Nissan Note


Debut: 2020
Maker: Nissan
Predecessor: Note (2012)



 Published on 4 Oct 2021
All rights reserved. 


Nissan Note goes upmarket with e-Power series hybrid system.


Went on sale in Japan in late 2020, the third generation Note remains a tall-body B-segment hatchback, but its intent of going upmarket is obvious. Prices start from 2 million yen, versus 1.57 million yen of the cheapest Honda Fit or 1.4 million yen of Toyota Yaris, its biggest rivals, and this can rise to 2.7 million yen for top model Aura before options. How can Nissan persuade buyers that it is worth the premium? The answer is e-Power, Nissan’s series hybrid power system.

e-Power is not new to Nissan. It is also found on Kicks small crossover and Serena MPV. Nissan introduced e-Power to the last generation Note in 2016 with quite a success, turned out to take 70 percent of all sales. With e-Power, Nissan could earn higher profit margin from the Note, while the much cheaper petrol-powered model struggled to earn a profit due to stiffer competition. Therefore, the firm decided to abandon petrol models completely and offer solely e-Power this time around.

e-Power is the market’s only series hybrid system. Its engine works only as a generator to turn a generation motor, which supply electricity to power the propulsion motor. This means, the engine has no mechanical connection to wheels. In essence it is an electric car, just differs in needing an engine to work constantly. You might ask, why not let the engine drives the wheels directly and save the conversion losses? In a series hybrid, the engine tries to work as much as possible at its sweet zone, i.e. 2000-3500 rpm, which is the rev range it delivers the highest efficiency. As there is no mechanical connection to the wheels, the engine does not need to rev up and down according to throttle. The gap between power supply and demand can be bridged by the battery. When more power is demanded, the battery supplements. When the car slows down, surplus power from the engine can be used to recharge the battery. In other words, the battery is a buffer, stabilizing the engine rev. Only when sustaining high power is required (such as driving on highway), the engine will rev close to its redline, then its energy efficiency might drop below a conventional powertrain. In practice, especially in urban driving, series hybrid is proved to be efficient. The new Note returns a fuel consumption of 38.2km per liter according to JC08 standard, a lot higher than the 25.2 km/l figure of the last generation car fitted with 1.2-liter petrol engine and CVT. It is also a bit more efficient than the last generation e-Power model, which returned 37.2 km/l.



Drives like an EV, but petrol engine is not refined enough.


The e-Power system of the new Note evolves from the last one. It still consists of a 1.2-liter 3-cylinder engine and two electric motors, all are mounted transversely under the bonnet and drive the front axle like a conventional FF car. Meanwile, a lithium battery is placed under the front seat so that it does not rob any luggage space. The petrol engine has its output lifted slightly from 79 to 82 horsepower. More importantly, the propulsion motor is improved from 109 to 116 horsepower, and its torque from 187 to 206 lbft, giving the car stronger performance. Like an electric car, it delivers all that 206 lbft of torque right from start, so initial acceleration feels strong. From 45 mph, the hot hatch feel fades out rapidly. Expect 0-60 mph takes about 8.5 seconds. For sure it feels very brisk in urban driving, but not so good on highway.

The lithium battery is very small at 1.54kWh, so its zero-emission range is a joke, about 3 miles, but then it is not a plug-in hybrid. When the motor works at maximum power, a fully charged battery may last for 3 minutes, then it becomes as slow as a 82hp engine hauling a 1220kg car can be. However, since its top speed is capped at 93 mph (150 km/h), this situation is difficult to happen.

The control strategy has been refined from the last generation. While the old car had a rather abrupt acceleration and deceleration characteristic, the new car gets much smoother. To that end, regenerative braking force is reduced. “One pedal driving” is still possible in Eco mode, but the effect is reduced, so you need to touch the brake in case stronger deceleration is required. Moreover, regenerative braking no longer brakes to complete stop, so drivers accustomed to driving EVs might find it less convenient.

In the old car, the petrol engine intervenes with apparent noise and vibration. This is made less intrusive in the new car, thanks to better installation as well as more effective noise insulation, although under hard acceleration it still exhibits too much noise. Besides, Nissan programmed the hybrid powertrain such that it avoids starting the engine on quieter, smoother roads as far as possible. Conversely, when the car is riding on rough roads (as detected by wheel sensors), it takes the opportunity to recharge the battery, because the cabin is noisy anyway.



Cabin gets smaller but more premium feeling.


The new car is built on the CMP-B platform of Renault-Nissan alliance. Chassis rigidity is up by 30 percent. Strangely, Nissan made it smaller than before, cutting its length and wheelbase by 55mm and 20mm, respectively, although width and height are unchanged. This means, while the rear seat is still tolerable by a six-footer, it no longer feels superior. Admittedly, as the third generation won’t sell in Europe and North America anymore – Singapore is its only export market – Nissan thinks a smaller size won’t hurt sales. On the contrary, it cuts 10kg and shortens turning radius.

Inside, the dashboard looks more upmarket than before, thanks to a stepped dashboard design and flat panel display. The latter looks a bit like Mercedes at the first glance, but there is an abrupt step between the 7-inch instrument and 9-inch center touchscreen, and the LCD instrument is actually a combination of analogue and digital, let alone its dark and unattractive graphics. All plastics are hard, but the touch surfaces of the floating transmission tunnel and door grab handles are synthetic leather. The “gear selector” looks premium, and the flat-bottom steering wheel looks sporty.

At the back, a pair of passengers up to 6-foot tall can fit, but there is no foot space beneath the driver seat due to the location of battery. Strangely, despite no drive shaft to the rear axle (including 4WD model), there is still a prominent transmission tunnel at the rear floor, robbing it the opportunity for fitting the third passenger. At the back, the boot has a volume of 340 liters, not bad, and there is a tool space under the false floor. On the downside, the split rear seats don’t fold flat, making it less versatile than Honda Fit.

Design-wise, the new Note is quite handsome. Its “Timeless Japanese Futurism” design theme follows the Aria electric crossover. Crisper lines, a cleaner front end – thanks, no cumbersome "V-motion" grille here – and protruding taillights constitute a modern look.



Aura wants to be a premium supermini, a target too high.


On the road, the stronger performance and higher powertrain refinement are noticeable, the suspension resists roll well, but ride quality is quite poor. Rear seat passengers feel especially harsh over bigger bumps and ridges. It feels less stiff on the driver seat, but still not a comfortable ride. The steering is light and numb in Nissan’s fashion. Keen drivers will be better served by Toyota Yaris.

4WD and Aura

The Note is offered with 4WD option, where another motor is added to the rear axle, offering 68hp and 74lbft at a weight penalty of 120kg. However, unlike a 2-motor EV, it is not tuned for performance, but designed as a security means when driving on snow.

Another derivative is called Aura instead of Note. Its body is widened by 40mm, all goes to the extended wheel arches which house the 17-inch wheels and 20mm wider tires. There are also subtle tweaks to the front grille, front and rear bumpers etc. Inside, you will find classier trims including fabrics on dash and door cards, some wood grain panels and a 12.3-inch, more colorful LCD instrument that can be used to display sat-nav map. The cabin features more sound insulation and laminated front windows. The propulsion motor is uprated to 136hp and 221lbft for stronger performance, though the harsh suspension is unaltered. The Aura is sold as a premium small car, with prices far exceeding any B-segment rivals, higher even than a Toyota Prius!

Everybody wants to sell cars at premium prices, of course. In the end, the market will decide whether it is worth the extra. In the first half of this year, Nissan sold 47,000 copies of Note, an increase of just 12 percent from the old car recorded at the same period last year. Meanwhile, Toyota Yaris topped the sales chart at 119,000 units, and that’s before you consider another 118,000 sales in Europe.
Verdict:
Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
Note
2020
Front-engined, FWD
Steel monocoque
Mainly steel
4045 / 1695 / 1520 mm
2580 mm
Inline-3 + electric motor in series
1198 cc, battery 1.54kWh
DOHC 12 valves, DVVT
-
-
82 hp + 116 hp = 116 hp
76 lbft + 206 lbft = 206 lbft
1-speed
F: strut; R: torsion-beam
-
185/60HR16
1220 kg
93 mph (limited)
8.5 (c)
-
Aura
2021
Front-engined, FWD
Steel monocoque
Mainly steel
4045 / 1735 / 1525 mm
2580 mm
Inline-3 + electric motor in series
1198 cc, battery 1.54kWh
DOHC 12 valves, DVVT
-
-
82 hp + 136 hp = 136 hp
76 lbft + 221 lbft = 221 lbft
1-speed
F: strut; R: torsion-beam
-
205/50VR17
1260 kg
93 mph (limited)
7.8 (est)
-


























Performance tested by: -





AutoZine Rating

Note / Aura



    Copyright© 1997-2021 by Mark Wan @ AutoZine