A Comparative Analysis of Nissan Qashqai E-Power and Toyota C-HR 180H

The C-HR is undoubtedly one of Toyota's great successes in recent years. It was one of the first in the C segment to bet on a coupe-like silhouette with some very striking design elements. We are talking about the year 2017. Six years later, with its replacement about to land, the C-HR continues to be one of the most demanded models of the brand.

At that time, the Qashqai had practically a decade of relentless leadership in the SUV segment and as a fixture in the top 10 sales in the Spanish market. It seemed like an endless fable, but the following years things changed a lot. Strict anti-pollution regulations forced Nissan to change its proposal for the third generation. It was 2021 and diesel engines were demonized; we had to go to hybridization. But not like the rest: you had to think of something different. And so, the Yokohama brand came up with the E-Power.

Before we go into detail about what the E-Power brings to the C-HR's Hybrid Synergy Drive, let's see what the two contenders are like. About the C-HR there is little more to add: it measures 4.39 meters in length, has a coupe-like silhouette with the rear door handles at the top and, as usual in Toyota, its range only includes hybrid versions.

In the case of the Nissan Qashqai, in its three generations it has remained faithful to the original lines. It's longer, wider and taller than the C-HR, though less than it appears when viewed side by side. Its roof has a slight drop at the rear, something that does not prevent it from offering habitability and load capacity above the segment average. Here is the first partial victory of the Qashqai, which far exceeds its rival both in interior space (front and rear) and in the trunk (121 liters more).

However, the big difference between the two is in the rear seats. Not so much for the available space since, meter in hand, the differences (always in favor of the Qashqai) are less than expected. It is, more than anything, a difference in sensations, since in the C-HR the notable drop in the ceiling (which forces the bench to be placed lower) is combined with a very high waist line, which can give some feeling overwhelmed. In this sense, the Qashqai is much brighter, especially with the panoramic sunroof that comes as standard in the Tekna+ finish.

Quality, yes; originality, just

Regarding the interior finishes, we could say that C-HR complies and Qashqai surprises. It should be noted that the C-HR was quite old (almost a year and a half); in terms of test units, it corresponds to four or five years of 'normal' use. Under these conditions, the C-HR remained almost like when it was new, but it is not enough to catch up with the Qashqai, with perceived quality worthy of the premium segment.

Modernity also plays in favor of Nissan. Not surprisingly, we are talking about more than five years of difference between the development of one model and the other, something that can be seen in the design or equipment. Nissan opted for a clean and uncluttered design of the dashboard, although not minimalist, since it maintains many physical controls on the dashboard. In this sense, both steering wheels suffer from an excess of buttons that, in the case of the Qashqai, require a learning period.

Qashqai E-Power vs C-HR HSD: which is better?

Let's fully enter one of the aspects that has led us to make this comparison. At this point no one doubts that Toyota is the reference brand as far as hybrid systems are concerned. When we talk about hybrids, we are referring to those that are not pluggable, also known as self-recharging, because they do not require cables. Specifically, the current C-HR is equipped with the fourth generation of the HSD system born with the first Prius, at the end of the last century. The new evolution is already on sale, present in the Corolla and, logically, also in the new C-HR that will arrive at the end of the year.

The HSD can be criticized for many aspects, such as the high noise when demanding the maximum from the gasoline engine or the lack of emotion that it transmits to the driver. But that is not its goal: it was born to be a very efficient propulsion system, and it more than achieves that goal. The driver just has to follow a few guidelines; For example, the brand recommends that, when joining a motorway, you do not accelerate progressively, but rather depress the pedal fully until you reach the chosen speed and maintain it, taking advantage of your inertia.

It is true that this operation is more focused on the 122 CV version, which is much fairer. Because this system with a 2.0 engine has very good performance and, in many cases, it will not be necessary to take advantage of the full potential of the combustion engine. The fact of having a gasoline engine with power to spare to move the car with agility is a relief in case the battery were to run completely empty.

To understand how it works and be able to get the most out of it, it is interesting to know how each system works. Without going into very deep technical details, the Toyota HSD has a combustion engine and an electric one, which are linked by a planetary gear. Contrary to popular belief, there is no CVT continuously variable automatic gearbox); in fact, there is no gearbox, and between the gear and the electric motor they perform this function. It is a common confusion, because the brand calls the e-CVT system and because its operation is practically identical.

The C-HR can move powered only by the gasoline engine, by the electric motor or by both in unison. The switchboard itself is in charge of choosing which system is most appropriate on each occasion and the driver can barely influence his decision. Yes, there is a button that activates an EV mode, but it only works if the battery is above 60% or so, and at very low speeds.

A gasoline-powered electric

Yes, it is not a mistake. Broadly speaking, this is how the E-Power system of the Qashqai could be defined. Unlike the C-HR and most hybrids on the market, the Qashqai is powered by a 190 hp electric motor.

And what about the gasoline engine? In this case, the 1.5 three-cylinder acts as a power generator that goes to the battery and from there to the wheels; that is, there is no mechanical connection between the gasoline engine and the wheels. In this system, the gearbox is also dispensed with, as in any electric car, nor is there a plug. It works like an electric car, but the energy comes from a combustion engine.

So which is the best? It may sound evasive, but the answer is that it depends. If we start with benefits, we do not reach any conclusion. Both announce very similar figures and our correvit has only ratified this equality, since they have nailed the official data.

Yes, there is a difference as far as what they transmit at the wheel is concerned. The Qashqai presents this immediacy in the throttle response so typical of electric cars. The entry into operation of the gasoline block is noted by the noise it emits, which is sometimes somewhat loud. In this sense, the Toyota goes much more unnoticed when it turns at low and medium speed. In the case of the Nissan, the speed of the engine is not associated with what we step on the accelerator, but with the energy needs of the electric motor.

When it comes to batteries, there is a considerable difference in capacity. Toyota's is around 1 kWh of useful capacity, while Nissan's is barely twice that. This implies greater autonomy in 100% electric mode, although in return it takes longer to fill up; in fact, it takes a long descent taking advantage of the regeneration to see it fully filled. In this sense, the Nissan has the option of activating a 'one pedal' mode, which increases said regeneration when you lift your foot off the accelerator and avoids having to use the brake pedal (hence its name).

This is not a trivial issue, as it significantly influences consumption, especially on urban routes. Starting with a charged battery (which is not always easy), the Qashqai is capable of producing absolutely ridiculous figures, even below 3 litres/100 km. Something similar happens on the road, while on the highway it has less influence. In other words, the consumption in the Nissan depends on many factors.

In the C-HR the opposite happens. It is very difficult, if not impossible, to obtain such low figures in the city as in Qashqai, but in return the cost hardly fluctuates between one type of terrain or another. We always move in a fork of between 5 and 6 l/100 km, and even driving 'with a knife' you do not exceed 8 liters, something that can happen in the Qashqai.

In the case of behavior, they are very different, almost opposite. The C-HR has a hard suspension, just enough to give it excellent behavior without punishing the occupants. The Qashqai is clearly softer, especially in the extension phase of the suspension, and it also swings more noticeably. Likewise, the steering is somewhat over-assisted, although in return the feel of the brake pedal is good.

In conclusion, there is no clear winner, as the notes reflect. More than ever, the decision is yours.

Technical sheets and measurements

Motor	1.5 e-Power	2.0 HSD
Provision	transverse front	transverse front
Number of cylinders/valves	3, online	4, online
Displacement (c.c.)	1.498	1.987
Feeding	Direct and indirect fuel injection, turbo and intercooler	direct and indirect fuel injection
max power/rpm	156 hp	152 hp / 6.000
max torque/rpm	Not available	190 Nm / 4.400 – 5.200
Electric motor
Maximum power	140 kW (190 PS)	80 kW (109 PS)
Maximum torque	330 Nm	202 Nm
Maximum autonomy electric mode	3-4 km  aprox.	2 km aprox.
Battery
Type – Capacity	Lithium Ion – 2.1 kWh	Nickel metal hydride – 1.3 kWh
hybrid system
joint power	190 HP / 330 Nm	184 HP
TRANSMISSION
Traction	Lead	Lead
Gearbox	Automatic, 1 speed	Automatic, 1 speed
STEERING AND BRAKES
Direction	rack, electrical assistance	rack, electrical assistance
Handwheel turns (between stops)	2,5	2,75
Turning diameter (m)	11,1	10,4
Brakes. System (Front/Rear)	fan discs /Fan discs	fan discs /Fan discs
SUSPENSIÓN
Delantera:	Indep. tipo McPherson	Indep. tipo McPherson
Trasera:	Independiente	Independiente
RUEDAS
Neumáticos – Llantas	235/45 R20 – 7,0 x20’’	225/45 R19 – 7,5 x19’’
Marca	Michelin Primacy 4	Continental PremiumContact 6
Dimensiones y capacidades
Peso en orden de marcha (kg)	1.687	1.560
Largo/Ancho/Alto (mm)	4.425 / 1.848 / 1.625	4.395 / 1.795 / 1.565
Capacidad del maletero (l)	479	358
Capacidad del depósito (l)	55	43
Velocidadmáxima	170 km/h	180 km/h
Aceleración (en segundos)
400 m salidaparada, a (km/h)	16,1 (146)	15,9 (143)
1.000 m salidaparada a (km/h)	29,2 (179)	29,1 (178)
De 0 a 50 km/h	3,7	3,0
De 0 a 100 km/h (oficial)	8,0 (7,9)	8,2 (8,2)
Recorriendo (metros)	121	134
Recuperación (en segundos)
400 m desde 40 km/h en D	13,5	13,9
1.000 m desde 40 km/h en D	26,6	26,9
De 80 a 120 km/h en D	4,9	5,4
Recorriendo (metros)	140	152
Error de velocímetro a 100 km/h	+ 2%	+ 1%
Frenadas (en metros)
Desde 60 / 100 / 120 km/h	14,0/38,0/55,3	13,5/36,6/54,3
Sonoridad (en decibelios)
A 60 km/h / A 100 km/h / A 120 km/h	35,5/51,2/60,0	36,6/51,4/60,7

 

CONSUMOS	l/100 km	l/100 km
Ciudad A 25 km/h de promedio	4,0	5,0
Carretera A 90 km/h de crucero	4,8	5,2
Autopista A 120 km/h de crucero	6,7	5,7
Consumomedio (Porcentaje de uso 30% urbano; 50% autovía; 20% carretera)	5,5	5,4
Autonomía media
Kilómetrosrecorridos	1.000	796
Consumosoficiales
Ciclomixto	5,4	5,3

 

The key

I have spent hours learning how each technology works, analyzing the correct data, measuring consumption... and even so, if I found myself in the position of which of the two cars to buy, I would still have doubts. In a way, the choice may depend on the personality of each one. If you like to play it safe and not risk, choose the Toyota. If, on the other hand, you like new technologies and the possibilities they can bring, the Nissan is your car.