Fully Charged Checks Out Longer Range 30 kWh Nissan LEAF – Video Review

NOV 16 2015 BY MARK KANE 32

2016 Nissan LEAF

2016 Nissan LEAF

Nissan recently demonstrated the new 30 kWh LEAF to journalists in France.

Among the various media outlets was Fully Charged with Robert Llewellyn impressed by the longer range LEAF.

According to latest episode, it’s worth buying the 30 kWh version, as you’ll definitely notice the difference in range compared to 24 kWh – reasonably about 110-120 miles (107 miles EPA).

“A wonderful drive up a mountain in the South of France in the newly released 30kWh Nissan Leaf. No question, it’s a big improvement in terms of range and driver interface.

A bigger battery that’s not physically bigger, just 25% more energy dense.”

30 kWh Nissan LEAF

30 kWh Nissan LEAF

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32 Comments on "Fully Charged Checks Out Longer Range 30 kWh Nissan LEAF – Video Review"

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Robert always has good things to say about the LEAF.

Because it is a great car…hundreds of thousands of us drive them daily and love them. My 2 are charged daily by our solar array and we do 98% of our driving in them… saving hundreds a month in gasoline bills. Also no oil changes. Quiet, fun to drive cars that cost less to drive than ICE cars. These new cars are nicer as they add 25% more range… so… Yes.. lots of good things to say about them from me too.

Too bad he’ll probably never get to drive a Bolt, unless he hops on a plane to the US.

Why “Never”? That’s a pretty long time (-:
Assuming the Bolt does well in the US, in 1-2 years, once battery factories ramp up and EVs are no longer battery-production-constrained, GM is certain to sell it in Europe (OK, it’s probably be called Opel, or Vauxhall for the RHD version).

Robert seems smitten about any car that runs on a battery. I appreciate his enthusiasm, but it’s hard to take him seriously when he comes off as an EV fanboy.

An EV fanboy? I resemble that remark.

Well that is his focus for the channel, hence its name.

Wait … so you’re telling me it goes further with a larger battery? Weird.

by golly the laws of physics do apply.

This car is in my sights for my second EV. The Bolt and the Model 3 Tesla are as well.

Here is how I expect it to turn out:

The Bolt will be just a tad too small. I really wish I could sit in the Bolt concept to see how roomy it is. I hope GM stays true to the concept design.

The Model 3 will end up being more like 45K$ not mid 30’s as Tesla is claiming.

The 30 kwh Leaf is still in the running if Nissan comes out with a sweet lease deal. They will have to discount this car significantly in around 6 months.

Someday we’ll roll up to grandma’s for Thanksgiving dinner and family will ogle the new ride. Instead of asking how much power that baby has, they’ll pry and ask “How many kilowatt hours does that puppy hold?” “Like, what’s your AER dude?” or “Does this thing drive you home from the bar when you’ve had too many!?”

Hope someday we can say “I remember the first battery in my leaf… it was only 24 KWH! Could hardly go anywhere on a charge. But this new Sulfur-grapheme battery packs nearly 200 KWH in the same space.” (Imagining we put the leaf up in storage as a collector’s item after the Model III gets here.)

I can’t wait to roll up at Thanksgiving in a BEV. Trouble is, we travel about 250 miles to join with our family. And we almost always drive through a blizzard in the process. Even a Tesla S90D would be hard-pressed to do this without going significantly out of our way to hit a supercharger. In the meantime, I’ll just be content to bring my CMax and charge up at either end of the journey.

You should have purchased the flux capacitor option…

So? There are two things that will improve in the coming years:

1. The batteries.
2. The number of chargers.

Between those, electric cars of the future will have all the range in the world.

I want one ASAP.

Being that I am driving around with about 15.7kWh battery capacity in my 2012 LEAF, I would love to have a new 30kWh LEAF. Last night I went to Costco, and packed an outrageous amount of groceries in the rear cargo area of my car. The LEAF is an awesome EV.

what kind of range are you seeing and how many miles do you have on it?

Big questions: How far will it go in three years? How far will it go at <30 degrees F?

Even bigger question – How far will it go after driving to work on about a 1/3rd charge and sitting in -30C for 8 hours? (about -22F). Will it be able to even heat up the pack to above 0C with a 110V EVSE connection in such weather? Would it need 220V x 20A or more in such a case?

That said, if 10% of the US car buying public bought this EV in Southern climates where such cold temps are not an issue, that coukd be quite a few of them sold! Then, how will it due in Arizona heat?

“Will it be able to even heat up the pack to above 0C with a 110V EVSE connection in such weather?”

Why not?

Because that possibly takes more energy than can be provided at 1.44kW.

I don’t see why not.
My MY2012 has just a 300 watts heater to keep the battery over -15c°.
This 30 kWh being the same size wouldn’t need more heat to keep it functional.
I’ve done 120 volts EVSE charge in sub -25c° and the car does pick up some energy while keeping the battery just over -15c°.
Québec is a winter place!
120v is enough if you stay at work all day long before returning home.

Why choose to live in -22F?

Because Canada is a beautiful country?

Because -22F keeps the lightweights from staying long. 🙂

How many people live where the temps hit -30C regularly? Not that many in the USA. Probably less than 2% of the population.

Though it performs poorly in both too hot or too cold conditions. Probably about 40% of the population live in those areas. Record cold: Location °F °C Date Prospect Creek Camp, Alaska -80 -62.2 Jan 23, 1971 Rogers Pass, Montana -70 -56.7 Jan 20, 1954 Peter’s Sink, Utah -69 -56.1 Feb 1, 1985 Riverside RS, Wyoming -66 -54.4 Feb 9, 1933 Maybell, Colorado -61 -51.7 Feb 1, 1985 Island Park Dam, Idaho -60 -51.1 Jan 18, 1943 Tower, Minnesota -60 -51.1 Feb 2, 1996 Parshall, North Dakota -60 -51.1 Feb 15, 1936 McIntosh, South Dakota -58 -50.0 Feb 17, 1936 Tetonia, Idaho -57 -49.4 Feb 9, 1933 Couderay, Wisconsin -55 -48.3 Feb 4, 1996 Seneca, Oregon -54 -47.8 Feb 10, 1933 Old Forge, New York -52 -46.7 Feb 18, 1979 Vanderbilt, Michigan -51 -46.1 Feb 9, 1934 Bloomfield, Vermont -50 -45.6 Dec 30, 1933 Big Black River, Maine -50 -45.6 Jan 16, 2009 Gavilan, New Mexico -50 -45.6 Feb 1, 1951 Mount Washington, New Hampshire -50 -45.6 Jan 22, 1885 San Jacinto, Nevada -50 -45.6 Jan 8, 1937

Well . . .
1) I said “regularly”.
2) Climate change has made such drops less frequent. :-/
3) Many of those states have pretty small populations (Alaska, North Dakota, Idaho, Wyoming, South Dakota, etc.)

I’d recommend a PHEV for people in those areas. But for most of the population, those kind of temps are just not as much of an issue. Especially if car-makers design their packs right and include heating systems that will keep the batteries warm when connected to the grid.

The battery is cooled by airflow from a siphon/scoop when in motion. Its thermal conductance to the outside air is much lower when stationary.

I am sure a few hundred W would suffice to keep it at its min battery temp, which is 0°F, not 0°C.

Parisians, drive a car that does not send money to the mid-East! Drive on French generated nuclear power!


Like many other products, when the first adopters have been satisfied, the actual selling price and lease costs will come down. Leaf30kWH needs to compete with its peers.

Like all products, the price doesn’t come down until the cost does. They had to pay people to learn how to make batteries that didn’t exist last year. The people who are even able to figure this stuff out are rare and expensive.