2018 Nissan LEAF Range Test – Videos

2 weeks ago by Mark Kane 8

Here’s the first range test of the 2018 Nissan LEAF by Bjørn Nyland.

It reveals range of around 245 km (152 mi) and an average energy consumption of 137 Wh/km (221 Wh/mi).

2018 Nissan LEAF

That’s in line with the 151-mile (243 km) EPA rating and approximately 91% of the WLTP rating (270 km / 168 miles).

Overall, that’s what we’d expect to see during the summer, while during the winter or in high-speed driving range is expected to be closer to 200 km (125 miles).

Test conditions:

  • start at 77% state of charge and use of 63% to estimate range for 100%
  • average speed using ProPilot cruise control 80 km/h (50 mph)
  • Eco mode on, e-Pedal off
  • 17°C and windy

Test results:

  • average energy consumption – 137 Wh/km (221 Wh/mi)
  • estimated range for full battery 245 km (152 mi)

The second video is on an eco challenge – all Nissan test participants tried to cover the special, mostly downhill route with the lowest energy usage, which of course turned out to be negative (the cars gained charge). Bjørn Nyland managed to win the competition by using smart tactics, like turning off everything possible. For his win, he received an electric scooter.

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8 responses to "2018 Nissan LEAF Range Test – Videos"

  1. Steve says:

    Only 50 mph ? Most of my 100 mile commute is at 65. I wonder what the range would be at that speed. Does not seem like enough margin for 0(f) days. When will the bigger pack come ?

  2. WARREN says:

    I often do 75-90mph on active cruise control in my i3 on freeway trips. But factor in traffic jams, stopping at signals when getting off the freeway, etc, my average speed can go down to 50mph surprisingly quick.

  3. Another Euro point of view says:

    At 50mph in my current ICE I can grow a beard before I need to refuel. It makes you understand better the article about Continental that intend to produce Li-ion batteries but skipping altogether current technology & aiming solid state batteries. 60 Kwh batteries is likely not going to be enough to make it mass market and displace ICE meaningfully, at least 90Kw batteries will be required for this IMO. To make a 90Kwh battery cheap enough to get rid of ICE cars that will be a tough challenge that maybe only future solid state batteries can solve.

    1. The real Ricardo says:

      Hmmm, I disagree with you. I think 60 kWh and a gentle price might do it. Obviously, not for everyone but a vast majority of Europeans. I think I read here once that you do a lot of driving, for work. Is that right? So, maybe you are one of those who will have to wait. Mind you, I’m not saying that the 60 kWh leaf will be The Model T, I’m just saying it might surprise a lot of people, if given the chance.

      1. mzs.112000 says:

        IMO, the 75kWh Model 3 should be sufficient, it’s got 310 miles of range. Once Tesla starts producing inventory Model 3’s without any extra options(just the long range battery), 75’s should be available for $40k.
        Tesla also has the Supercharger stations(currently the largest individual fast-charge network in the world). And of course, with a 240v EVSE installed on your house, you can have a full charge every morning when you get up as well(this is the same with all EV’s though).

      2. Another Euro point of view says:

        Thinking of it again I agree with you but probably that would be cost conscious people that do not mind to often stop on the few long trips they do. Being myself rather “conscious” I could cope we those frequent stops then but no way I would pay like EUR 40’000 for a 60Kwh EV with uncertainty regarding yearly depreciation. IMO the soft spot of the market could be 60Kwh & 30’000 EUR with a reasonable trunk like the Leaf 2. I often read comments of people not buying the Bolt because of the missing 20cm (9 inch ?) of trunk space. So not far to go. I still believe 2020 will be the year we will see a reasonable choice of those type of EVs.

        1. Ricardo says:

          Well, if Pedro (Pushevs) is right, we may get a 35000 Euro Leaf e-plus. So, we’re getting there, slowly.

  4. Why didn’t they charge to 100%? How hard would that be?

    What was the air temperature? Was there (much) wind? What was the net elevation change?

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