Featured New Nissan Qashqai

Source: Daily Automotive News

the second [Qashqai rjw] is what Nissan calls e-Power, but this e-Power operates differently than some other e-Power vehicles. It uses a three-cylinder turbo engine to generate electricity for the 140-kW electric motor or send it to the 1.8 kWh battery pack.
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Almost the reverse ratio as my 2017 BMW i3-REx bought used last August. Both vehicles do not have a mechanical or electro-mechanical transmission:

• Nissan e-power :: BNW I3-REx - metric
• 143 kW :: 23 kW - ICE power, the BMW has just enough power to sustain 70 mph
• 1.8 kWh :: 28 kWh - Battery capacity, the 1,8 kWh is similar to my early Prius battery

Source_2: Nissan Qashqai: the original and now even better

In keeping with the pioneering spirit that gave birth to the original Qashqai and which invented the crossover segment, e-POWER is the unique and innovative electrified powertrain that has proved so popular with customers since its launch in 2022.

In the world of engineering, the simplest ideas are often the best. And e-POWER perfectly reflects that principle. The petrol engine generates the electricity which is used to drive the wheels. This is a far simpler solution than the myriad traditional hybrids on-sale today.

The result of that simplicity is a drive experience which combines responsiveness and refinement with efficiency – with no compromise on driving pleasure. Thanks to e-POWER, customers no longer need to accept a mediocre driving experience as they do with traditional hybrids.​

There is some merit as all of my Prius had very nice acceleration for about 75 yards . . . enough to get across the intersections first. But like a sprinter in a long race, it soon ran out of power. But unlike the Prius that used the hybrid drive to maximize ICE efficiency, the Qashqi will have a challenge with engine efficiency at partial power. How Nissan handles this will be interesting.

Speculation, ICE efficiency comes from the cylinder operation. It may be possible that using fuel injection and per cylinder valve operation, the three cylinder engine uses 1, 2, or 3 cylinders at peak efficiency and the other cylinders are just a passive, balancing mass. Lacking a mechanical link to the wheels, the battery can buffer any ICE vibrations that would be ordinarily be unacceptable. There are clues suggesting this:

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The sole role of the advanced turbocharged 3-cylinder engine – with variable compression ratio technology – is to generate electricity, which is sent via the inverter to either the 140kW electric motor or the 1.8kwh battery (or both, according to the driving scenario). The engine works quietly in the background to provide the necessary charge to the battery and motor. It's been programmed to provide the electricity in relation to vehicle speed to avoid the disconcerting disconnect between background sound and vehicle progress.
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Bob Wilson

 

Usually I would agree. But I can see a way that a software controlled engine could operate at peak efficiency and achieve similar to ordinary ICE car efficiency.

Bob Wilson