2019 Nissan LEAF e-Plus First Drive: Capable, Competent 226-Mile EV

FEB 25 2019 BY BRADLEY BERMAN 139

The world’s best-selling electric vehicle joins the 200-mile club.

The Nissan LEAF hit a rough patch in early 2017. That’s when it was upstaged by the 238-mile Chevy Bolt, which scored more than twice the LEAF’s sales in the US that year. The second-generation LEAF upped its range to 151 miles in 2018 – and improved its design – but Nissan was still not competitive on range. At last, Nissan will put the past two years in the rear-view mirror when the new, big-battery 2019 LEAF Plus goes on sale in March.

Last week, InsideEVs took a first drive in the long-awaited 62 kilowatt-hour Plus version of the Nissan LEAF. Our route was a mix of city, highway, and meandering coastal roads near San Diego. The day shifted from brilliant California sunshine to a February drizzle. But our top-of-the-line 2019 LEAF Plus SL steadily delivered on the expected range – using less than half the pack’s energy for the 112-mile journey.

2019 Nissan LEAF Plus (Photos by Bradley Berman)

I was gentle on the accelerator for the most trip and engaged the car’s heavy-regen e-Pedal function. Other journalists at the event pushed the performance of the LEAF’s motor and refrained from e-Pedal – burning through more than half the pack in the same distance. Similar aggressive driving could reduce the LEAF Plus’s range to the edge of the 200-mile mark.

Power Boost

The LEAF Plus’s extra power really kicks in at about 50 miles per hour. (Source: Nissan)

The story of the LEAF Plus, imminently arriving at dealerships across the United States, is not only about its impressive 50-percent increase in range. There’s also a 46-percent increase in output from its motor. The jump from 147 horsepower to 214-hp was visceral during our drive, especially during highway passing maneuvers at speed.

The extra oomph was less evident in town. Perhaps the additional 345 pounds of weight compared to the standard LEAF – of which 300 pounds come from the expansion from 192 to 288 cells in the pack – minimized the impact of the added horsepower. Nissan officials said the LEAF Plus’s zero-to-60 time is about seven seconds, a one-second advantage over the standard LEAF.

With the introduction of the LEAF Plus, Nissan is openly targeting the 238-mile Bolt, as well as the 239-mile Kia Niro EV and the 258-mile Hyundai Kona Electric. “We see the LEAF Plus as a conquest vehicle,” said Jeff Wandell, manager of EV communications for Nissan. “We’re in the game now.”

The Price Is Right

Official pricing for the LEAF Plus is not yet available, but Wandell said that the LEAF Plus would be “very competitive from a pricing standpoint.” That probably means the LEAF Plus base S trim will start around $36,000 with the upper SV and SL versions topping out in the mid-$40,000s.

Also, consider that the Bolt’s $7,500 federal tax credit will be phased out over the next year because General Motors reached the 200,000-sales limit. And Hyundai-Kia is not selling its fine EVs across the entire country. So the standard and Plus versions of the LEAF are well positioned.

Any conquests will be won based on price and availability – despite the LEAF Plus still slightly lagging in the range game. Official EPA range numbers are not yet published. But Nissan said the target for the LEAF Plus S is 226 miles – while the better-equipped SV and SL versions are targeted at only 215 miles.

Nissan explained that reduced range in the upper trims is due to a combination of added weight, the use of 17-inch rather than 16-inch wheels, and changes in rolling resistance between the S’s Bridgestone Ecopias and the SV/SL’s Michelin Energy Saver tires.

“We’re in the game now,” said Nissan.

Drivers of the LEAF Plus will easily make up those last few miles of range by engaging Nissan’s aggressive e-Pedal function. If I owned the LEAF Plus, I would use it all the time despite how the e-Pedal makes the accelerator pedal feels too restrictive (almost sticky) in stop-and-go traffic. On the other hand, in San Diego, the e-Pedal made for delightful cruising along sweeping roadways above 30 miles per hour. When engaged, e-Pedal removes vehicle creep.

Same On The Inside

The LEAF Plus’s cabin is unaltered from the standard version, despite the bigger battery pack. Nissan cleverly altered the battery’s configuration with cells placed three (rather than two) in parallel. “We now have a flexible architecture with modules of different sizes,” said Nate Herbrandson, manager of durability and reliability at Nissan. The LEAF Plus also utilizes four millimeters of the standard version’s “dead space” under the cabin – and lowers the ride height by about six millimeters.

The LEAF is right in line in terms of passenger and cargo volume compared to its chief competitors. Regardless, there’s something about the LEAF’s layout that doesn’t quite work for my 6-foot-4-inch frame. The driver’s seat doesn’t travel quite far enough back for me to extend my leg – therefore it digs into the center console. At the same time, my seating position behind the steering wheel is too high for ideal visibility forward and through the tapered windshield. Most adult passengers will be snug in the rear seats.

The LEAF’s seats and the skillful combination of hard and soft plastics, and racing-style steering wheel, are arguably nicer than what GM offers in the Bolt. The Plus’s larger 8-inch screen, now with pinch-and-zoom gestures, is a welcome upgrade. (Based on my recent drive of the Niro EV, the Kia electric crossover is better appointed than either the Nissan or Chevy.)

Nissan remains committed to the CHAdeMO quick-charging. The LEAF Plus version uses a special logo on the port.

Nissan is sticking with the CHAdeMO quick-charging standard and the use of passive air cooling of the battery (rather than liquid-cooling). Herbrandson, who is based at Nissan’s Arizona testing center, told me that liquid cooling “wasn’t necessary” for this vehicle. The bigger battery will be taxed less. “You can’t accidentally damage this battery by overheating it,” he said.

The Nissan Plus can now accommodate up to 100 kilowatts of juice – a measure of future-proofing for the EV. Although Nissan executives admitted that only about 10 CHAdeMO stations in the country are now equipped for 100 kilowatts. On a more practical note, the LEAF Plus’s standard portable charging unit can now handle Level 2 240-volt charging. So purchasing a separate home charger can be avoided.

Keyword: Affordability

The 62-kWh LEAF Plus handles with confidence while checking off all the essential boxes for good, reliable transportation in a compact electric hatch. When it hits dealerships in a few weeks, Nissan will uniquely be able to compete at two price levels.

The existing 150-mile LEAF, which starts just below $30,000, stacks up well against the likes of the 124-mile Volkswagen E-Golf and 124-mile Hyundai Ioniq Electric. And the new competent, high-tech, long-range LEAF Plus can go up against the Chevy Bolt, Hyundai Kona EV, and the Kia Niro Electric. This strata of EV roughly sells in the low-$40,000s.

“The motto for Nissan always been to mass-market a good electric vehicle at an affordable price,” said Jean-Phillipe Lattes, senior manager of EV marketing and sales for Nissan North America. In my chat with Lattes, he threw in an apparent dig at Tesla for not yet achieving its affordability goals. “It’s almost easy to make a $60,000 or $70,000 EV,” he told me. Lattes said Nissan is committed to continuing to offer the 40-kWh model for around $30,000.

Lattes added that there’s a “huge market” for consumers that insist on an EV with at least 200 miles of range. Our brief first hours with the LEAF Plus revealed that Nissan now has a compelling option for those buyers.

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139 Comments on "2019 Nissan LEAF e-Plus First Drive: Capable, Competent 226-Mile EV"

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Lol. Glad you put it in quotes:

liquid cooling “wasn’t necessary” for this vehicle. The bigger battery will be taxed less. “You can’t accidentally damage this battery by overheating it,”

“…because we will aggressively restrict charging speed to prevent it.”

I really want to see TeslaBjorn do a road trip in one of these, to see if (or how badly) it rapidgates.

I don’t see this as a road trip car, but if you chose to use it as such, you could probably make 300+ miles each way with a single charge with L2 top off at destination. Do you plan on exceeding that regularly?

Depends what you call “regularly”, and the driving conditions, doesn’t it…
In either hot or cold climates, with heating or airconditioning full-on, you’ll be getting 20%-30% less range on a full battery. At highway speeds (AFAIK the majority of long-distance trips are made that way), deduct another 15%-20% (and many long-distance trips are made with 3-4 people & luggage in the car, not 1-2 commuters)… Those 226mi of AER become 130-150mi. You now need two charging stops to reach your destination — with zero reserve.
Suddenly not being able to DCQC twice back-to-back at decent rates is an issue.

Sure, most people don’t exceed that every day or week, but many make such trips 5-6 times a year (vacations, visiting family/friends on holidays etc.) For me, that’s enough to make the Leaf a complete non-starter.
Most households in the world, mine included, have at most one car. If it can’t handle such trips, no go.

Several times per year, yes. My parents live 600 miles away, and due to an international border, flights are stupidly expensive.

Actually if he quick charged any EV over 80% it is going to slow down, that is pretty much well documented. What is sad is that they are saying this as if it was some sort of defect by Nissan, that’s what is really sad. It is also sad that people spread this news around without actually knowing anything about it.

Implying that it’s the fault of the driver, rather than poor design that caused the pack to overheat. Wow, what a load of transference.
So it doesn’t need something, that would improve the performance, and duration of the pack, because we say it doesn’t need it.
I don’t see how anyone can believe Nissan.

The problem for Nissan is that the competition for this vehicle is rapidly increasing and virtually all of it has a proper TMS for their batteries.

Nissan kind of got away with it on their first gen Leaf but they are not going to get away with that crap very much on this one.

So with over 400,000 vehicles sold, this is crap? Nissan is targeting a market that is huge and sees a nice piece for itself. They don’t have to compete with other EVs, but with ICEV’s in offering a good all-around choice. This longer range Leaf does that. All these negative comments about the Leaf yet it continues to sell strongly overall. Not as much in the US but the US is only one country in the world. The Leaf is a global car and sells very well in many other markets and Nissan is quite happy with those numbers. You are all fixated on being negative on the Leaf and thereby turning people away from a very valid EV. People who want to go and be road warriors will do their homework and may determine better options for the long run. Also, since Nissan offers an 8-year 100K mile/160K km 60% warranty, why is this not a good choice? The average consumer who does not have an EV today may see this as a very practical alternative to another ICEV. Providing Nissan keeps their pricing in line for the mass-market value proposition, the Leaf is a great car.
Do Not Read Between The Lines

It’s in quotes, because it was a quote from the Nissan rep.

Great news. The LEAF has been one of the most reliable cars ever made for many years now. Consumer Reports said it was one of the most reliable cars for the past “decade”.

Actually you cannot damage it unless you intentionally set the car on fire. Several LEAFs have burned in forest fires and wildfires and so far the batteries appear to be unharmed. I saw a video a guy burned a hole through a LEAF cell with a torch and it would not catch on fire. Excellent batteries.

Still no telescoping steering on the over $40k Leaf?

Remember to remind Leaf buyers, that range loss due to battery degradation over the first 3 years / 36k mi., will exceed around 20 miles in the e-Plus.

If you must have a hatchback EV,
Lease the Leaf,
Buy the Bolt, the Kona EV, the Niro EV!

Source please

3% typical annual battery degradation has been demonstrated by many 24, 30, and 40 kWh Leafs.

After 3 yr. / 36k mi., average Leaf battery degradation could easily be 8-9% under normal conditions.

https://youtu.be/IkbQDitYwjE

Still at 91% after 65k mil. On 30kwh.

Currently at 95% after 26k mi. on 30kWh (10/15 build date & 10/16 in service date) So. Cal Leaf SV.

77% after 32k miles on 30kWh…a full charge on mine now goes to 21.7kWh according to LeafSpyPro. I pretty much got screwed with a trash battery.

And your car has the software update for the Battery Management System?
The 30kWh had a software bug in it’s BMS that makes the battery report a faulty low State Of Health. In my car the SOH went up from 85% to 94% after the fix.

My 24 kW leaf is over three years old and still 100% SOH battery, but then the climate in the UK is ideal for EVs.

Is that the way from the in-car display or an app that interfaces with the computer directly? The in-car display is not very reliable. Look into something like Leaf Spy.

Leafs don’t even come off the assembly line with a 100% SOH. Do you even know how to measure your SOH?

Fake news!

Don’t buy the Bolt. Your backside will hate you for it!

Or buy the Bolt and replace the seats with better ones.

Don’t buy it, just lease it.

There’s a really good point here about the steering wheel: This is a premium five door. The lack of a 4 way wheel is just mental. Almost every review of it has slated it for this. There must be a steering column in the Nissan range they could have used?

E: Also, Yanks have such a weird idea about what a hatchback is.

Apparently it is not easy making a compelling $60k or $70k BEV.

Nissan’s Infiniti cancelled their “LE” BEV.

Nice progress, Nissan: from 30 kWh to 40 kWh to 60+ kWh in 2 years!

But why not equip the e-Plus with dual charging connectors and protocols, CHAdeMO and CCS? Should be a really low hanging fruit, comparing to re-designing the battery for liquid-based TMS.

The lack of dual charging options, as you described, is a good case of a feature being conspicuous by its absence.

A 3 party can built one right

No.

Ours in Ohio are dual chargers. We don’t need to switch to ccs. Ea has chademo for the leaf and others like chargepoint and ev go will upgrade to 150 kw . Even in uk they have a lot of leafs that still be chademo .

Yelp

Do Not Read Between The Lines

Because it’s a Japanese company that is trying to make it cheap. It’s not going to change to CCS, and adding it would add cost

Nissans sticks to ChaDeMO because it’s two-way and thus enabling Vehicle To Home and Vehicle To Grid.
CCS is not (yet) capable of doing that.
This bidirectional charging capacity is (for now) an important advantage over the competition and is key for Nissan.
Just search on Nissan Energy.

10% reduction in 0-60 time is only about 0.8 seconds, making the e-plus to be just about 7 second mark. That’s still slower than Bolt even with more powerful motor. Current Leaf weighs about 3450lb, and this weighs 345 lb more ~ 3800 lb. Bolt weighs 3563 lb, which is almost 250 lb lighter than Leaf. That would explain why Leaf is still slower to accelerate than Bolt.

Summary:
Leaf heavier than Bolt by about 250 lb.
Leaf slower to accelerate than Bolt by about 0.5 sec.
Leaf less range than Bolt by about 25 miles
Leaf has no active cooling and “no damage from heat” just like before (are we to be fooled for the 4th time now?)
Leaf will most likely come with free charging, because no one will touch this turd without it.

I imagine it will sell well in Europe and East Asia, but I am doubtful it will make a lot of impact in the US – it’s too small by American standards, it doesn’t stand out optically, and the 226 mi + CHAdeMO only is not optimal for true long-distance travel. But, if the Leaf continues to evolve the way it has, we might see a very compelling car next year.

200 miles is enough

I think you are 100% wrong … plus how many driving families really do a true long distance (where 200miles is not enough) driving and regularly enough to bother)? 1-2% …

Unlikely to see another upgrade to the Leaf for at least a couple years.

If I were considering a Leaf, I would probably get a 40kWh one without the CHADeMO DCFC option. It would just be my affordable commuter.

But I’m looking for AWD for my next EV.

There is still more chademo than ccs in the us .

But the Bolt loses on …

– get in the game price
– interior quality
– interior space

correct? If you list Bolt’s pros, we should mention its cons as well, right?

One of the largest negatives on Bolt EV is lack of adaptive cruise. I won’t buy a new car without that feature. The reason I think it loses out to Kona EV (and Kona has faster charging).

And to Nissan’s credit, automatic emergency braking is standard on the Leaf now.

Many people don’t care about ACC.

I’m just listing new features that’s revealed, all of which are less than Bolt. Price is similar to Bolt. Interior is the same as 2018, so nothing new.

But the Bolt’s interior is really worse as well as feature set per price point .. materials, look, seat quality … so Nissan’s might be the same as 2018, but it doesn’t change fact it’s clearly better.

Again, they are not new for the Leaf in this article. Everything new with e+ in this article is worse than Bolt. If you like the interior so much, might as well get the old Leaf.

I prefer Bolt interior as it’s easier to clean dog hair. Frankly, I wish there’s more plastic and no fabric / carpet of any kind.

Lack of heart pump on the Bolt make it the worst performers in winter of all EVs. It’s abismal recharge time on cold days dosen’t help eater. That’s why it’s not selling well in Canada. Don’t forget the battery problem on the Bolt.

What battery problem on Bolt? Leaf overheats the battery even in -9C ambient temperature. I drove Bolt in 48C ambient temperature and it had no problem.

Do Not Read Between The Lines

They’re writing about the slow charging in the cold.

Bolt does not slow charge in the cold since people drive the car for a while (warm up the battery) before plugging in. Leaf with free charging would plug in when the battery is cold, so it would suffer when cold and hot, basically all the time.

Do Not Read Between The Lines

Right, bro’s slow winter charging experience was just his imagination.

The Bolt’s interior is awful. And at the end of the day, it’s still a Chevy ☹️

“it’s still a Chevy”

Yup, you have a point there. However, Leaf is a Nissan, Japanese equivalent of Chevy, so it’s a wash.

Since Chevy and Nissan are out then which one should I look at getting?

Educate yourself, don’t rely on others to tell you … otherwise, you might be disappointed in the end. We are all different, our needs are different.

I have to agree with mxs that you should do your own research. However, I would definitely recommend Bolt on sale in CA before Apr 1. since you can get it for about $22K (or $21K in some cities) if you qualify for all incentives. There’s no car, gasser or EV, that can do 0-60 MPH in 6.5 seconds for $25K, let alone $22K.

I also recommend against Leaf since Nissan thinks it’s piece of crap that won’t sell without bundling free charging gimmick. If the maker thinks it’s junk, it’s junk even without any research.

The Leaf is great for families with kids.
We can haul them and their stuff. Great cargo space. Parks in tight spots between large SUVs easily.

If it’s to be your only BEV, then gotta seriously consider the Tesla Model 3.

Yup, if one has the money, Tesla 3 is pretty good. But $12K over Bolt is bit much.

The Leaf is more comfortable than the Bolt so that is one factor. Maybe Chevy can update the Bolt’s seats and interior for the next refresh.

After Apr. 1, Bolt price will go up by almost $4K. You can get very comfortable replacement seats for $4K.

Unless GM offers incentives or reduces MSRP. Which I suspect they will.

I don’t know if they will. There’s really no competition with Leaf e+ being lot less and not much under MSRP from Koreans due to lack of availability. Already, dealers are offering $5K below MSRP.

They already updated the seats. I recommend actually sitting in one. I found the seats to be fine.

Do Not Read Between The Lines

I recommended giving a car a good, long test drive. When we bought our Volt we did a 1 hour drive to make sure that my wife could get comfortable in it.

Do Not Read Between The Lines

He didn’t mention that the Leaf’s seats are narrow and uncomfortable, so there’s that.

I guess we will have to wait and see if the lack of liquid cooling becomes much of a factor with this car. People who fear degredation say to lease the Leaf, but the problem with that is that degredation hurts the expected residual value, and that drives up the lease cost.

I won’t be buying any more Nissan EVs until they show that degredation is under control. I tend to keep my cars for long periods.

Lack of active cooling slows down DCFC. It’s likely that this will come with free charging, and that means people will waste time at DCFC needlessly due to slow charging. And they will waste their lives (and lives of all other EV) at DCFC just to get their money’s worth.

So if Nissan can make a Chadaemo-CCS and go in with EA to build 100kw they can make it. Plus having the 40kw Leaf can kill those compliance EV that have ranges that shouldn’t happen exists now with the tech. I’m looking at you Clarity EV

Will be interesting to see how 100 kW charging plays without active cooling, considering how much one or two 50 kW charges can heat up the current battery. Maybe they’ll taper the charge earlier?

I wonder how hard it would be for Electrify America to up the charging rate on their ChaDeMo plugs for the Leaf Plus, and if they’ll be interested in doing it (considering they are funded by VW) – plenty of 50 kW ChaDeMo plugs will be sitting on chargers alongside 150 kW CCS. Do we know if it’s just a software change, or would the cable need to be upgraded?

“On a more practical note, the LEAF Plus’s standard portable charging unit can now handle Level 2 240-volt charging.”

It did this for the 2018 and 2019 already.

I assume the key word here is “standard” – the 240V cable is only included on the top SL trim, currently; you currently need to order the “charging package” on the S trim or the “technology package” on the SV.

Ah, you must be right. I just found this is the charger that comes standard on the LEAF S only: PORTABLE TRICKLE-CHARGE CABLE (120 V)

Got the Level-2 240V charging unit included with my 2018 LEAF S here in Canada for no extra charge. It’s just an adapter plug for the charger.

How does the ePedal on full regen compare to the i3? Because the i3’s throttle response (in both directions) is awesome and the best thing about the car.

On my 2018 it’s pretty good, I can go all day without touching the brake.

Caveat is it can be a bit wonky occasionally, like it just refuses to “fully” brake for whatever reason.

It does this several times a week, hard to pin down.

Are American Leafs still using the J1772 ports? In the UK they are now using Mennekes.

Yes in America. The European LEAF has a different level 2 port?

It’s been that way at least since the Leaf came out in 2011. Europe has always used Mennekes, and the US has always used J1772 for L2 charging.

europe had J1772 to 2017

Hopefully they will offer a vegan interior option like Tesla 🐮🐰.

Vegans have the most supple skin. Great for seating materials. -Hannibal Lecter

Wash the blood off your face.

The Leaf has some shortcomings but offering two tier levels of pricing in a well appointed easily available EV puts it in a competitive position. Frankly I prefer the Bolt but having a sub $30K EV may work for many that need the full rebate to get into their first EV. Now that the “rapidgate” problem has been eliminated and air cooling seems to be nearly as effective in newer Leafs, Nissan may be back on track.

The Rapidgate problem has not been eliminated on the Leaf Plus. The Leaf Plus may have a BMS that allows the battery to get hotter before the charging speed gets throttled back but the battery will still get hot and the charging speed will get throttled back. I would expect that you would get more than one additional fast charge before the charging speed really starts throttling back.

I do not get how anyone reviewing this can not compare it to the base version 3 – 42k before any deductions or rebates 260 miles range, supercharging, nicer interior, not hatch but lots of space, liquid cooled and bms. ridiculous- who would pay 40+k for this and not go buy the Tesla? someone cant do math imho.

This mostly makes sense. The big difference comes in with negotiating the purchase price with Nissan. I was able to get out the door for a final price just over $6k under MSRP.

Yep. And lease will probably be available.

People forget that hardly anyone pays MSRP or more for a car from a traditional automaker.

You can’t lease a model 3 it is not a hatchback .
And tesla added extra on top for a color other than black .9

Wish they’d have a whole lineup of EVs instead of just the Leaf… was expecting at least two or three other models by now since the leaf has been out since 2011

They will reportedly have 8 worldwide by the end of 2022. I think they are supposed to announce/reveal an electric SUV this year.

There’s some social media chatter about Nissan revealing a Electric EV in early March at the Geneva Motor show. We shall wait and see…

I live in the Las Vegas, NV area. I have asked multiple dealerships whether the Leaf offers remote car starting. Some said it does, some said it doesn’t. This is a critical feature in the desert. I want a key fob that I can remotely press to start my car (and obviously the air conditioning) to pre-cool the cabin. Obviously with an electric car you aren’t “starting” an engine, but the car would have to be powered up to engage a compressor to begin cooling. Anyone know if this capability exists?

You can use the app to do this.

They are hung up on the car starting aspect. Since it doesn’t start as you said. Yes you can pre-start climate control with the Nissan app. It is separate from the engine/drive start.

Given my less than favorable battery experience with my 2011 Leaf, the likely hood of my being a repeat Nissan Leaf buyer/leaser is remote at best. Nissan had a very poor track record, of after the sale support of their EV product with me. I’d look elsewhere first. Sorry Nissan, you dropped the ball on this one, and you’ll have to fight hard to regain any of the naive trust I had initially.

What did you think of this part of the article?

Quote:
Nissan is sticking with the CHAdeMO quick-charging standard and the use of passive air cooling of the battery (rather than liquid-cooling). Herbrandson, who is based at Nissan’s Arizona testing center, told me that liquid cooling “wasn’t necessary” for this vehicle. The bigger battery will be taxed less. “You can’t accidentally damage this battery by overheating it,” he said.

Yep! I went elsewhere too. Although we did keep the Leaf as my wife’s in-town car. I’m now in a Model 3. Second choice was a Niro.

I drove 2018 Leaf SL from DFW to Galveston and back with a side trip to Austin this last weekend, a total trip distance of 848 miles. I fast charged a total of ten times. I kept the ventilation fan on high the whole time and blew air through the service plug hole to help cool the battery. Most of the time my fast charging speeds were reasonable. The fastest charge speed EVER was at the Huntsville, TX Electrify America station where I charged at 47 kW. There were a few fast charges on the way back after the outdoor air temperature had risen and the battery got hot where I was only charging at 15 kW. ProPilot sure came in handy. I pushed a little harder that I should have on the way back and started to nod off. Luckily ProPilot had me going straight down the road when I came to my senses. I’m still having a love/hate relationship with the Leaf. I wasn’t willing to pay more for an EV so I guess I got what I was willing to pay for. I am getting better at keeping the battery cool on long trips and still I… Read more »

That kind of sounds like a nightmare trip to me. With my car I’d just have to fill it back up once.

Actually I had a lot of fun. Driving an EV nowadays is much like being a pioneer. There are challenges of course but there are also new adventures and the excitement of discovery and being first.

850 miles is 10 hrs of driving.

Adding 5 hrs of charging time is just nuts.

Enterprise weekend special would be $80 – $90 Friday to Monday w/ unlimited miles.

However Nissan spin it, they led the none-Tesla market for EV technology. Now they don’t. No CCS will increasingly become a problem for Nissan. Especially now that the model 3 has CCS charging. And with no active thermal battery management, they will be seen as behind the game and potentially less desirable over time (despite their claim that their batteries don’t need an active BMS, remember that Nissan is trying to sell its battery production business).

They have definitely closed the gap with the e-plus but have not caught up. With so many new EV’s hitting the market over the next 18 months, I fear they will see sales decline ahead of expectations.

All the ev’s hitting the market are not available everywhere and the leaf is . We won’t get the kona or eniro in my area and model 3 is way too much it will be years if ever for the standard 3 and I like hatchback better.

Why don’t you also state the kilometers per hour for the rest of the World to read ?

We are a US-based site, but we try to include it as often as possible. We are working to do a better job with that, thanks.

This article is useless. We need a real world long distance (500 mile+) driving test so we can really see how the Leaf Plus performs against the Leaf and all the new long distance EVs. I guess we will have to wait for the Leaf Plus to get in the hands of real people instead of professional reviewers that wouldn’t dare say anything bad about a car.

Those kind of reviews won’t come out until the car has been released. You can basically avoid all mainstream sites if you want.

Sorry, but the lack of active liquid cooling remains a complete deal-breaker for me. Especially since Nissan continues to deny it is a problem. I live in Souther California and know better from previous experience. You can’t escape the laws of physics and the reality of heat buildup by denying they are a problem, yet Nissan continues to try. My money will go elsewhere.

They are not “in the game” because they still rely on 3rd party CHAdeMO chargers that are always in some form of: 1) Only one plug in the whole parking lot, 2) Taken by someone longer than they need, 3) broken with no clear answer for “who is supposed to pay to fix it?” Here’s some examples of ALL the CHAdeMO chargers in my area are currently broken with one being broken for OVER A YEAR:
https://www.plugshare.com/location/43694
https://www.plugshare.com/location/61961
https://www.plugshare.com/location/55839
Tesla is still the only manufacturer that understands we can’t rely on 3rd party chargers. I would not take my 2018 Leaf on any road trip. I would take my 2017 Volt instead. When the base Model 3 comes out I will trade my Leaf for it. Then we can use the Tesla supercharger network for road trips.

Yup. When bulk of revenue comes from third party paying (ie. free charging), there’s practically no incentive to keep the chargers operating or keeping the users happy. I have a feeling this will not end well.

I agree with you on this …. having said that, there are regions where EV’s are still the new thing to get traction … so to offer free DCFC charging is help … especially when such region has zero EV rebate. At some point when the region ownership picks up, free will be pulled out … rightfully so.

Instead of free charging, how about reducing the price? It’s been 4+ years since free charging, still not pulled out even in EV abundant CA. They aren’t likely end free charging when the product is worse than competition and gimmick is needed.

Having every automaker with their own proprietary charging network would be an utter nightmare for EV adoption.

Do Not Read Between The Lines

I’d rather have commitment and proprietary networks than compliance vehicles and a patchwork of 3rd party chargers.

Why does it still look like crap had a crap on a crap? Why are they still using those pouch batteries? Yesh?? Why is it still ugly??

Your opinion which only matters to you. Sale figures would show that most people are not thinking like you …

Nothing wrong with pouch batteries since all EV other than Tesla use them. And it looks whole lot better than before, so I don’t know what you’re complaining about. Yeah, it’s not Tesla pretty, but then what is?

Looks better from the rear than a Model 3 IMO.

Model 3 overall doesn’t do much for me in the styling dept, pretty far from the Pininfarina ideal imo

Kudos to Nissan if they have knocked the 0-60 down from 8 to 7 seconds. My current vehicle is allegedly 7.7 seconds – I’m not a speed freak, but I expect any new EV I buy to at least be able to beat that.

Too much money, not enough car, would rather have a Kona Ev…

Many are right behind you in the “Would rather have a Kona EV” line.

Also the Tesla Model Y waiters are also paying attention, and patiently watching the back of the Kona EV line.

The Model Y is going to be a different price class.

If you have the money, you can have Kona EV. Go to the dealer, offer than $50K above MSRP. You will get it.

IMO, dumb to offer CHADeMO for the North American market.

Hitch…anyone

I wonder how hard it would have been for Nissan to install a cooling fan? It’s just a matter of drilling 2 holes, one in the front of the battery case, one in the back. Have a hose going from the front of the batttery to the front of the car, and install a fan(and a grill) in the front to push air into the battery. Then install a hose going from the rear portion of the battery to the rear of the vehicle, and add a fan to suck out the hot air. I mean, how hard could that be? I bet I could build such a system for $150 worth of parts(need a air hose, just like the ones used for the car wash vacuums, also will need 2 fans, 240mm computer fans should work, then I will need 2 relays or contactors, then I will need an Arduino and a temp sensor.) Really simple then to wire up the relays to the fan, a 12v power supply and the Arduino. Will place the temp sensor in the center of the battery. I would write a program that reads from the temp sensor, and when the battery temperature… Read more »

Just blowing ambient air on 700lbs of hot metal isn’t going to cool it

Heh my 40kWH LEAF is faster off the line . . .

If the e-plus came in at the same price points as my 2018 I would be most unhappy, but as it is now I still have a great value for my daily driver (hard to complain about a car that will cost me $13,000 after all incentives are accounted for)

No liquid cooling, and no CCS = NO SALE.

Very excellent

No consideration.