Nissan Qashqai 2021: review and road test of the 12V micro hybrid | Video

All new Nissan Qashqai 2021, starting with the CMF-C platform of the Renault-Nissan alliance to continue with the strategy relating to engines, now fully electrified. This is a necessary step in an era of increasingly stringent regulations (we will see what will happen with Euro 7) and the cold war on diesel.

So Qashqai 2021 abandons the dCi to which so many loyal customers had linked themselves because they had found in the crossover the perfect car to travel at reduced purchase and maintenance costs. Goodbye diesel, now there are two choices. On the one hand the 12 volt DIG-T 1.3 turbo MHEV petrol, on the other the E-Power version with a 1.5 liter engine that works exclusively as a generator to transform the petrol into electrons, a useful 190 HP (140 kW) electric traction motor. ).

The Qashqai micro-hybrids debuted in dealerships at the end of June 2021, for e-Power we must wait until 2022 and that the engine that Nissan advertises as a replacement for diesel. Will it be true? We will find out – probably – in a test drive at the end of the year, in the meantime this is how the 140 and 158 HP Qashqai 1.3 goes, both with manual gearbox, and with the Xtronic automatic that works halfway between a CVT and a double clutch, behaving like a six relationship.


The design does not break but prefers to evolve, while transforming lines and technology: the front features the headlights LED as standard, i Matrix LED sono optional, e the materials change, becoming fundamental in the evaluation of the new C-segment crossover.

The key to achieving the emissions targets, as well as the driving dynamics that we will discuss in the following chapters, also passes through the platform that files the overall weight together with the bonnet and doors in aluminum alloy. The boot lid in composite materials: a tap with the knuckles will make you feel the difference immediately.

Qashqai 1.3 Mild-Hybrid Technical Data Sheet

  • Engine: 4 cilindri Mild-Hybrid 12V (Euro 6D)
  • Displacement: 1.3 liters
  • Power: 103 kW – 140 CV, 116 kW – 158 CV
  • Coppia: 240 Nm (6MT 140 CV), 260 Nm (6MT 158 CV), 270 Nm (Xtronic 158 CV)
  • Traction: 2WD / 4WD
  • Emissions: 145-163grams of CO2 per km
  • Transmission: 6-speed manual or Xtronic automatic (6-speed)
  • Maximum speed: 196-206 km / h
  • 0 – 100 km/h: 9,2-10,2 s
  • Suspension: McPherson and torsion beam. Multi-link with 20 “or 4WD rims: 17-20” rims
  • Luggage compartment: 504 / 1,593 liters
  • WLTP consumption Mixed cycle: 6,4-7l/100 km
  • Length: 4,425 mm
  • Width: 1,835 mm
  • Height: 1,625 mm
  • Wheelbase: 2,665 mm
  • Curb weight: 1,460-1,624 kg



With the new Qashqai the qualitative leap is perceived: the interior improves in the finishes, with the necessary differences between the versions, and the greater care for the entire upper part of the dashboard, while remaining in the mass segment for those less at hand . In general, the effort is noticeable: texture both on the dashboard and in the black inserts of the rear doors and a central section that satisfies the touch.

The first test did not detect creaking and the many practical and traditional solutions are appreciated: large and easy buttons on the steering wheel in full Nissan style, automatic climate control with physical controls and good ergonomics in seat-steering wheel-gearbox triangulation thanks to different adjustments available, also electric.

The 9 “digital instrumentation it seems almost larger in size, clearly legible, customizable with various screens full of information but not as modern as the German competitors for example. Nissan lacks a study of the human-machine interface capable of responding more to European tastes than to Japanese ones.

The same goes for the infotainment UI on the 12.3 “screen. It’s a shame that the business card is an “old school” interface since Qashqai hides a lot of technologies modern, including:

  • Apple CarPlay Wireless and Android Auto (with cable)
  • Ricarica wireless a 15 watt
  • OTA update for infotainment
  • Connection to the network and control via app
  • Amazon Alexa integration (car-to-home, from 2022)
  • Compatibilit Google Assistant
  • Servizi TomTom Live
  • Warnings for geofencing, car use out of hours and warnings for exceeding the maximum speed
  • Vehicle tracking in case of theft (with Vodafone)

These are just some of the features that technologically elevate Qashqai compared to many competitors but which risk being invisible only because the interface created around the Japanese taste and is not very European and modern. Don’t stop at appearances, they deceive!


We then move on to the rear area where I immediately notice several strengths: space a lot, not only for the knees but also in width where centimeters are gained for the elbows. The quality of the finishes remains symmetrical with respect to the front, a sign that the passengers are not considered as series B.

In addition there is the armrest – too bad for the absence of the door for the through load, a USB C, a USB A and the air conditioning vents. With the panoramic roof you travel in first class for brightness: zero claustrophobia.

The large 504-liter trunk, with a good access mouth, symmetrical in the arrangement of the side pockets and with a perfectly flat bottom when we fold down the rear bench (60:40). Light, 12 volt socket and two hooks add practicality in everyday use, working together with two dividers that allow you to contain more compact objects creating a vertical separation zone.



It must be said that the Qashqai is a particular car because, more than others, its performance depends on the engine you choose. Let’s start from the bottom, where the 1.3 140 hp manual DIG-T the one that offers an acceptable torque, similar to the old 1.5 dCi, thanks to 240 Nm from 1,600 rpm. Recommended for small families and those who do not travel too full.

Those who rarely travel long distances, for example limited to cities and extra-urban areas, can rely on the less powerful unit to have a city crossover as fashion teaches.

Between the two versions of the 158 HP four-cylinder, one manual and the other with the Xtronic, the most appropriate is the automatic since with the six-speed manual, even in Sport, I notice a too conservative mapping in the balance between the gas pedal, engine and gear ratios.

Xtronic solves the problem and, by moving the selector to Ds (Drive mode with sportier gear shifting), it is enjoyable. Never a bolt of lightning, mind you, but perfectly in focus for the segment, at ease with climbs and with 270 Nm of torque available already at low revs.

The absence of diesel is felt and Qashqai was for many a travel car, perhaps the only one in the family. The 140 HP cheerfully pushed up the hills consumes a lot: even 8.5 liters / 100 km from this first test (about 7 liters in a quiet environment). The 158 bhp can breathe more and suffer less from driving in the “never uncertain, keep it open” way: 6.8 / 7.5 liters per 100 kilometers but with a less hilly route.

Reaching 6.5 l / 100 km is possible but with a lot of attention: in short, for large motorway journeys, hope is called e-Power …


On the consumption side we have to settle for something in line with the petrol SUV segment but without touching peaks of excellence, the almost revolutionary driving dynamics compared to the previous generation. Greater stiffness and substantial lightening are noted, not marketing: Qashqai 2021 tackles corners better, reacts more quickly in tight mixed conditions and sleeps little, all with excellent feedback in terms of steering which is more precise and direct.

A clear driving change that finds a defect, at least for myself: the steering is always too light, even in Sport mode. Thanks to its increased reactivity, this characteristic translates into a nervous crown at high speeds, to be learned to file with greater precision and more millimetric movements. I would have preferred a much more progressive steering as it gets heavier as speed increases. In this regard, however, I would like to have some third opinion after any test drive or return to the subject during a longer test.


The multilink is dedicated only to the richer versions and allows you to file the size of the shoulder making good comfort even with twenty wheels. Even with the torsion beam, however, the chassis responds well and copes well with roads dotted with killer roots and holes of all kinds. Comfort in absorption and soundproofing, in fact, are two characterizing elements of the C-segment crossover of the Japanese and will be appreciated from all passengers.

Excellent performance for the ADAS: adaptive cruise control as standard already from Visia, and not a little. It also now works with road sign and navigator data, so it doesn’t run at “hyperspace” speeds in tight corners.

Together with the ACC we find, always as standard, automatic emergency braking with pedestrian recognition, lane monitoring with steering correction, active blind spot monitoring, road sign reader, driver fatigue monitoring, automatic emergency braking even in reverse and control of rear traffic exiting the parking lots.



If you turn a blind eye to the 17 “steel wheels, Visia is already a good solution because it has all the ADAS for safety, foldable, adjustable and heated electric mirrors, LED headlights with light sensor, driving mode, fully adjustable driver’s seat, fully adjustable steering wheel, mixed instruments with 7 “color display, front USB socket, two 12 volts (one in the trunk, manual climate control, Bluetooth and 1 touch electric windows. Price? 25,500.

Acenta the most interesting one: two-zone climate control, leather steering wheel and gear knob, 8 “display with Apple CarPlay and Android Auto, rain sensor, lumbar support, rear view camera, 17” alloy wheels, complete keyless and electrically folding mirrors: 28,940 in the price list with the Mild Hybrid 140. Key points of N-CONNECT are the digital instrumentation, navigator with live services, 360 video camera, parking sensors also in front, modular trunk and rear USB.


Tekna rich in content but starts to get expensive if chosen with the 158 CV. The advantage that has so many features from higher segments: ambient lights, 10.8 “HUD, seats with leather inserts (synthetic), wireless charger, driver seat with electric adjustments and lumbar support eProPILOT with Navi-Link, Traffic Jam Pilot and Lane Keep Assist. This latest suite translates into “evolved” Level 2 semi-autonomous driving. In addition there are 19 “wheels, gesture opening for the trunk, LED indicators, automatic blinds and adaptive full LED headlights.


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