Among small SUVs, the Nissan Kicks has caught the attention of people for one thing: its all-electric powertrain. Initially, there’s been some confusion on the role of the on-board combustion engine (we’ll get to that later), but the fact of the matter is, it’s the only one in its class to be powered solely by an AC synchronous motor. As such, there’s no denying that it delivers a great drive. However, at the same time, it’s saddled by a package that’s simply run-of-the-mill everywhere else.
Competing in a class populated by the likes of the Mazda CX-30 and Toyota Corolla Cross—both of which come with either a standard or optional hybrid powertrain, the Kicks comes out looking, “okay.” It’s not exactly a head-turner style-wise and some would even argue it looks dated already, but at least it’s sleek compared to the frumpy lump that Toyota’s come up with. It sticks to the Nissan corporate look, but there are some playful touches here like the D-pillar kink, two-tone color scheme, and full-width taillight cluster. Often overlooked details too are also the silver-colored roof rails which happen to perfectly match the silver-trim on the bumpers and side sills.
“Alright” as the Kicks is outside, things turn to a big disappointment inside. Despite its P 1.509-million price tag (a pretty penny no matter how you look at it), its econo-car origin is put in plain view with its choice of materials. With the exception of a padded insert in the middle of the dash, everything else is made of hard, hollow plastic. Thankfully, the switchgear is well-wearing and operates with a nice, crisp feel. In addition, the use of large knobs and rocker switches improves the overall usability.
On the subject of usability, ergonomics is a high point for the Kicks. The steering wheel offers a good level of adjustment as do the 6-way manually adjustable seats. The resulting driving position is more hatchback-like, but still offers a good field of view in all directions. Some care is required to properly clear the low-set steering column (we happened to bang our knees against it a couple of times), but once accustomed to it, the rest of the experience is a positive one. Nissan has implemented some high-tech touches in here like the partial digital driver’s display and electronic shifter. In both of these cases, the learning curve is gentle. There are some quirks like how the electronic shifter, even when put in “P” will not automatically engage the electronic parking brake, but overall, it’s easy to get used to them in no time.
As reasonably tech-laden as the Kicks is for the front occupants, the rear passengers won’t be experiencing any of that. Again, its econo-car origins are in full display here with the lack of rear AC vents and center arm rest. But hey, at least everyone gets their own 3-point seat belts, head rests, and there are two USB Type A charging ports. Plus, Nissan’s decision to place the high-voltage battery between the front seats has resulted in an almost flat rear floor, but take note that the rear seat comfort is more akin to a park bench.
Just as generous (space-wise) is the Kicks’s cargo hold. It’s on the large end of the compact crossover range, even if it doesn’t fold flush with the rear seats. It’s also worth reiterating that this SUV doesn’t come with a spare tire, be it a conventional or t-type. With the 12-volt battery placed underneath there, there’s just enough space here for a can of sealant and an air compressor. Elsewhere in the cabin, storage spaces are mostly concentrated to the front occupants with the large door pockets and glovebox, and usable cubby holes. Again, the rear occupants are on the losing end here.
At this point, it’s obvious that the Kicks is a decent, but run-of-the-mill crossover. But then, it manages to turn things around thanks to basically what you find under the hood. As previously mentioned, there’s a 1.2-liter 3-cylinder motor in there, but rather than providing thrust, it acts solely as a generator to the EM47 electric motor. Related to the one found in the all-electric Leaf (EM57), here it makes 136 horsepower and 280 Nm of torque. 0 to 100 km/h takes about 9.7 seconds, but subjectively it feels faster thanks to its peak figures available from zero rpm and a single-gear transmission.
Around town, the Kicks is perky, with little need to push deep into the throttle to get some shove in. In fact, you can stay within what the instrument cluster labels as the “Eco” zone and you’ll still manage to keep up with other vehicular traffic. There are some instances where the gas engine turns on by itself for a few seconds, but again, that has nothing to do with what your right foot’s doing (it’s more down to the battery’s charge level). As with most EVs, the powertrain is best experienced in the urban confines. Progress starts to slow once the speeds go up. Nissan rates the top speed at 145 km/h, but anything beyond 110 km/h already feels taxed.
Nissan has also imbued the Kicks with three driving modes, and unlike Toyota’s Hybrid which is largely a drive-and-forget setup, here, it’s actually key to extracting the most range. Left in “Normal” mode, the fuel economy is rather underwhelming for a hybrid: 13.51 km/L. Switching to “Eco” though happens to bump it up to a more reasonable 16.94 km/L in the city. Ultimately, this is down to e-Pedal Step which aggressively recaptures braking energy to the tune of 0.15 to 0.18 g of force. At highway speeds, it doesn’t fair any better. With the gas-powered generator almost always switched on (it sends electrical charge straight to the electric motor, by-passing the on-board lithium-ion battery), it results in just 20 km/L. Although the fuel economy’s still pretty good, it’s worth mentioning that it fails to reach the advertised 22 to 25 km/L figure.
Not being able to beat the Corolla Cross Hybrid’s fuel economy figure is a downer, but at least when it comes to driving chops, the Kicks ends up being the better choice. A big plus is how it already feels responsive in a straight line, but it can also be surprisingly fun and nimble to throw around at city speeds. It’s no canyon carver, but despite being labeled as an urban runabout, it can eat miles with ease. The steering is light, but offers direct and accurate responses. The suspension is tuned for comfort, and for that, provides a well-cushioned ride. It doesn’t crash through pitted or crumbling roads the same way a Corolla Cross does. The same goes for the brake pedal which offers a more natural feel despite its regeneration function.
When it comes to safety, Nissan’s quick to add the “Nissan Intelligent Mobility” label on the Kicks. In reality though, it’s severely lacking in driving aids compared to the company’s previous efforts such as the Terra, Navara, and even Almera. You do get forward collision warning, autonomous emergency braking, and a 360-degree camera with rear parking sensors, but that’s it. Looking for lane departure warning or adaptive cruise control or blind spot indicators? Sorry, you’re out of luck. On one hand, it’s so easy to get spoiled with the sort of safety tech you get standard nowadays (some will even argue you really don’t need them), but since Nissan’s made a big deal marketing these figures, at least you’d expect them as standard on this top-trim VL.
Ultimately, Nissan’s decision to withhold key ingredients to the Kicks e-Power holds it back from being the complete compact crossover package. There’s no questioning that the EV-like driving experience, even if it’s charged by a gas engine, is its biggest draw. Sure enough, it’s easy to get blindsided by that. However, when taken as a whole, the Kicks package starts to become lackluster. Not only does it fail to deliver its as-advertised fuel economy figure, but its packaging—be it through safety equipment, specification, or choice of material, could have been better. As it stands, it’s a good, but not stellar small choice in the compact crossover segment.
|
2022 Nissan Kicks e-POWER VL |
|
|
15.15 km/L @ 14 km/h, 16.39 km/L @ 21 km/h, 20 km/L @ 76 km/h |
|
|
Forward Collision Warning Autonomous Emergency Braking Driver Attention Alert |
|
|
Stereo Bluetooth USB Type A USB Type C |
|
|
Apple CarPlay Android Auto |
|
Keyword: Review: 2022 Nissan Kicks e-POWER VL