Nissan Micra driving report: googly eyes under power

Renault has led the way, alliance partner Nissan is following suit and reviving the traditional Micra model, which will be discontinued in 2022, with an electric version. Technically, the 3.97-metre short electric small car is based on the new Renault 5 E-Tech, using the same platform, the same batteries and the same power levels. Nevertheless, it has not become a Renault with a different emblem. Nissan has given the car its own face, and that is to be taken quite literally.

Because this small car looks at you. With large googly-eyed lights at the front and rear, soft surfaces and a design language that appears friendly and appealing at first glance. For Product Manager Kira Gerle-Plarinos, this is also a decisive advantage - along with a few additional features such as One-Pedal-Stop and heat pump - over its more angularly styled Renault brother. On the road, the small five-door car clearly stands out from the automotive monotony. But what counts there is how it moves and whether it can do more than just cut a good figure.

Only the more powerful version with 110 kW or 150 hp was available for the first drive. It mobilizes 245 Newton meters of torque and accelerates the Micra from 0 to 100 km/h in 8.0 seconds. However, the top speed is limited to 150 km/h, and even 115 km/h in Eco mode. But after the first few kilometers, it becomes clear that it is not only tailored to city traffic. The little Stromer gets away quickly at the traffic lights, swims easily in heavy traffic, on country roads the power is easily sufficient to be relaxed on the road and even merging onto highways and freeways is quick and confident. The Micra does not develop any particular temperament, but this is more than enough for everyday driving.

Alternatively, the Micra is also available with 90 kW (122 hp). This version comes with 225 Newton meters of torque, needs 9.0 seconds to sprint to 100 km/h and also reaches a maximum speed of 150 km/h. This should be sufficient for city driving and commuting, but the more powerful version is much more suitable if the Micra is not only to be driven in an urban environment.

The steering is direct and quick enough to keep the car on track even on narrow roads and winding sections. The Micra can be placed cleanly and feels controlled even when changing direction quickly. The suspension is clearly firm. On good roads this suits the vehicle well, but if there are cross joints, speed bumps or short bumps, the bumps are noticeably passed on. The Nissan is therefore not unpleasantly hard, but it is not particularly compliant either. When the pedal is pressed harder out of bends or traffic circles, the front wheels sometimes scrape their hooves. This is not a serious shortcoming, but it rounds off the driving impression in a clear direction: The Micra drives neatly and precisely, but does not set any particular highlights in terms of driving dynamics.

The background noise is positive. The interior remains pleasantly quiet at city and country road speeds. Rolling and drive noises are kept to a minimum, and wind noise only increases noticeably at higher highway speeds. Everything is still within the limits of the class, but also an indication that the Micra is more at home in an urban and regional environment.

Fuel consumption also shows that the Micra's strengths lie more in mixed everyday driving. Nissan quotes WLTP consumption figures of 14.2 to 14.7 kWh per 100 kilometers for both engine variants. If you drive a lot in the city and on country roads, you can get close to the standard. Those who plan longer stretches on the highway will fall well short of this. After our test drive of around 220 kilometers from Brussels to Düsseldorf at 16 degrees plus and with a few brisk freeway stages, our on-board computer showed 18.7 kWh. This is reflected in the range. With the 52 kWh battery we drove, 416 kilometers should ideally be possible according to the WLTP standard. With the increased test consumption, only just under 85 kilometers were possible on arrival in Düsseldorf. This is not surprising, as small electric cars in particular react sensitively to higher continuous speeds. All in all, the Micra is not a miracle of efficiency, but neither is it a power waster.

Charging takes place at the wallbox with 11 kW alternating current, at the fast charger with 80 kW for the small battery and with up to 100 kW for the 52 kWh battery. Nissan specifies around 30 minutes for the usual charging process from 15 to 80 percent. Recuperation, which can be adjusted in four stages via paddles on the steering wheel, is helpful in everyday driving. Unlike its Renault brother, the Micra even decelerates to a standstill in the highest level (One-Pedal-Stop, from Advance). This works particularly well in city traffic, as speed changes in front of junctions, traffic circles or heavy traffic can often be made using the accelerator pedal alone.

Operation is also largely unproblematic. The cockpit combines a central 10.1-inch touch display with physical buttons and switches. The instrument display is either 7.0 or 10.1 inches, depending on the equipment. This is not spectacular, but it is practical in everyday use. Important functions remain directly accessible without having to work your way through several menus. The infotainment with Google integration (from Advance) works quickly, Google Maps takes care of navigation including load planning, plus Google Assistant and app integration and voice control saves manual input in some places. Another practical feature is that the system starts up as soon as you get in. This saves time and is pleasantly uncomplicated in everyday use.

The front of the Micra is a comfortable place to sit. The seating position is rather low, which goes well with the taut driving impression. In the rear, however, the small car format quickly becomes noticeable. Although Nissan specifies five seats, the second row is actually designed for children or shorter journeys with adults. As long as they are not too tall. This is because the small door cut-out at the rear means that you have to pull your head in a lot. In addition, it is virtually impossible to slide your feet under the front seats.

The trunk is also only average with its 326 liters. With the rear seats folded down, the volume increases to 1106 liters. This is within the limits of the class, but is somewhat reduced in practice by the high loading sill and the significant step after folding down the backrests. There is no frunk. The charging cable is therefore located in the luggage compartment. One positive aspect is that the Micra can tow up to 500 kilograms with or without brakes.

Finally, the prices: The Micra in the basic Engage configuration with 90 kW, 40 kWh battery and 317 kilometers range starts from 27,990 euros, including keyless access, automatic climate control with remote pre-air conditioning and heat pump, albeit still with steel rims. The Micra Advance, including a 10.1-inch driver's display, one-pedal stop function and integrated Google services as well as 110 kW and a 52 kWh battery, costs from €32,990. The top-of-the-range Evolve version, including a V2L adapter for external charging of electrical devices, premium sound system, heated seats, two-tone paint finish and 18-inch alloy wheels, is listed at €34,900. Nissan is offering private customers a bonus of 3600 euros if they sign a contract by March 31. Anyone who also benefits from the full state subsidy of up to 6000 euros can get into the Nissan Micra for as little as 18,390 euros when buying, leasing or financing.(aum)

Data Nissan Micra Evolve

Length x width x height (m): 3.97 x 1.77 x 1.50
Wheelbase (m): 2.54
Drive: E-motor, FWD, 1-speed gearbox
Power: 110 kW / 150 hp
Max. Torque: 245 Nm
Top speed: 150 km/h
Acceleration 0 to 100 km/h: 8.0 sec.
WLTP average consumption: 14.7 kWh
Battery capacity: 52 kWh
WLTP range: 416 km
Unladen weight / payload: min. 1527 kg / max. 403 kg
Trunk volume: 326-1106 liters
Max. Towing capacity: 500 kg
Base price: 34,900 euros