5 & 7-Seat Nissan e-NV200 Test Drive Review

JUL 20 2015 BY MARK KANE 39

Nissan 7 seat e-NV200

Nissan 7 seat e-NV200

Autocar recently tested the 5 and 7-seat Nissan e-NV200, which are based on the Nissan LEAF and use the same 24 kWh of batteries, 80 kW drivetrain and charging (3.3 kW or 6.6 kW and DC CHAdeMO inlet).

7-seat is the world’s first series produced all-electric MPV.

First impressions:

“This is a van, so you can’t expect too much of it. By far the biggest demerit is the cart-sprung rear axle. We drove the e-NV200 two up and, with little weight over the rear wheels, the back end skipped and crashed over ridges and obstacles. It would no doubt be less reactive with passengers and cargo on board, though.

The biggest upside is being able to drive a van that is so quiet, smooth and effortless in traffic. With no roaring diesel engine and no manual gearbox requiring endless shifts to stay on the torque curve, the e-NV200 makes light work of heavy traffic.”

Top speed and acceleration is good enough to keep up with other traffic and change lanes in safety.

The battery capacity seems too small, especially since ample power is required for air conditioning/heating of the massive cabin space. However, if you need car to commute short distances with capacity for 7, then e-NV200 could fit your needs.

“However, the battery clearly will take a battering in cut-and-thrust situations. First, high temperatures and the vehicle’s huge windscreen demand use of the air conditioning. This is a large cabin, so the climate control will be putting a strain on the battery in much of the summer and winter. The vehicle’s big frontal area and capacity for people and luggage will also put the battery under strain on faster runs.

With a rated range, in good conditions, of around 20% less than the Leaf hatch, there’s no doubt that this vehicle is best as a local area shuttle. It comes as no surprise, then, that it also available in taxi spec, with much more rear leg room.”

We suspect Nissan will get more serious with this product (and bring it to the US), once the new larger battery option shortly becomes available on the Nissan LEAF; we imagine this battery will perhaps become the standard offering in the e-NV200.

Source: Autocar

Categories: Nissan, Test Drives


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39 Comments on "5 & 7-Seat Nissan e-NV200 Test Drive Review"

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would buy this with a 40 kilwat bat. the 24 is way to small.

First, they need to bring it to the USA. Since it is imported and not made in Tennessee, it may be slow to arrive. Next, we would want 35-40kWh – that makes the van a good family choice. I stopped at a local Nissan dealer 5-6 months ago and the sales guy had no idea what the e-NV200 was.

“Since it is imported and not made in Tennessee, it may be slow to arrive.”

That is sort of debatable. Sure the e-NV200 is made in Spain (some in Japan), but the NV200 for US is actually made in Mexico, with a lengthened platform (vs Euro or Japan specs). Thus, it’s unsure to all of us if Nissan NA will convert the US NV200 version into e-NV200. That would actually be great because of the extra space in USDM – more space for battery and people/cargo!

Local Chevy Shop even has some Mexico-built Chevy-badged vans. Chevy *could* rebadge an e-NV200 (and maybe will?) so they can get some ZEV credits.

But there has to be a reasonable market available to them if they decide to.

I like the configuration with seating for passengers. However, I wonder if it would sell in the USA all that much? I think it is a fine alternative to waiting for GM or Ford to do a plug-in CUV.

Bonaire asked:

“I wonder if it would sell in the USA all that much?”

That’s my #1 question about this vehicle, too. I suspect not. Just from the looks of this, it looks like it wouldn’t sell as a minivan, which means it won’t sell as a passenger vehicle. The market segment would be commercial vehicles such as delivery vans.

Now, I’m willing to be told I’m wrong here. Maybe the market for commercial vans is bigger than I think. But when I look at the vehicles driving around on the roads here in the USA, minivans are a heck of a lot more common than commercial vans.

I don’t want to disparage the development of any plug-in EV, or at least not any one which seems to be practical enough to attract buyers and has a decent all-electric range. So, there is certainly a place for a commercial PEV van. I just don’t think it’s going to sell like hotcakes.

Um, actually sales of the All Electric, The Alliance RN, Nissan, eNV200 are rocking globally as Insane fuel savings become apparent!

“Avis, Denmark buys 401”

Link Goes To Inside EVs Dot Com-


“Dairy funds new e-NV200s with fuel savings”

Link Goes To EV Fleet World Dot Com-


“Find out what e-NV200 owner, C&C Taxis, thinks about the 100% electric van and see how your business can benefit too.”

Link Goes To YouTube Channel For UK’s C&C Taxi Company-


I had an issue with the way that auto reviewer Hilton Holloway reviewed the Nissan eNV200 for Auto Car as though it was a stand alone product.

In fact, for Global OEM’s including GM’s Chevrolet, GM Europe’s Opel and Vauxhall it is a standard gasser platform. That’s a FAIL to me.

Finally, let us watch a proper video review By Fully Charged, often viewed here.

Link Goes To Fully Charged eNV200 Review-



Thomas J. Thias




You are right on 2 counts:
(1) Super tough sell on minivans – worldwide – for regular family use (SUV, otoh, easy); and
(2) Definitely not the ideal van for minivan purpose.

However, the flip side of the coin is that the NV200 has a flat platform that is ideal for battery storage. Moreover, it is available now, hence no extra $$$ to develop a new minivan platform, which, see (1).

Another way to look at this is – is this the ONLY vehicle available (Minivan EV)? Yes! So there’s no competition! Where there’s no competition, then there’s really no choice 🙁 so we have to either take it or leave it.

Looking retrospectively, vehicles such as Corolla (early gen), Datsun 210, Chrysler 1st gen minivan, etc. were all vehicles that suck, but they sold a lot, because they were the only ones available back at the times. The e-NV200 may just as well be a hot seller, until someone else comes along.

Yeah, at this point they really shouldn’t release it with a 24KWH battery. It is too late for that. 30KWH minimum with an option for more.

yeah I expect them to start this with a 30 here in the states

Time to let the batteries of war loose, Nissan…

Agree with the other 2 sentiments: this vehicle could handle 2 of the 24 kwh packages to give the thing a tolerable range in the spring and fall and a bare minimum requirement for the summer and winter. It STILL wouldn’t be enough for my area (Western New York) with double the battery.

As it is, unfortunately, in my area this will be seen as a joke,in view of my relating of the Enterprise rent-a-car manager discussion I recently reviewed.

2 battery packs would be too heavy and require a complete redesign for crash safety.

Two 24 packs? Won’t happen because those packs are going away. To be replaced with LG Chem cells (ala the new Chevy Volt higher-density cells). That means they can do more kWh with less weight. Just need to make sure it is not going to get too hot in the pack like they allowed in the earlier Leaf. Hopefully 35-40 kWh is what they put into the van. At 40 kWh, I could almost make it my primary vehicle and replace my Volt and our family mini-van. Let’s see what happens next year.

The battery size is a joke. Based on what my Leaf get for range I would say that fully loaded with the heat or air conditioning on this van will get about 30 to 50 miles at most.

Why doesn’t Nissan get serious about range? They have done nothing to increase battery size since they first introduced the Leaf in 2011.

Meanwhile Tesla is consistently increasing their range and battery size while Nissan does nothing.

Yeah, but Nissan is making a profit.

That’s the difference between Tesla and Nissan. Tesla wants to make a great car. Nissan just wants to make a profit.

“Tesla wants to make a great car.”

There’s the problem – it’s a great car few can afford…

Look around the industry, and see how many great car companies still around? Lamborghini? Ferrari? Maserati? Aston Martin? Jaguar? Porsche?*

“Nissan just wants to make a profit.”
Not just a profit, but also vehicles people can afford, so that it can continue to make vehicles, so that it can continue to make a profit, so that people can STILL afford those vehicles (EV), and keep going…

*All of them are PART of some major manufacturers, rather than an independent company, like Tesla.

Ambulator said:

“Yeah, but Nissan is making a profit.”

You mean, Nissan isn’t re-investing all its profits in expanding the company or in building a multi-billion dollar battery factory. In fact, Nissan is abandoning its own battery cell factories in favor of buying new cheaper (per kWh) cells from LG Chem, for the Leaf 2.0.

That may be great for current Nissan stockholders, but it’s not so great for the future outlook of the company.

“Why doesn’t Nissan get serious about range?”

A couple of reasons. #1 is that with EVs, range costs money. You can go out and solve that range issue *right now* by buying a Tesla.

“But I don’t have $87,000!” I hear you cry. Because I hear that cry every time I mention Tesla to anyone.

I hope this helps you understand the problem better. The fact is that right now, huge, cheap batteries don’t exist. If they did, you could bet your winter tires that Nissan would have this problem solved already.

The other reason is that Nissan (like the other big automakers) has a 7 year product cycle. They can make minor tweaks to existing platforms inside that timeframe, but to make big changes, they need a total redesign that takes time.

Not completely true. Tesla is a luxury car. The Leaf is a very basic car. A lot of the cost of the Tesla can be attributed to the luxury aspect. If the Model S was stripped down to a similar level to the Leaf but keeping the larger batteries then its cost would be around $50K . Not too far off from the cost of the Leaf.

I would gladly have paid an extra $10K for my Leaf if it came with a bigger battery – say a 40 rather than the current 24.

The current SL sells @ $35200 (starting). Fully loaded (sans accessories) add another $1570. At $36770, that’s a fully equipped LEAF, with features more or less comparable to Tesla (not the stripper base model at $76K, but a medium level Tesla). Notice that I’m NOT talking about quality here, but only features.

The Tesla you are suggesting will need to have even less features than the stripper model P70D (available currently). What else can you remove to get it down another $26K? Truth be told, electronics do NOT worth that much, and much of the pricing in a Tesla has to do with it
– being small and relatively new (so everything has to be acquired);
– limited quantity production; and
– unable to spread R&D and various operating cost.

If EM is able to offer a cheap Tesla, he would have done it a long time ago, rather than the unconfirmed tone he kept saying (best scenario, most likely, etc.)

Thank you for that reality check, Londo. The idea that Tesla could offer a stripped-down Model S at the price of a Leaf plus a little bit more for a larger battery pack, shows a distinct lack of knowledge about both the EV market and the realities of profit margins at a relatively small company vs. a large one.

Furthermore, Tesla has to make all its profits off the Model S, because (aside from a small number of EV drivetrains for Toyota and Daimler) that’s all they sell. Contrariwise, Nissan sells a lot of gasmobiles, and they can use the profits from those to subsidize building out Leaf manufacturing, which to date probably has cost them a lot more in capital investment than they have made in profits selling the cars.

No, the Tesla is marketed as a luxury car. Compared to other luxury cars it’s rather bland. You are not getting luxury features for your money buying Tesla, you are getting a huge battery, which can be seen as a luxury.

This is simply not true. They did improve range for the 2014 model year iirc. They did that with a new, more efficient motor and a heat pump instead of a resistive heater to improve winter range even more.

And they lowered the price. More bang for the buck.

It was made on the 2013 MY Leaf.
The rest is true.

Nissan did not improve the range of the MY 2013 or 2014 Leaf. They just eliminated the 80% charge setting, forcing the EPA to use only the 100% charge setting rather than averaging the 80% and 100% modes, as they had before.

In other words, Nissan manipulated the EPA rating process to make it appear the car had improved range when it didn’t.

In two months it will get the new 30 kWh battery, still to small but in 2017 we will get next bigger battery.

My guess is that this van will get released stateside only when the 30kW is the minimum battery available. It may even get a larger one when the next LEAF unfolds.

I think you’re right on both points — 30 kWh now, bigger pack with the intro of the Leaf II.

Nissan has an incentive to minimize the number of pack sizes they supply and have to support long term, and I’m sure they would love to exit the 24 kWh pack business as soon as possible, and have no interest in prolonging it. (For example, I expect replacement packs for 24 kWh Leafs to all be 30 kWh in just a couple of years.)

Nissan, get serious about a cargo/service van. Even with only a 30 kwh batt,I would want this thing. Make it happen dammit! Even cheap gas sucks.

You got that right. We are putting too much carbon into the environment. Period. No two ways about it.

Like other 40kWh would be necessary, then I could use it as a small RV, kits for such are available in the UK.

30kWh is NOT enough for this thing. If you ever drive it on the hwy on a cold or hot day, with extra weight and drag, it will be lucky to do 60 miles in range…

Most people won’t drive a van with that kind of short range unless it is designed for “local deliveries”…

In addition, the NV200 didn’t do all that great in crash testing either in EU…

London taxi fares and distances can be found here:


6 miles will cost you $60 and take 40 mins, the real question is NOT “Why have they build this car?” or “What market is it designed for?” but rather “Why are petrol and diesel taxi’s allowed in European cities?”

This is not something that I see as being practical for road trips across the US mid-winter but it will be amazing at traveling very slowly through a crowed city with 5 people plus their luggage.

BTW I fail to see the value in comparing a van or an MPV to a Tesla. No one is saying this vehicle has a long range, there are plenty of van’s and MPV’s in cities that do short distances in a day this is a really good option for those applications.

Who needs a “car to commute short distances with capacity for 7”? That usage scenario must be very limited!

I can understand that they want to use the same components they use for the LEAF to limit costs but then they should have fitted it with 2 LEAF battery packs instead of one. There’s certainly room for it. Had they done that they would have a winner on their hands, now it’s just a fail.

Weight…remember that weight is a major part of automobile design, toward crash test, suspension, etc.

Several of the office campuses around here have parking lot shuttles for their remote lots. You park in “East Jabip” and a shuttle will take you to the building entrance of your choice. When you leave, you buy a call button near the door and in a minute or two, the shuttle takes you back to your car.

Sort of like valet parking, in reverse.

Hit, not buy. What is it with autocorrect today?