Nissan has been signaling its intentions to bring the next generation of its e-Power hybrid system to the American market for quite some time. After navigating potential shifts in partnerships, it appears that Nissan’s commitment to hybrid technology in the U.S. is now firmly in place, with the Hybrid Nissan Rogue leading the charge.
Having previously confirmed plans to introduce e-Power in the U.S. and Canada by fiscal year 2026, Nissan further solidified its strategy by announcing that the Rogue, a cornerstone model in North America, will be among the first to feature the third-generation e-Power system. This advanced hybrid technology will also be incorporated into the global Qashqai crossover and a minivan, highlighting Nissan’s broader electrification strategy. Details are beginning to emerge about the evolution and expansion of this innovative hybrid system.
The upcoming third-generation e-Power system represents a significant leap forward, promising 20% greater fuel efficiency and a 20% reduction in cost compared to its predecessor, all while delivering enhanced performance. Enthusiasts and prospective buyers can anticipate comprehensive details about the Rogue Hybrid, including what is expected to be a competitive price point, to be unveiled throughout 2026. This timeline aligns with the anticipated arrival of a 2026 Nissan Rogue plug-in hybrid, which is expected to leverage technology from the Mitsubishi Outlander PHEV, further diversifying Nissan’s electrified Rogue lineup.
Nissan’s dedication to e-Power is deeply rooted, with the system initially debuting in Japan in 2016 within the Note compact hatchback. The second generation of e-Power showcased a 10% improvement in fuel efficiency alongside engine refinement enhancements. By October of last year, Nissan had already sold over 1.5 million vehicles equipped with this system across 68 markets globally, demonstrating its widespread adoption and success.
In a 2021 announcement, Nissan underscored its commitment to developing a completely new engine specifically for the third-generation e-Power system. The ambitious target was to achieve 50% thermal efficiency through an innovative tumble-flow combustion design. Furthermore, in 2023, Nissan emphasized that e-Power will incorporate cutting-edge mapping and energy management technology. This advanced system aims to optimize engine performance by identifying the most efficient operating zone based on engine revolutions, torque output, and electrical energy generation.
The journey of e-Power hybrids to the U.S. market has indeed been a long time coming. As hinted by Infiniti’s decision to step back from e-Power-based plans in 2021, concerns surrounding efficiency and driving dynamics were central to the deliberations. In a market where competitors like Toyota and Honda have achieved approximately 50% hybrid sales for comparable models, the unique series-hybrid configuration of e-Power has raised questions about its suitability for American driving conditions, particularly regarding highway efficiency. Series hybrids often face challenges in maintaining efficiency at steady, higher speeds commonly encountered on U.S. highways.
City Driving Impressions of a Potential Nissan Rogue Hybrid
In late 2023, an opportunity arose to experience the current second-generation e-Power system at its most refined level in the Nissan X-Trail. At that time, it was suggested that this technology was under consideration for the U.S. market, albeit without a firm timeline. The key takeaway from this experience was that the system appeared exceptionally well-suited for urban driving conditions prevalent in the U.S., although questions lingered regarding its performance on highways.
The X-Trail shares similar dimensions and intended purpose with the U.S.-spec Rogue. It also serves as a relevant benchmark against competitors like the Honda CR-V Hybrid, Toyota RAV4 Hybrid, and Hyundai Tucson Hybrid, all of which the future Rogue Hybrid will directly compete with.
In the Japanese market, the X-Trail e-Power is branded as the X-Trail G e-4orce, signifying its gasoline engine and its utilization of Nissan’s GT-R-derived all-wheel-drive dynamic control logic. This sophisticated system made its debut in the American market with the all-wheel-drive Nissan Ariya EV.
The Japanese-market X-Trail e-Power variant tested features a 1.5-liter direct-injection turbo-3 engine, producing 142 horsepower and 184 lb-ft of torque, which solely powers a generator. Propulsion is delivered by two electric motors—generating up to 201 horsepower and 243 lb-ft of torque at the front and up to 134 horsepower and 144 lb-ft at the rear. The combined system output is rated at 211 horsepower, according to Nissan. In the slightly smaller Qashqai (the successor to the Rogue Sport), a similar version of this system delivers 188 horsepower.
Nissan’s e-Power hybrid system employs a series-hybrid configuration. This means the gasoline engine exclusively functions to charge the battery pack and supply power to the electric drive system. However, for maximum power output, the motors can draw energy simultaneously from both the generator and the battery. The 2.1-kWh lithium-ion battery in the X-Trail e-Power offers a slightly larger capacity compared to its competitors in the same vehicle class.
City Driving Dynamics Mirror Honda’s Hybrid Approach
In urban driving scenarios, the e-Power system in the X-Trail exhibited driving characteristics remarkably similar to Honda’s two-motor hybrid system. The vehicle demonstrated a strong, immediate launch feel, characterized by ample EV-like torque and seamless power delivery without the mechanical blending of engine torque. However, unlike the Honda system, e-Power does not incorporate the capability to directly engage the gasoline engine to drive the wheels under light-load cruising conditions to optimize fuel economy. The e-Power X-Trail includes an e-Pedal one-pedal drive mode to enhance regenerative braking. However, during testing, it was observed that the regenerative braking in low-speed, stop-and-go traffic was not as pronounced as in vehicles like the Ariya or Leaf.
Notably, the X-Trail e-Power features robust motors at both the front and rear axles. This dual-motor setup suggests that, compared to Honda hybrids, it should offer a more athletic driving feel, akin to a dual-motor EV. However, the test drive route did not provide ample opportunity to fully explore this aspect.
The test drive took place on a street circuit within a business district in Tokyo, slightly removed from the city’s most congested areas. This environment allowed for familiarization with the system’s operation. During cornering at relatively low urban speeds, the X-Trail e-Power felt somewhat heavy and exhibited soft suspension tuning. The curb weight of the X-Trail e-Power is 4,136 pounds, which is approximately 200-300 pounds heavier than the CR-V Hybrid, RAV4 Hybrid, and Tucson Hybrid. Despite the weight, the X-Trail’s cabin refinement and road noise levels were comparable to the current U.S. Rogue. The vehicle features a front strut and rear multi-link suspension setup, four-wheel vented disc brakes, and the test vehicle was equipped with 235/55R19 tires.
Although the test drive speeds were limited to around 40 mph, it was sufficient to ascertain that the engine started smoothly without noticeable vibration or noise. It operated unobtrusively during typical city driving and even at suburban speeds.
Highway Performance and Fuel Efficiency of the Rogue e-Power
A critical question remains regarding the behavior of the series hybrid system at typical U.S. highway speeds. Some reviews in other markets have pointed out a cycling or pulsing behavior in the second-generation e-Power system that can become apparent during steady highway driving or on extended inclines—conditions frequently encountered by drivers in regions like California. Addressing this potential issue may be a key focus for Nissan in the U.S.-bound third-generation version.
Another significant consideration following the confirmation of the Nissan Rogue Hybrid and Nissan’s continued commitment to the series-hybrid layout is whether the system can deliver compelling fuel economy for American consumers. In Japan’s WLTC cycle, the X-Trail e-Power achieves a combined rating of 43.3 mpg, with 37.9 mpg in city driving, 48.1 mpg in suburban driving, and 43.0 mpg in highway driving cycles, according to Nissan. For comparison, the RAV4 Hybrid in Japan achieves 48.5 mpg in the same combined test cycle, while the EPA rates the 2025 Toyota RAV4 at 40 mpg combined. Applying a similar factor to the X-Trail e-Power’s WLTC rating suggests a potential EPA combined fuel economy of approximately 36 mpg.
The non-hybrid 2025 Nissan Rogue AWD already achieves an EPA-rated 28 mpg city, 35 mpg highway, and 31 mpg combined. If Nissan can leverage the advancements in the third-generation e-Power system to achieve 40 mpg or higher for the Rogue Hybrid, while retaining the EV-like driving feel already demonstrated in the Ariya e-4orce and experienced in the X-Trail e-Power e-4orce, it will undoubtedly emerge as a strong competitor. The hybrid Nissan Rogue would then rival the RAV4 Hybrid, CR-V Hybrid, the Subaru Forester Hybrid, and other key players in this vital segment of the automotive market, potentially answering America’s call for more fuel-efficient vehicle options.
