2016 Nissan e-NV200 Review – Video

JAN 13 2016 BY JAY COLE 27

When it came to the Nissan e-NV200 there used to only be two questions:

The Last We Seen The Nissan e-NV200 Was At The Frankfurt Motor Show

The Last We Seen The Nissan e-NV200 Was At The Frankfurt Motor Show

What is it? – for the benefit of European/Japanese population who can actually acquire it?  And when will it arrive in the United States for Americans?

Now we can add a third question:  Will future versions get the 2016 Nissan LEAF’s 30 kWh battery?

The latter two questions we contacted Nissan about during NAIAS in Detroit, and we are batting a tidy .000 in answers, at least ones that will satisfy.

Still, its all-electric, and it’s a van, so it is pretty special.

Now, Car Keys UK (of whom, we have found to be very fair and balanced reviewing EVs in the past) got its hands on a 2016 e-NV200 and filed a pretty comprehensive report on today’s standard 24kWh version (170 km/105 mile) of the van.

Editor’s Note:  the Euro/NEDC range is of course, ridiculous…think 115km/71 miles if you are looking for real world/EPA equivalents

Video (below):  Presentation video/featurette from Nissan on the e-NV200

Hat tip to offib!

Categories: Nissan, Videos


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27 Comments on "2016 Nissan e-NV200 Review – Video"

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So the answer to the third question is NO. The 2016 e-NV200 still uses a 24 kWh battery…

With a range of 100 km it is basically useless. Oh well.

You’re thinking passenger van, not delivery van. Even with 100km of range, this would do nicely as an inter-city delivery van.

And airport shuttle, central London to Heathrow 15 miles, 30min without traffic. Most hotels would be within the 15 miles and the slow stop start traffic wouldn’t drain the range so you could probably do 2 round trips on a charge 4 hours to full so 4 hrs drive 4 hours charge. 6 trips per day? Maybe that is too few? I don’t know?

The eNV-200 became obsolete before it ever arrived in the USA. Did Nissan think that every other automaker was just going to sit still?

Who else has an electric delivery van in production today?

Well, there are the VIA Trux conversions of Chevy Express vans, but they are still filling fleet orders for now, AFAIK.

Those are EREVs. I considered mentioning them when I replied. Still, no one has a purely electric delivery van. There are some other companies doing retrofits of vans, but no one else who produces a purpose-built EV van.

What about the Renault Kangoo ZE
The ICE Kangoo is already one of the most common compact commercial vehicles in Europe; I’m sure VW will make a BEV version of the Caddy (which is built on the Golf platform), and most likely PSA will do a BEV Citroen Berlingo based on the Bolloré drivetrain that they will use in the Mehari.

Well, I don’t think there needs to be a replacement for it to be obsolete. But if you really needed that, I guess you could get a Model X and pull all the rear seats out.

A 24KWH battery in a van is just not up to today’s standards.

Oh, the upcoming Chrysler Pacifica PHEV minivan would be a nice replacement. Yeah, I know, not full electric. But I don’t think a full electric van is all that useful . . . well at least not at 24KWH. Bump it up to 30 or 40KWH.

Aaron asked:

“Who else has an electric delivery van in production today?”

The short answer: Nobody.

Here’s a year-old article on the subject:


Bottom line: EV delivery trucks need cheaper batteries. Will LG Chem’s new cheaper batteries be sufficient for the tipping point?

The “canary in the coal mine” here is — or rather, are — UPS and FedEx. If either of those companies announce they’re going to start buying large numbers of EV delivery trucks, we’ll know the economics have improved to the point that such EVs can be cost-effective.

Needs the 60kWh battery at minimum. Could be a great weekend camper with a 100kWh battery to get you to a good campspot.

I contacted Nissan UK about 3 weeks ago and they told me also that there was not any plan to put the 30 kWh battery in it at this point.

I would expect this to change later this year but it really needs the 60 kWh battery so they may wait rather than do incremental range upgrades ?

I would so like to replace our Toyota Sienna with something electric, but the Chrysler Pacifica with 30 miles AER isn’t it, and the eNV200 is too small by comparison, and without enough range. Model X is too costly. Model S with jumpseats also too small. A VIA conversion of a Chevy Express is too expensive and too big.

It is very frustrating that the minivan segment is so slow to get electrified with useful and satisfying products.

Until now i thought the Chrysler Pacific has more AER than the Toyota Sienna. Do you think different?

LOL. Of course, the Sienna has 0 AER, but my family drives it a lowly 5000 miles/year. It’s not enough miles, particularly while gas is about $2 – $2.25/gallon, to justify the expense of getting into something new. This is especially true if the vehicle (Pacifica) will only electrify maybe half of those miles, based on our usage patterns.

It’s not a minivan. It’s an urban delivery truck. These trucks usually do the same milk run day in, day out. Either the range is enough for you, or it isn’t. If it is, then it’s a great deal, with low running costs, quiet, and reliable.
If your route is too long, then you just have to wait till a bigger battery comes out.
It’s not like a car where you want to have the ability to do a road trip some day. These vans are workhorses.

Well, they should at least bump the battery up to 30KWH or so. 24KWH is so 5 years ago. Especially for something as non-aerodynamic as a van.

Spot on.

It seems that you are all looking at ev’s with rather myopic eyes, what is good for me, me ,me. The average rural mail route is 45 miles long. The average mail route for all mail is 67 miles. Now tell me again why all ev’s including delivery vans must have a range greater than 100 miles?

I think you are absolutely right, I think the problem is, and where the frustration comes from, is that there simply aren’t enough EV options. The 2012 Nissan leaf works great for me and my family but I can easily see it’s short comings and where it needs improvement. Even if the technology froze exactly where it is and we didn’t get any further improvement there is probably the best part of a decade of work to do to develop all the possible model combinations necessary to satisfy the market. There are only three trim levels of the leaf and 2 body shapes (if you include the van) that is nothing on say the focus. I really wish things would move faster but that doesn’t mean I should be critical of this car for being what it is which is a fairly niche offering for a specific market. The 60 kWh Leaf mini-van with 7 seats would be great but we haven’t even got the Leaf yet. We’ve only just got the 30 kWh leaf, it takes five years to develop a new power train so in 2010 they could build a 30 kWh leaf, in 2016 they can probably… Read more »

Since the Nissan van is also sold as a Chevy in the states, I wonder if GM has plans to jam the new Voltec powertrain into it or a bunch of LG Batteries from the Bolt assembly line in place of the Nissan battery packs.

This is not referencing VIA Motors which uses full size vans.

These vans have been in service with municipal police in Latvia for one year and the range is fine for up to 300kms per day using opportunity charging when vehicles are parked. Nissan told us that a bigger battery would increase the price, so best to keep with the 24kWh. One missing thing however is the heat pump in the top of range Leaf. Using the e-NV200 in -25 degrees C with the heater on full does reduce driving range excessively.

Other pure electric delivery vans available include Renault Kangoo Z.E. with a 22kWh battery.

I spoke to two taxi drivers in Amsterdam last summer, who had these vans in passenger form. They were not the owners, that was their boss; they were drivers. And they were happy with the driving experience itself (accelleration, quietness, their job had become less stressy, they liked it more then every car before), but their range was between 80 and 100 km since sometimes they had to drive sporty for a client that was late.

And it was this low range that brought back some stress, since although Amsterdam has lots and lots charging possibilities, it also has lots of cars that use them. In fact every time they had no client they had to look out for opportunity charging.

Another EV taxi company had it better planned. They had their proper fast charging station with some ten charging spots and their taxis were Leafs. They didn’t need to look for opportunity charging, they just had to return to their home base now and then for a quick charge.

This van is available in a pick up version in other markets, I could surely use one (US). Would be nice to start seeing more EV options in other categories.

I feel the back seats need to be removable or hideaway and Nissan needs to add V2G. There are many small companies that would buy this van if the purchase price is kept the same as a gas version.

Even with the 70 mile range it can do what a small business needs it to do. If it had V2G it could double as a utility assets and generate additional income for the small business.

I had an e-nv200 for a weeks testing and live in a hilly area, usually covering between 50 to 100 miles per day as a bathroom/kitchen installer and need to carry quite a few tools but, unfortunately, this van is just not good enough due to its lack of range, I managed 60miles on a full charge, at best, normal summer driving conditions, I would buy one in a heartbeat if they could guarantee a minimum of 110miles but, it falls well short of that.