Nissan Note e-Power: We drove Malaysia's most fuel-efficient car that you can't buy (yet); 2.8L/100km

Electric vehicles or EVs are increasingly billed as the catch-all strategy that will offer efficient and cheap motoring to the masses.

But the truth is, EVs are not for everybody.

In the absence of proper charging infrstructure (at least for now), Nissan's answer is e-Power, which promises all the benefits and efficiency of electric driving, without the drawbacks of charging limitations and wait times. 

After recently testing the 2017 Nissan Note e-Power and achieving an overall fuel economy of just 2.8-litres/100km, we think they might be right. 

The 2017 Nissan Note reviewed here belongs to Edaran Tan Chong Motor (ETCM), graciously loaned to us to sample e-Power drivetrain, therefore this is not a review of the car, which is already one generation too old versus the current Note.

How does Nissan e-Power work?

By definition, the Nissan e-Power drivetrain is a series-hybrid unlike Honda’s i-MMD and Toyota’s Hybrid Synergy Drive systems, which are series-parallel hybrids.

What this means is that the engine in Nissan's e-Power doesn't drive the wheels, as opposed to series-parallel hybrids where the engine can also drive the wheels and charge the electrical system. 

Instead, the internal combustion engine operates at one of two fixed engine speeds - the points where engines are most efficient - solely to charge the high voltage battery.

It's essentially an electric car that carries its own generator. 

Isn’t this called a range extender EV?

Well not exactly, because Nissan's e-Power drivetrain doesn't require you to plug-in and recharge the battery, it is recharged solely by the engine.

Additionally, unlike a range extender EV, Nissan e-Power also doesn't require a large-capacity battery to store charge, thereby reducing weight and complexity. 

If we compare the Nissan Note e-Power to the BMW i3 REx (a range extender EV), the Nissan Note features a 1.5 KWh battery versus the i3's 42.2 kWh battery. 

The smaller battery is also why the Note can be sold a lot cheaper (price in Japan is comparable to a Jazz Hybrid).

In doing so, one can drive and refuel the Nissan Note e-Power just like any other car. 

The Nissan Note e-Power is ‘powered’ by HR12DE 1.2-litre three-cylinder engine that produces 79 PS and 103 Nm.

The engine spins a generator that sends power to the battery. The main traction motor itself produces 109 PS and 254 Nm.

Also read: Review: 2nd-gen Nissan Leaf – Perfect introduction to EVs

The ‘EM57’ motor as it’s called is a less powerful (but similar in design) unit to the 150 PS / 320 Nm traction motor featured in the Nissan Leaf EV. 

Driving experience?

The best part of Nissan’s e-Power is you get all the benefits of an EV vehicle – quiet operation, immediate torque, and smooth cruising – without any range anxiety associated with charger availability and wait times.

It’s the best of all words quite literally! And it’s an inspired bit of engineering if you ask us.

During our acceleration tests, the Nissan Note e-Power actually bested the times set by the City RS. Helped of course by a quick launches courtesy of its secondary motor, in AWD mode.

With the secondary motor engaged, the Note e-Power accelerates from 0-100 km/h in just over 9.30 seconds, beating the City RS' best time of 10.2 seconds (as tested).

The Note e-Power offers three different drive modes – Eco, Normal and Sport – which crucially adjusts the power delivery and energy recuperation rates during coasting and braking.

Normal mode feels like any other car, but once in Eco and Sport mode – recuperation is increased significantly allowing for Nissan’s trademark one-pedal driving style.

While it isn’t exactly scary, it may feel unnatural at first - imagine cruising in fifth gear, and suddenly dropping to second gear as soon as you lay off the accelerator pedal, this is how it one pedal driving feels. 

A crucial tradeoff of the e-Power's drivetrain is lower top speed.

The Note e-Power tops out at 155 km/h (like the Nissan Leaf), which granted, is slower than Perodua Myvi 1.5L in outright top speed, but that says nothing about the power on tap at lower speeds.

From a standstill, the Note e-Power offers meaty and punchy acceleration off the line, torque is on tap as soon as you hit the accelerator and it will keep accelerating with stellar ease up to speeds of 130-140 km/h rather quickly.

To give you an impression, the overall pace of which the Note e-Power accelerates could keep up with most 2.0-litre naturally-aspirated vehicles, perhaps even quicker than most.

Whilst we are specifically reviewing the powertrain and not exactly the Nissan Note in this case - remember this is the previous generation E12 Note - we can tell you that the overall performance and practicality makes the Note one of the best hatchbacks to drive in the city or even longer journeys.

It helps too that the Note is very well designed, has brilliantly comfortable seats and is rather surefooted hatchback to drive.

Save the noticeable groan from the engine at low speed (to recharge the battery), the Note e-Power offers decent cabin quietness levels. 

Fuel consumption?

Eco and Sport modes can greatly alter the amount energy receives and thus extract more EV driving range depending on the road that your on.

During our road test – we clocked a total distance of 109.0 km journey broken down to 60% highway, 40% city driving, the amount of fuel required to brim the tank was 3.057 litres.

This gives a calculated fuel consumption figure of just 2.8-litres/100 km or roughly RM 6 for 100 km of travel.

By comparison, the Honda City RS we also tested recently returned an impressive 5.2-litres/100 km, with a best of 4.2 litres/100km conducted in a separate test.

Yet it’s nowhere near the e-Power’s test numbers, though it must be said, Honda i-MMD is stronger in the mid to high speeds, where the e-Power tapers off.

Conclusion

Completing our road test with the City RS just a week before we drove the e-Power gave us a clear perspective on the execution of both cars.

Notwithstanding, whilst the Honda i-MMD is more advanced and offers a far broader range of drivabililty – Nissan’s e-Power proves just how simple a hybrid really needs to be.

Keep in mind though, that e-Power drivetrain is best suited for smaller cars with low-power demands. This is why its used in models such as the Note and Kicks, but the larger X-Trail doesn't use e-Power.

Also read: Review: 2021 Honda City RS e:HEV – Hybrid perfomance for the common man

With that said, for smaller cars such as the Note, there is no better solution than e-Power. 

It perfectly fits what most ordinary Malaysians need to experience first because it offers drivers the ease of electrified driving without the drawbacks. 

Given its simplicity, it skips the complex and expensive step to plug-in hybrids (PHEVs) whilst still being extremely fuel efficient, something most ordinary drivers will appreciate. 

While ETCM isn't saying anything about whether will e-Power be launched in Malaysia, the fact that they loaned us their internal evaluation unit does say quite a lot, without having to say anything.

Also read: The 2021 Nissan Note is a rival to the Honda Jazz, but it’s struggling to reach Malaysia

Also read: Nissan Kicks e-Power launched in Indonesia; Malaysia in 2021?