How economical is Fuel Stromer really?

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If you climb into Nissan’s new X-Trail, you’ll take a deep breath: there are no XXL touchscreens, no overloaded displays, or innovative operating concepts that you have to look in the manual for climate rules. It’s just a car. With plenty of space, a suitable interior and a third row of seats in our test car. You’ll never really need them, but it’s good to know: If you need them, then they’re there.

Overall, this SUV feels like nothing can shake it. It’s also nice to look at on the outside: Nissan’s Stromer Ariya exudes extravagance in every centimeter – in the new generation, the X-Trail becomes the more comfortable alternative in every respect.

It gets complicated when it comes to driving: electric driving, refueling – how will this work? Nissan reversed the hybrid by taking an all-electric powertrain and complementing it with an on-board power plant instead of an expensive and heavy battery. In the test car, two 204 and 136 hp electric motors drive both axles. You simply can’t sum up their performance: together they deliver an electronically limited maximum of 214 hp.

The 158 hp turbocharged petrol engine always supplies the necessary electricity via a generator that consumes as little fuel as possible, but does not provide propulsion to the wheels. So 158 combustion horsepower has to teach the electricity of 214 electric horses? No, because the acute additional demand is met by a small buffer battery with a capacity of 2.1 kilowatt-hours, which also stores the electricity recovered during braking.

In any case, driving is easier than explaining the ride: as with the Stromer, the direction of travel is chosen with a kind of joystick. Then the all-wheel drive X-Trail starts to spin like an electric car, and if you’ve activated the single-pedal drive mode, it picks up as soon as you take your foot off the gas. In the city, the internal combustion engine hums quietly and provides electricity.

The chassis maintains the balance between robust and comfortable, with five drive programs including Hill Descent Assistant taking the X-Trail even further between off-road and sport-everywhere. Climate control via button and controller and the unfashionable but intuitively operable infotainment system add extra points. Special praise for the driver’s seat overview and clear list of options.

At highway speed, the internal combustion engine has to work harder to conduct electricity. And uphill, the 1.9-tonne weight significantly slows the thrust of the 214-hp engine. It’s a pity that the small battery has to be charged with electricity that is quickly recovered on longer downhill trails and then the energy is destroyed by the brake pedal instead of being stored.

The receipt is available at the gas station: a test consumption of 8.2 l/100 km is quite suitable for a seven-seat SUV with full Tekna+ equipment on parts of the motorway – but unfortunately the e-power drive is truly a miracle of savings. However, Switzerland’s uphill-down topography doesn’t exactly help when it comes to savings.

After so many futuristic electric test cars, such a positively traditional, unpretentious family SUV, but with the highest level of everyday convenience, is a reassuring glimmer of hope: such cars are still available for the mid-range budget.

The interior and equipment are convincing throughout, and the electric feel of the hybrid drive is appealing. When it comes to consumption, the slight doubts already harbored in the theory are confirmed. The result: many practical cars for the 59’790 franc test car. The basic version starts at CHF 39,990.

Source: Blick