai.
While Hyundai may have confirmed the impending arrival of the Tucson Hybrid, the details are still under wraps. That’s likely because the hybrid will coincide with an as yet unseen mid-life refresh of the Tucson that was first revealed back in 2020.
Because of that there’s no public confirmation of pricing and specification for this new addition, but we can extrapolate what to expect based on the rest of the Hyundai line-up. Based on the recently added Kona and Santa Fe Hybrids, it’s a safe bet there’s likely to be two variants of the Tucson Hybrid. Expect an entry-level model - likely just called Tucson Hybrid - and a more luxurious variant - probably carrying the Tucson Hybrid Premium name, or possibly the Highlander badge.
Precisely what specification they will include and how much they will cost remains to be seen, but again we can probably take an educated guess based on what we’ve seen with the Kona and Santa Fe. The Kona Hybrid carries a $4000 price premium over its petrol-powered equivalent, while the Santa Fe Hybrid costs $3000 more.
So if the 2024 Tucson prices stay flat (which is possible but not guaranteed) expect the Tucson Hybrid to start around $46,900 and the Tucson Hybrid Premium/Highlander at $53,900.
Under the e-Power’s bonnet is a 1.5-litre three-cylinder, turbo-petrol engine featuring a unique and intriguing, efficiency-enhancing yet performance-boosting, variable compression ratio.
It produces 116kW of power and 250Nm of torque on its own, and is mated to a small-ish 2.1kWh lithium-ion battery and inverter, powering an electric motor that sends drive, via a single-speed reduction-gear transmission, to the front wheels. A set-up Nissan calls 'e-CVT'.
Combined power and torque maximums are 140kW and a considerable 330Nm, respectively. Tipping the scales at 1728kg, the Ti e-Power’s power-to-weight ratio is a healthy 81kW/tonne.
Along with 'Sport' and 'Eco' modes, there’s also a one-pedal driving option that provides electricity-saving regenerative braking that washes off a good deal of speed to substantially slow you down. It's a stepping stone between a hybrid and full EV and you never need to plug it in anywhere.
Nissan made myriad changes to the MacPherson-style strut front and multi-link rear suspension design to accommodate all the additional electrification tech.
Remember towing capacity is half that of the regular Qashqai’s 1500kg (braked trailer), dropping to the latter’s 750kg unbraked figure.
This is the heart of the matter, with the Tucson Hybrid combining a 1.6-litre turbocharged four-cylinder petrol engine with a small electric motor. The petrol engine makes the same power as the ‘SmartStream G1.6’ in the current Tucson, 132kW/265Nm. But the addition of the 44kW electric motor takes the total powertrain output to 168kW/349Nm.
The powertrain is paired to a six-speed automatic transmission as standard as well as Hyundai’s HTRAC all-wheel drive system.
Nissan reckons the Ti e-Power should average around 5.2L/100km on a combined urban, extra-urban cycle, which equates to a carbon dioxide emissions rating of 117 grams/km.
We managed a still-commendable 5.8L as indicated by the trip computer, but we did not have a chance to test it at the pump.
Note, as with all Qashqais, the e-Power needs more-expensive 95 RON premium unleaded petrol. Brimming the 55L fuel tank, expect a range of up to around 1050km between refills. That's 150km up on the regular 1.3L turbo versions.
Hyundai USA rates the Tucson Hybrid fuel economy at between 6.1L/100km and 6.3L/100km depending on the variant. It must be noted that US fuel economy figures do alter to Australian numbers, but as a guide those figures are competitive without being class-leading.
The X-Trail e-Power returns the same 6.1L/100km, but the RAV4 Hybrid uses just 4.8L/100km so there’s room for Hyundai to close the gap.
But at 6.1L/100km the hybrid would be the most fuel-efficient member of the Tucson range in Australia, with the diesel managing 6.3L/100km and the 1.6 turbo petrol using 7.2L/100km. So there’s reason to think adding this hybrid option would expand the appeal of the Tucson.
The US-spec models have a 51-litre fuel tank which means a theoretical driving range of up to 835km on a single tank.
Two things are obvious soon after the driver presses the starter and silently whooshes away in a Qashqai Ti e-Power.
Firstly, there’s a real weight to it, highlighting this as a solid (as well as heavy) vehicle of substance. And, secondly, once over this initial impression, everything then seems completely normal and intuitive. There’s nothing alien going on here.
Despite the mass, acceleration is brisk, with throttle response becoming even livelier once on the move, since you can feel all that instant torque on tap, even with a light flex of your right foot.
Pushing down harder, it should soon become clear this is a fast machine, so keep an eye on that digital speedo display. It caught us out a couple of times during our test drive through central Victoria.
Using the driving modes reveals varying behaviour according to the settings. In Eco mode the e-Power has a smooth and relaxed gait; performance is Normal seems more spirited while in Sport responses are appropriately stronger and more urgent.
It’s worth keeping the latter in mind, because the chassis is set up for a sporty, Euro feel, meaning there’s a tautness to the suspension that's a little at odds with the plushness of the interior. This isn’t a soft, bouncy ride.
Rolling on a 235/50 R19 wheel and tyre package, there’s a pleasing balance of steering feel, handling agility and roadholding grip, resulting in a dynamically athletic and reassuringly controlled vehicle, even at speed through tighter corners. However, as with the e-Power’s acceleration delivery, the keener driver has to first push through a level of inertia to discover this.
One trait worth keeping in mind is that the tail can become loose and even slide out a little before the ESC quickly yet calmly reels it back in, if you attempt to take a bend too fast. Beware, though, that as the roads were hot and dry during our drive, we cannot attest to how this behaviour will manifest in the wet. Should be fun if you’re a keener driver. We weren’t expecting that.
What else? The easy e-Pedal function works well, providing significant braking up to a point, without bringing the vehicle to a full stop. It soon feels second nature.
Plus, unlike most Toyota hybrids, many EVs and even the X-Trail Ti e-Power we tested recently, the smaller-brother Qashqai avoids that oddly wooden brake-pedal feel, though again, a test in inner-urban traffic may reveal something else.
And, finally, over coarse-chip surfaces, there’s a bit too much tyre or road-noise intrusion coming inside, though over the smoother stuff, you’ll also feel blissfully cocooned in the comfort the Ti packaging provides.
Overall, then, the Qashqai e-Power is a swift, agile and entertaining drive, as well as safe and secure, revealing a further depth to Nissan’s engineering talent and capability.
The extra power and torque makes for a notable improvement in performance over what’s currently offered in Australia. The Tucson Hybrid feels quite punchy off the mark whenever you engage both the engine and motor. While it’s not exactly a ‘N Performance’ model, it does feel sprightly for a mid-size SUV.
Plus there’s the added bonus that the electric motor can do all of the work some of the time.
So if you do a lot of urban driving and can be careful with your right foot you may be able to get close to, or even beat, the claimed fuel economy.
It’s difficult to make a definitive comment on the handling, because the version we drove had the US suspension tune, which felt softer than what we’ve experienced here to deal with America’s very average road conditions. Even so, our test drive did demonstrate that the addition of the hybrid system, and the added weight it brings, doesn’t have a negative impact on the way the Tucson drives. It still feels like a well-balanced and responsive SUV and we’d certainly expect that to be the case of Australian-bound models.
The e-Power is included with the rest of the existing Qashqai range in scoring a five-star ANCAP crash-test result in 2021.
It features seven airbags including front-centre and front-to-rear curtain coverage.
You’ll also find front and rear Autonomous Emergency Braking (AEB) with pedestrian, cyclist and back-over detection, blind-spot warning, lane-keep assist systems, adaptive cruise control with full stop-go function, a driver fatigue monitor, auto high beams, traffic sign recognition, front and rear parking sensors, ABS with brake assist, Electronic Brake-force Distribution, hill-start assist, stability control, traction control and a surround-view monitor.
There’s also a vehicle approach sound for pedestrians.
Note that Nissan’s AEB kicks in from 5.0-130km/h, pedestrian and cyclist AEB from 10-80km/h, and the lane support systems work between 60-250km/h.
ISOFIX child-seat latches are fitted to outboard rear seat positions, while a trio of top tethers for straps are included across the rear bench.
Again, this is an area where we don’t know any specific details, but it’s almost certain that the Tucson Hybrid will follow the same safety features as the rest of the range.
There’s all the usual acronyms you expect these days, such as AEB (autonomous emergency braking), ESC (electronic stability control), BSM (blind spot monitoring) and RCTA (rear cross-traffic alert).
The biggest difference between the current range and the hybrid is likely to be the loss of the full-size spare wheel. Given the unique Australian conditions, if Hyundai can find a way to fit even a spacesaver spare it would be more appealing and safer than the puncture repair kit.
The addition of an all-new engine variant typically requires a new crash testing program under the ANCAP safety ratings, but the rest of the Tucson range is five stars and there's no reason to think the hybrid would be dramatically worse.
Like all Qashqais, the Ti e-Power offers a five-year/unlimited kilometre warranty that also includes roadside assistance. Nothing unusual there.
Service intervals are at every 12 months or 10,000km. The latter is 5000km sooner than in the ICE equivalent, by the way.
Nissan also offers a choice of servicing options, starting with the Capped Price Servicing that is nearly a thousand dollars cheaper than the regular ICE versions of the Qashqai over the six-year period as published on the company’s website, at around $2850.
Pay in advance and there’s an additional 10 per cent discount. Of course, terms and conditions apply.
It’s safe to assume that Hyundai Australia will offer its standard five-year/unlimited kilometre warranty for the Tucson Hybrid.
Servicing costs are unclear but it’s probable that the more complex hybrid powertrain would mean a higher price. But Hyundai Australia will likely offer a servicing plan, so you’ll know up front what you’re in for.