New Nissan LEAF Evaluated At 0% Charge With LEAF Spy Pro

MAR 27 2018 BY MARK KANE 31

The new Nissan LEAF is rated at ~40 kWh (nearly 39.5 kWh of capacity), out of which usable is several percent less due to top and bottom buffers.

2018 Nissan LEAF

According to the Lemon-Tea Leaf’s video, the fully charged LEAF was at ~38 kWh (the rest is a top-end buffer), and fully discharged probably still  has 1 kWh or so (the instrument cluster says no energy at about 3.8 kWh left – so that’s the reserved revealed by the Leaf Spy Pro app).

Overall, Lemon-Tea Leaf did some 121 miles at 60 mph on a full charge with 9.9 miles left (3.8 kWh) between the nominal 0% and a dead battery.

The new Nissan LEAF uses 192 lithium-ion cells (56.3 Ah and 3.65 V) produced by AESC, acquired by GSR Capital from Nissan/NEC.

Read Also – Ahead Of Rush For 2018 LEAF, Nissan To Expand Battery Factory In Tennessee

2018 Nissan LEAF evaluated At 0% Charge With LEAF Spy Pro (source: Lemon-Tea Leaf)

2018 Nissan LEAF evaluated At 0% Charge With LEAF Spy Pro (source: Lemon-Tea Leaf)

Categories: Battery Tech, Nissan, Videos

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31 Comments on "New Nissan LEAF Evaluated At 0% Charge With LEAF Spy Pro"

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So the ’18 Leaf’s usable capacity is actually 36-37 kWh, not the advertised 40.
As each day passes, the ’18 Leaf looks more and more like a plain pig, forget the lipsticked one I said it was.
Poor fast charging ability, poor range results in highway driving, still no TMS. What a train wreck.

An accurate assessment. Buy a Bolt instead.

Before patronizing GM, one should fully consider and research GM’s previous actions.
GM set back EV development of EVs by about 15 years.

Conspiracy theories aside, the GM you are referring went under July 10, 2009 and changed its name to Motors Liquidation Company, which went defunct 7 years ago.

New GM has new leadership these days and seems to be headed in a different direction. I had next to zero interest in old GM, new GM seems to be on an interesting track.

One of the interesting things about GM bankruptcy it that prior to going bankrupt, GM’s major share holders and some members of the board were from oil companies mostly Exxon. They saw the writing on the wall and sold their stocks a couple of years before the company went bankrupt. So understand that old GM was beholden to the oil industry and that no longer applies.

I’m certainly no fan of GM, but in my opinion the Bolt is a better choice due to battery degradation, overheating, slow charging, issues of the Leaf, that Nissan refuses to admit or address.
I’m about the best choice for the consumer, and the Leaf is not that choice. Imo.

I’m also about the best choice for the consumer, but that is a much more complex issue than you imply or most people describe on this site. I see endless comments here that talk about EVs as if the only thing to worry about was the battery technology and the price. Those are certainly big factors, but they’re by no means the only ones. (See the forum thread about buying a second EV [], where I’ll be adding the latest installment of my car shopping adventure shortly, focused on the Leaf battery and the Bolt.)

As just one trivial example, the Tesla M3 was never a consideration due to the long wait time to get one plus there not being any Tesla facility within hundreds of miles of my home.

I plead with people here to remember that buying a long-lived and expensive product like a car is a complex and highly personal process. What looks like a no-brainer for me might send other people running for the hills, and vice versa.

“Plain Pig”, and now with NO Lipstick?

At least your “Train Wreck” assessment is an appropriate downgrade, with not even a hint of any Lipgloss, it looks as though you haven’t taken the Nissan Leaf 2.0 bait.

The 2018 Leaf, with its newly discovered #chargegate 2nd or 3rd fast charge hobbling , it is in its last circle, of the NO TMS drain. This should be interesting to see if Hyundai can capitalize on this, and pick up some the Nissan Leaf EV slack.

Nissan not responding until “early next week” on #chargegate multiple (2 + consecutive ) road trip fast charging issues.

The Kia Soul has battery issues in hot climates too.

So what kind of thermal battery management is in the Ioniq?

The Sonata plug-in hybrid is still using a fan to draw cabin air. It would be interesting to see how much crud gets drawn in around the battery from the fan over time.

Where’s the advertisement where Nissan says it’s 40 kWh useable capacity? Please post the link as I fail to find it.

I too was under the misapprehension that Nissan would be using net capacity going forward. But I am not prepared to hold Nissan responsible for that impression until I see where Nissan said this, not just someone saying they did without providing a source I can check.


Does bro1999 think the Bolt EV uses 100% of its battery capacity? That would be a ludicrous expectation, as the battery would be toast if fully discharged.


In this test Hyundai beats the Leaf soundly in every battery category. Charging speed, efficiency.

It goes farther on less charge with a smaller battery.

In the headline: ~40 kWh (nearly 395 kWh of capacity)
Forgot the period 39.5

To be precise the 2018 Nissan Leaf battery has a rated capacity of 39,46 kWh.

Official specs by the cell maker (AESC).

Rated gross capacity, with usable being 36-37 kWh according to the vlogger.


If I am reading this correctly, based on this test 18 Leaf is getting 265 wh/mi which is roughly the same as the old leaf. I read that the Ioniq routinely gets 200 wh/mi and Model 3 gets about 220 wh/mi. This is not very good and I’ll definately not buy a Leaf.

He had 37.8 kWh at the start of the trip and 3.8 kWh left at the end. He drove 120 miles. Consumption = (37.8 – 3.8) kWh / 120 miles = 0.283 kWh/mile = 283 Wh/mile, equivalent to 176 Wh/km. It’s important to realise that consumption – for all cars, and for fundamental reasons – vary significantly with speed, weather and route. EPA estimates are quite realistic for a “typical day” in most of California, but a “typical” CA day is definitely “good conditions” in most of the UK. The result is really not that bad considering it was a cold day, the speed was 60 mph for nearly all of it, and it seemed there were significant (but unquantified, so hard to tell) elevation changes, all of which would increase consumption compared to a warmer day, lower speed, and a flatter route. I would be very surprised if the Model 3 had managed to achieve the same efficiency on the same trip. The Ioniq however would very likely have utterly crushed it, as other tests indicate it’s consumption remains impressively low even in cold weather. Bjørn Nyland has a comparison video in which the Ioniq beat the new LEAF… Read more »

Great Numbers, they will sell a million of these cars. My only problem is how many decades should I use my 2012SL before upgrading? I liked the Bolts too. we test drove one a while back. The seat wasn’t too narrow for me but the seating position and steering wheel position was different. It would take some adjustment. When they bump up the charging speed to 100kW they will need to add active cooling to the batteries.

It certainly looks to be a big hit with especially the European market so far, and I think it will sell well. I don’t think it’ll ever reach a million though, as it’s my understanding the next LEAF generation arrives in 2020.

(I’m tired of pointing this out, but this “second-generation” LEAF isn’t quite what is usually meant by “new generation”. It is built on the same chassis as the old one and it isn’t a complete redesign. Then again, platforms and chassis also just evolve, it’s not like they reinvent the wheel and everything else with each generation, so maybe this doesn’t matter much. Still, usually “new generation” has implied a new chassis, and this one hasn’t got one.)

2018 LEAF is big news. 2019 LEAF e-Plus and 60 kWh will be, too. And in 2020 there will, as far as I understand, be a completely new one. Quite a change of pace considering how little happened to the LEAF 2012-2017…

I drove my wifes 2016 leaf the other day. why would anyone want any more than that? She only has to charge twice a week. Save your money and by a used one.

> Overall, Lemon-Tea Leaf did some 121 miles at 60 mph on a full charge with 9.9 miles left (3.8 kWh) between the nominal 0% and a dead battery. This is wrong. LeafSpy reported 9.9 miles to 5%, not to a dead battery. SOC was at 9.8%. There’s probably still a while to go before turtle mode sets in after 5%, and then a while after before the car will deny all access to power. I have performed the same test on my own LEAF with Spy connected to see what SOC I actually had. If I recall correctly turtle mode didn’t kick in until a bit under 3% SOC (that is, it was at 3% for a while before turtle, but had not yet dropped to 2% when it happened). LeafSpy’s numbers imply a gross capacity of 39.4 kWh (you can use the remaining kWh and % SOC at any point to calculate it; at the start we had 38.9 kWh remaining and SOC = 96.2%, which implies gross cap = 38.9/0.962 = 39.397). That’s almost perfectly matching the official spec, unlike what some commenters here seem to think. Finally, I notice many are confused about net capacity. The… Read more »

Agreed, usable capacity is from fully charged to battery power reduction (turtle) mode. The experiment linked below shows that can happen at a SoC as low as 1.7% and 0.6 kWh left on the 2018 LEAF:

Sorry, but 38.9/0.962 = 40.44.

It’s a funny thing. ICE cars almost certainly have lots of idiocyncracies and “cheating” instrumentation – but nobody seems to think this means conspiracy. I think often the instruments “cheat” (such as by using a non-linear scale with no indication that this is being done) in order to help the user. In the case of the “capacity bars” in the LEAF I find it disingenous and deceptive. But in some other cases, like battery temperature, I’m not sure if it’s good or bad, but I see no reason to think it is intended to do anything but help the user. For the temperature scale you’ve got 4-5cm of screen real estate to display it. The range of temperatures you need to be able to show is perhaps -30C to +70C, a 100 C difference. A linear scale then would mean each centimeter represented 20-25 degrees Centigrade. But what a normal driver actually needs to know is not “what’s the temperature of my battery”, but rather if it is especially cold, normal, or getting hot. And it is when the temp isn’t normal that you are most interested in seeing details (like whether it’s changing). So perhaps you decide to use… Read more »

Sorry Terra watt, but you said :
Ever noticed how the fuel gauge doesn’t seem to move at all for the longest time after a refill? That, I now think, may be to give you better resolution as you get closer to empty.
Afraid I just don’t buy that one. Ever consider there can easily be over a gallon in the filler hose leading to the tank you have to burn plus some room in the tank before the guage moves? Seriously doubt these EVs guages are non-linear either. Hasn’t been my experience.

The new LEAF has really taken off in Norway. So far 2019 cars has been registered this month, which is far ahead of the second place, the model X at 649 cars.

Sales are also skyrocketing in YoY with 5727 cars registered this month compared to 3530 last year and 3148 the year before that. Good times!

That is “EV sales in general”, second paragraph.

I’m not sure what some people are saying. Are you guys annoyed that the battery size they listed is basically it’s full capacity and not the available capacity or what? Wasn’t there a story that’s said the 85 Model S was only like 80 in total.

I personally think there is a need for an agreed upon standard that everyone follows but it’s not like Nissan and their .5kWh short coming are the worse offenders.

With proper packaging, heat sinking and air flow these batteries might no lose capacity/range.