Road Tripping In A 2018 Nissan LEAF – Is it Capable?


Is it a real road tripper or just a local commuter?

Nissan has been on a roll since 2011 with its Leaf electric car. The Leaf was the first mass-market all-electric vehicle and is still the best-selling electric car in history with more than 300,000 sold worldwide. It’s won about every award for green automobiles, including the World Green Car award twice.

Watch This – 2018 Nissan LEAF Driven In Canada At -7°C (19.4 F)

But the original Leaf got long-in-the-tooth and, despite continual annual updates, was ready for a major upgrade.

For 2018, Nissan delivered a fully updated and improved Leaf. The new Leaf makes advances in every dimension. While some electric cars strive only to improve range, the Leaf focuses on value, and scores home runs on all the things that make a great electric vehicle. Not only is range improved, but style, comfort, performance, safety and technology get significant upgrades. What is remarkable is that Nissan manages to make all of those improvements while offering the new car at a lower price than the one it replaces. Part of how they do that is by keeping the same platform that the first-generation car had, but improving and reducing costs in it.

The new 2018 Nissan Leaf ‘s 40 kWh Battery has an EPA range of 151 miles, which makes it the single mid-range electric car on the market today. Although it has increased range, it can still be had for under $30K, which makes it the least expensive electric vehicle on the market today.

***Editor’s Note: Our thanks go out to Gary Lieber and CleanFleet Report for allowing us to share this real-world LEAF road trip experience with our readers. Check out CleanFleet report here.

With its new range and capabilities, Clean Fleet Report wanted to see if the new Leaf was an option for taking a weekend vacation of a few hundred miles. Would it be up to the task, or would it end up being a long drawn out affair with range anxiety, searching for charging, and substandard performance?

With that challenge accepted, we planned a trip from the Pacific coast town of Monterey, California, to Lake Tahoe, nestled high in the Sierra Mountains, 350 miles away. This trip would range from sea level to more than 7,300 ft. and back down again. This trip would stress test the Leaf to the extreme. If it had shortcomings, they would be exposed during this trip.

Nissan accepted the challenge and provided a 2018 Nissan Leaf SL complete with ProPilot Assist. The route took advantage of the readily available DRIVEtheARC charging network that stretches between Monterey and Lake Tahoe.


While most charging for an electric vehicle happens at home, public charging infrastructure is still a work in progress. Tesla has invested heavily in an inter-city charging network with its proprietary SuperCharger network, but by and large industry standard networks like CHAdeMO and SAE DCFC networks are sparse to nonexistent outside of urban areas.

DRIVEtheARC is a pilot project funded by the New Energy and Industrial Technology Development Organization (NEDO), which is Japan’s largest public R&D management organization, the California Office of Business and Development, the California Energy Commission and the California Air Resources Board.

In addition to the government partners, private industry participating partners include Nissan Motor Co., Kanematsu Corporation and EVgo.

California is the most significant market for plug-in electric vehicles in the US, and in Northern California, Monterey and Lake Tahoe are top weekend vacation destinations. DRIVEtheARC has installed 55 DCFC chargers on major highways between Monterey and Lake Tahoe and offers free charging to plug-in electric vehicles that utilize the CHAdeMO standard.

My wife and I have lived in the Bay Area for many years and take several trips to Tahoe each year. We have a route that we always make and have great metrics for how long the trip takes in an ICE car, so the goal was to make our regular trip to Tahoe in the 2018 Leaf and compare the experience to previous trips.

The itinerary was to start in Monterey, drive up through San Jose to Brentwood to pick up a friend who has a residence in Lake Tahoe, spend a few days in Tahoe, and then drive back. The route will take us on flat Interstates, secondary roads, through Sacramento, where we usually stop for lunch, and then up Highway 50, which is a steep 7,300-foot climb, and then down to the 6,200-foot elevation of Lake Tahoe. The Leaf would carry three adults and all their luggage for a total of 293 uphill miles.

The return trip takes us to North Shore Tahoe and onto Interstate 80 at Truckee, then on to Sacramento and Interstate 5 back home again. This segment was 233 miles.

The total round trip would be about 526 miles. One thing that would be different from the usual trip to the lake is that we would drive at the posted speed limits the entire trip.

The Dry Run to Monterey

I made a test trip from San Jose to Monterey and back the day before we left, driving 128 miles round trip. When I got back, the Leaf still had about 32 miles of range indicated, so this provided a good sense that the stated range on the Leaf’s “Guess-O-Meter “(GOM) was much more accurate than on earlier Leafs. Things were looking up that the remainder of the trip to Lake Tahoe was possible.

And They’re Off

After L2 charging overnight, the next morning we set off in the Leaf to Lake Tahoe with 168 miles of indicated range. The first leg of the trip was on I-680 and I-580, which are relatively flat interstates. Next we picked up our passenger and then traveled on rural roads to get onto I-5 to Sacramento, where there was a stop for lunch while the Leaf had it’s first QC. Speeds varied from 55 mph on the local roads to 70 mph on I-5. This drive typically takes about three hours in an ICE. Surprisingly the Leaf pulled into the Sacramento QC at about the same time that is the stop for lunch. So far, so good, for the trip. The total distance of this leg was 132 miles.

Lunch took an hour, and the Leaf finished its first QC in about 45 minutes. The car charged up to 95 percent capacity in that time, so we began the next leg on Highway 50, Sacramento to Lake Tahoe, which is the most challenging part of the trip. This part of the trip is 101 miles and has an elevation gain of about 700 ft. every 10 miles. The road starts off as a four-lane road with a speed limit of 55. As Highway 50 increases in elevation, it becomes a narrow winding road that is much slower. Would the Leaf make it on one charge?

Up the Sierra to the Lake

As the Leaf progressed up the grade, confidence increased. The Leaf stayed up with traffic, and by the looks on other drivers’ faces, they seemed surprised that this EV was holding its own on this mountain road. Unfortunately, the driver and passengers bladders were not as strong as the Leaf’s battery, so about halfway up the grade, we stopped in Pollock Pines for a bio break.

It turns out that Pollock Pines has a DCQC right off the road at the local shopping center. At that point, we were at 4,000 feet and had traveled 54 miles. We had a reserve of about 45 miles, but South Lake Tahoe was still 47 miles away. Too close for comfort for this inaugural EV trip, so a DCQC of about 15 minutes was in order. The Leaf added approximately another 35 miles of range.

That turned out to be perfect, as the Leaf covered the last leg of the trip in about an hour. This second QC in two hours elevated the battery temp to just left of the red mark on the temperature gauge, but the car still performed normally. The last part of Highway 50 to Lake Tahoe is the narrowest piece of the trip, and the traffic was much slower than the rest of the trip. It took over an hour to travel the last 47 miles. During this section ProPilot Assist with adaptive cruise control kept a proper distance in traffic. The e-Pedal was also incredible, allowing one pedal driving, especially in heavy, slow traffic. e-Pedal has to be experienced to be appreciated.

The Leaf and its passengers cruised into the hotel in Lake Tahoe at about 4:30 p.m., which ended up being about 90 minutes longer than the usual driving time in an ICE car.

The delta was a combination of driving the speed limit and stopping for charging. The trip time equaled a reasonable leisurely drive. Normal ICE quick weekend trips to Tahoe, where you are driving like a bat out of hell on I-80, can take less than 3 hours.

The Hotel had free L2 charging, so we plugged the Leaf in, and everyone went to dinner.

Enjoy the Lake

The next morning the Leaf had finished charging to 90% (the hotel L2 charger had a maximum time limit on it) at about 2 a.m., and it was ready to go with 145 miles of available range. The battery temperature was back to normal, and all was well. Because the DRIVEtheARC and hotel charging is free, the total cost of the trip so far was $0.00!

At that point, it was determined that the 2018 Leaf was a perfectly capable weekend vacation car and that a 280-mile trip was possible driving at highway speeds, up mountain grades, and did not take much more time than driving the same route in an ICE vehicle. The cool thing about an EV is that it has the same horsepower at sea level as it does at 7,000+ feet.

Over the next three days, the Leaf did not have to charge at all. The 2018 Leaf’s extended range simply eliminated range anxiety. The new Leafs’ handling in inclement weather was put to the test as the last big storm of the season passed through Lake Tahoe during the drive. The storm brought heavy rain, scattered flooding, intermittent snow and sleet during our stay, but the Leaf was stable and made for confident driving in some awful weather.

On the final day of the trip, the storm had passed, the weather was crystal clear, and the lake was spectacular.

The route home would take the Leaf on the picturesque west side of the lake road to Truckee, CA, and I-80 down to Sacramento, then on I-5 to Brentwood, and then back to San Jose on I-580 and I-680.

By the time we got to Truckee, range was only down to 125 miles thanks in part to some downhills that provided exceptional battery regeneration. There is a DRIVEtheARC DCQC in Truckee, so stopping for 45 minutes of charging got the range back up to 169 miles of indicated range for the trip back.

Downhill Bound

I-80 to Sacramento is primarily downhill with just a few significant uphill sections, but with ProPilot set for 65 mph, and staying in the right lane, everyone enjoyed watching the rest of the traffic scream past at 75+ mph. The goal of this section was to see how much of that 169-mile range was available. As the grade increased, the Leaf was always in regeneration mode, with the range at one point reaching 215 miles. The Leaf even passed a few Tesla EVs that for some reason were going slower than the Leaf was. Could they have been suffering from range anxiety?

Once past Sacramento and onto I-5 headed south, the speed limit increased to 70 and the Leaf experienced a bit of a headwind, but made it into Brentwood in three hours with two percent of battery left. The low battery warning was on, and the range was 0, but the Leaf was able to get to a DRIVEtheARC station. For this leg of the trip, the Leaf had traveled 169 miles on a single charge. Plugged in and charging, we went to lunch. When we came back 45 minutes later, we experienced the only hiccup of the trip. The Leaf had charged for 45 minutes, but because the battery range was essential zero, it had only charged to 50 percent of capacity with the battery temperature normal. This behavior was because the DCQC only provides 45 minutes of charging at a time. That gave an indicated range of 80 miles, and the final leg was 65 miles, but there were two sections of highway that had significant hills with steep grades. This last part was going to be a challenge.

The Leaf started the last leg of the trip and, over the first set of hills, as it approached one of the DRIVEtheARC chargers, the Leaf was down to about 40 miles of range and still had a significant grade to cross on I-680 with 42 miles to go. So we decided to be safe rather than sorry and stop at the charger for about 20 minutes. This delay was okay because the charger was next to one of the best bakeries in that area. So while the Leaf was feeding on electrons, the passengers were feasting on soft custard buns!

After that brief stop, the Leaf was off again and made it home safe with range to spare.

Lessons learned from this trip?

  • This trip proved that vacation and weekend trips of about 250 miles are very achievable with the 2018 Leaf.
  • Range anxiety in the 2018 Leaf has become a thing of the past.
  • In California, the DCQC networks are being built out quickly and make trips even in challenging terrains routine. As goes California, so goes the nation, so mid-range travel in a BEV will one day be routine in other areas across the U.S.
  • The 2018 Nissan Leaf performance during our Tahoe trip shows that you that can go the distance in a well-equipped BEV for under $30K.
  • The rumors about the new Leaf not being able to endure multiple DCQC without excessive charge time slowdowns proved to be unfounded. During the trip, charging behaviors were no different from previous 2011 and 2014 Leafs. The most significant challenge is that a larger battery can mean longer charge times regardless of the charge rate. All BEVs throttle their charge rates as the battery fills up, but the 2018 Leaf’s charge profile does not seem any different from earlier generations. The challenge for all BEVs is that the larger the battery, the longer time it will take. As infrastructure and BEV charge rates increase, charging times will improve, but the laws of physics apply and the bigger the battery, the longer it will always take.
  • Nissan’s ProPilot Assist is a top-tier solution that is in many ways superior to all other Level 2 autonomous driving solutions from every other automaker.
  • The 2018 Nissan Leaf is the best balance of quality, value, features and cost of any BEV on the market today. It might not be the longest range BEV on the market, but it makes up for it in every other dimension. If range is your most important quality, wait a few months, as a long-range (and more expensive) version will soon be available. We look forward to putting that version to the test and sharing our impressions with you as soon as we can.

Would Clean Fleet Report recommend driving a LEAF cross-country?

No, we would not, but then again, we would not recommend driving any BEV cross country unless the driver has the patience and courage to do so. Even with the Tesla SuperCharger network currently being the most extensive, the national BEV charging infrastructure is still not there. Even vehicles with more than 250 miles of range suffer from other shortcomings that make long-distance travel impractical and unpleasant at this point, except for those with masochistic tendencies.

However, for vacation and weekend trips under 250 miles, the 2018 Nissan Leaf is an excellent and safe choice. As a daily driver commuter car, the 2018 Leaf is the best choice of any BEV on the market today.

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52 Comments on "Road Tripping In A 2018 Nissan LEAF – Is it Capable?"

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Driving cross country in a Tesla is absolutely doable in anything over a 60 kWh battery. I drove from San Fran to LA to NYC to Tampa without having range anxiety once. There are chargers every 100 to 150 miles on multiple paths cross country.

Thank you for the nice report!

I should add that 250+ miles road plus 7000+ feet climb, is equivalent to at least 300-350 miles on flat terrain.
We already took our 2017 Leaf to 250+ mile trips in the summer, with less climbing, and about the same level of comfort and delay that you experienced with the 2018. So I would say, if you travel with people who have “bio needs”, anything up to 400 miles each way is fair game for a 150-mile BEV with a QC infrastructure. Except perhaps in the dead of winter when ranges seriously contract.

The problem is that LEAF with consecutive climbing and hwy driving will cause the charging to throttle back. Extreme cold and extreme heat are both bad for the situation.

This trip and your trips (based on your geographical location) are often done at relative mild weather which helps.

“The rumors about the new Leaf not being able to endure multiple DCQC without excessive charge time slowdowns proved to be unfounded”


Yeah, so he charged two times, the second time being only 15 minutes but it still took the battery temp up to the edge of “red”… and that PROVES that Leaf will never taper the charge rate due to temp?

The author definitely has a different definition of “proof” than I do.

Yea, author is not setting normal expectations.
Admitted to driving like “bat out of hell” on I-80 yet willing to creep in the Leaf.

Here’s the biggest false proof:
On the way back, he said temp was normal. Yet in 45mins only got from 0% to 50% out of a 50kW DCFC. So that’s barely 20kWh, meaning even at less than 50% SOC, the charge rate must have tapered from the 100A max.

Normal behavior is for the charge rate to taper from 100A at around 90% SOC. So his Leaf started the taper way early because of the multiple DCFC sessions.

I’m not against this behavior. It is good for the battery but please don’t be like bro1999 making excuses for shortcomings. It doesn’t help EV adoption if we distort the facts.

The author certainly spun that one hard.

In fact, that is only after 1 DCFC and two segment of hwy driving.

“As a daily driver commuter car, the 2018 Leaf is the best choice of any BEV on the market today.” Really? where’s the comparison to other lower cost BEVs like the Ioniq, Bolt, Clarity, Niro… Nice article but seems very bias, with lots of unjustified ‘Leaf is best’ comments.

Agreed. “One of the best choices” or adding “in my opinion” would be fine, but “the best choice of any BEV on the market today” as if it’s an objective fact and ignoring all the possible variables is a ridiculous claim.

Hmmm. Agree in general, but Niro BEV? I’ll take 2 please.

The author should have qualified that any EV choice is dependent upon the needs of the driver and his or her wallet. Many people are happy to use a Fiat 500e (in California) as a daily commuter because they don’t need 150 miles, and it has a dirt cheap lease. Others, got a deal on a Focus Electric (like me), and use it for short trips with its 115 mile range. That, combined with our Model 3, provides for a perfect EV family. (My daughter uses the 500e for commutes to college.)

There is no “best choice” for everyone.

I want a 500e, but my wife has me over ruled. I bet they are fun.

Thanks for the report! Now to wait for Nissan to start putting that $3k on the hood for SCE customers…

“Too close for comfort for this inaugural EV trip, so a DCQC of about 15 minutes was in order. The Leaf added approximately another 35 miles of range.”

35 miles in 15 minutes….the report doesn’t detail what kind of fast charger it was, but if it was at least a 100A station, that indicates the Leaf was not charging at the station’s max output…likely because the Leaf’s battery was already starting to overheat.
Unfortunately, the report is light in technical details, so really not that useful other than finding out 1 guy not in a rush at all can make a road trip in an ’18 Leaf.

Thanks for the report. Seems like a lot of planning and worrying about the next charging stop to me. I just want to get in the car and go. I don’t want the mapping of charging stops to be part of any trip I do. I have a 2014 Leaf, and I LOVE it. But it’s not used for long trips. I have two 100 mile round trip drives I need to take this weekend. They will not be with the Leaf. I don’t want to have to monitor how fast I’m driving, stop or eat at certain places because they have a charger, or worry about if a particular charger is working. I just want to drive where I’m going, do what I’m doing, and drive home. If I had a 2018, then the trips I use it for will expand from the current 60-70 mile round trip limit to 120 -150. I think there are many EV drivers that ENJOY the geekieness of driving EVs, finding chargers, and mapping trips, etc. Good for you guys, it’s just not for me. I have only used public chargers I think twice in the six months of owning the car.

100% this. I like driving my Leaf, and I have taken it on long trips, but I also realize I’m an EV nerd and I enjoy what it takes to make that work. I think 60kWh battery is required for a normal driver to adopt EVs and be OK even if they speed, crank the heat, drive in cold weather, etc.

I think you are right, LS. 60 kWh will be just about the minimum capacity most people will want if they think they will be roadtripping. And even a slight upgrade to 70 kWh would make a noticeable difference in convenience. But it all comes down to kWh per mile and ubiquity of charger and the speed with which your car and charger work together to add miles to your pack.
Over the next 2 to 4 years we are going to see a lot more chargers, a lot more choices in BEVs (with all sorts of max charge rates) and considerably FASTER chargers. It is going to be interesting to see the car makers offerings over the next couple years. Here is hoping that GM, Kia, Hyundai, Honda and Nissan at least attempt to make upgrades to their BEVs every other year or so like Tesla does. The Bolt and especially the Leaf both need more pack capacity and faster charging would help as well.

Thanks for the detailed report. I was a 1st generation LEAF owner and while the LEAF was fairly fun to drive, the frequently over optimistic GOM, definitely caused anxiety – glad to to hear this has been addressed. I experienced about a 20% loss of battery capacity between 2011 and 2017 with less than 40,000 miles driven. I still have reservations that the battery technology Nissan uses is not so good with thermal management. In the article, it sounds like the DCFC was not at full output if it added only 35% at the uphill stop. I presume rate was limited due to a hot battery. Time will tell if heat induced battery degradation has been solved. I recently switched to driving a Chevy Bolt, and while the Bolt is smaller and more expensive than the LEAF, I feel more comfortable with the battery thermal management. We’ll have to see how it works in the long term, but so far so good with only 2,000 miles. I don’t have access to DCFC, so I can’t comment on charge rate tapering. It is most welcome that the new LEAF’s GOM gives reasonably accurate estimate of range. That’s a big deal. The… Read more »

I heard that the Bolt tapers DC charging to about 25kW when above 50% state of charge. Is that true?

You say “..The rumors about the new Leaf not being able to endure multiple DCQC without excessive charge time slowdowns proved to be unfounded…” Great, but where are your DCQC charging data ? Like from 30% full battery (SoC) up to 85% was 45kW or 40kW DCQC charging speed. It’s difficult to believe your enthousiasm when you do not provide these basic data! Check out at Twitter #rapidgate for a lot of real-world data 2018-Leaf-40kWh owners allready provided, giving exact chargingspeed times. Hopefully, like I experience via my web-invoices in the Netherlands with DCQC Fastned charging, your DCQC locations provide(d) you with these data.

Without these data your “…unfounded..” statement is of course useless…!

Nice trip report, but lines like “This trip would stress test the Leaf to the extreme” when talking about a 500 mile trip on well maintained highways isn’t doing anyone any favours.

By the way I just did a 840 mile trip in my 24kWh Leaf. Did not feel that I stressed the car very much at all.

“Lunch took an hour, and the Leaf finished its first QC in about 45 minutes. The car charged up to 95 percent capacity in that time,..” I sincerely hope you kept an eye on your car at the QC. It is really bad behavior to block a QC by just “parking” your car. Quick Chargers are scarce, so use them wisely. Nobody wants to arrive at a QC that is blocked by a slow charging or even not charging car. If you want to have lunch please park your car elsewhere.

Wow, so if you need a 45 minute charge for your car, and your lunch takes an hour, that’s too long to be away from your car? Are you supposed to sit by your car for 45 minutes while it charges? Are you supposed to leave lunch early, and walk back to your car and move it? This is exactly what I mean about how public charging is not for me. What percentage of people want to babysit their cars while charging?

Most people who are not geeked out about their car don’t want to babysit it. They don’t want their car to be a hinderence to their lives and their busy days.

“Are you supposed to leave lunch early, and walk back to your car and move it?“

That is the polite thing to do. Or leave a note that it is ok to unplug the car if it is done charging.

Good point, There were 4 DCFC chargers at this station, and I was the only one there, so no harm no foul.

Another report telling that the Leaf is a great car for these distances. Most drivers dont need more range.

Great car? Seriously, you and the writer have a way of spinning the facts…

If you leave out enough facts, you can pretty much spin anything any way you want…

It is a fact. The new Leaf is tested by many people for distances like this trip. You can Google it. You can of course pay 10.000 dollars more and hope to get a Model 3 in two years and then get extra range. But how many of the consumers really need it?

“The new Leaf is tested by many people for distances like this trip. You can Google it”

This just proves that some people can “tolerate” the trip with a LEAF. That doesn’t mean the way LEAF handles it is tolerable for MOST BUYERS.

Same goes for Tesla products.

Or pay just a few thousand more and get the Bolt. Bolt’s can be found new on dealer lots for $32k.

I think the new leaf is a really good car, but it still has a terrible battery system, as evidenced by the near red zone temps with just a couple short fast charges. I will not lease or buy another Leaf until they get TMS or a radically improved heat-withstanding battery chemistry.

Until then, our Bolt is the far superior car for our needs. Able to do 200 miles under almost any conditions, and much more if you don’t push it. We plan to take a road trip from California to the pacific northwest this summer and don’t really have any range concerns.

Seriously, this write is spinning the report positively for the LEAF. Let us look at some reported facts: ” At that point, we were at 4,000 feet and had traveled 54 miles. We had a reserve of about 45 miles, but South Lake Tahoe was still 47 miles away. ” So, it wouldn’t make it without DCFC session at Pollock Pines. If you missed that spot, then you are SOL. I drive those routes every winter. The writer is lucky that they don’t have use extensive heat for heating the car during the same period. It would have required a far longer session at Pollock Pines if it is in the winter. “That turned out to be perfect, as the Leaf covered the last leg of the trip in about an hour. This second QC in two hours elevated the battery temp to just left of the red mark on the temperature gauge, but the car still performed normally. The last part of Highway 50 to Lake Tahoe is the narrowest piece of the trip, and the traffic was much slower than the rest of the trip. It took over an hour to travel the last 47 miles. ” So,… Read more »

Actually taking US-50 to Tahoe is actually easier on the LEAF than I-80. I-80 has about the similar climb rate but at much higher average speed which is worse than US-50 where the windy roads actually have steep climbs in sections but also opportunity for regen at times… The tough part of the climb is after Strawberry on US-50.

The author should repeat the trip in the middle of winter to Tahoe and see what the heat usage would do to his range. He will need at least 1 to 2 more DCFC session on the way there.

Also, doing the same trip in the middle of hottest summer can really test out the DCFC/heat issue as well. Maybe there should be a trip report part 2 and 3 for those two conditions.

Good for California. But there are still HUGE swaths of the country with zero or very few Chademo chargers.

To all the naysayers about the 2018 leaf, the point of this article is simply you can go on a 380 miles rond trip over a few days without problems.
If you intend to make longer trip don’t buy this car.
All the negative comments are from people who don’t even own an EV and most didn’t even have driven one. I own an EV and do long trips weekly. This car will do fine for me and mostly fit my budget.
If you want a bone to pick, talk about the Chevy Bolt’s defective battery pack who leave you stranded in the middle of the road without any warning!

GM has a software fix to identify the very few cars with that condition, and to properly report the estimated range so that doesn’t happen. It only impacted a very cars and is already a non-issue.

Letter to the Editor:
Have you stopped exercising editorial judgment?
Some detailed stories, including here,
just 3 weeks ago
reported the 40kWh Leaf throttles charging rates if doing multiple successive DCFC sessions. I was very much looking forward to reading the article, to see whether this ride report would match the conclusions of the earlier ones.

Instead, this “report” says “The rumors about the new Leaf not being able to endure multiple DCQC without excessive charge time slowdowns proved to be unfounded. ”
…but doesn’t give any detailed charging rate numbers WHATSOEVER, and, by the data on charge times that is given, implies that throttling DID take place.
Big whoop that charging overnight at L2 rates works fine. I’ve never heard there were any doubts on that, and the express purpose of this report was long-distance trips.
As such, it’s a worthless report, and you shouldn’t have published it.

You’ll find a more honest analysis elsewhere, look for… Leaf vs Long Journeys.

Half the battery in 45 min is not good even though the battery is big. 50% equals to 24kwh average charging speed which is half of what it should be able to get. If it’s the leafs fault or the chargers I’ll leave unsaid.

24 kW*

Either the report is paid for the positive bias or the author is trying to convince himself that he did not make any mistake purchasing a new Leaf.
Even some teslas were overtaken – of course Leaf is the best and all not so good findings about battery etc are just the work of people wishing bad to Nissan :-/

What their trip taught me was charging infrastructure in the Southeast precludes any such trip. Our Bolt can make a round trip to Nashville,TN or Atlanta, GA from Huntsville, AL without range anxiety with our limited DCFC network, but I wouldn’t even consider going beyond 175 miles one way.

Someday, when the charging infrastructure spreads inland from the coasts, it will be doable (I hope!). Until then, we’ll take the Silverado. It may drink gas (compared to a car, much less an EV), but the fueling infrastructure, which took decades to put in place, makes it far less stressful down here in flyover country.

So not to long ago, this site criticized the EA network for favoring CCS over CHAdeMO, but makes no such criticism of an entirely CHAdeMO Network?

Seems like CA should have insisted that the ChargetheARC network included CCS.

Every charger in the Drive the Arc Network has both CHAdeMo and CCS compatibility.

Well Charge De Mover did exist 4 or 5 years before CCS – US Version. Now that we have two different versions of CCS is that a problem for people? We will just have to get used to 6 different types of QC

The real problem here isn’t with a family car like the LEAF or charging rates or range per charge. The problem is unrealistic expectations from trolls or O&G peeps that for some reason like to bash Nissan LEAFS and spread fake news about LEAFS having some sort of problems with TMS. If anyone compares a LEAF to a Tesla the problem isn’t with the LEAF, it is with the person making the silly comparisons. The Tesla is the ultimate in luxury, range, and performance. If you want a highway cruiser then you should buy a Tesla. If you want a family car for driving around town or commuting to work or cutting back on gasoline consumption I would recommend a LEAF. Nissan has never made any claims about highway cruising that I am aware of. I do know that Nissan said that most people drive less than 35 miles a day and this car perfectly suites those people. Get the best car that suites your needs and budget, that’s no reason to spread fake news about different cars. If you want to learn more about why some cars are degrading then rcheck out the battery university and stop spreading fake… Read more »

Looks like a great trip. Looking forward to retirement soon. We are going to hit every natural park in the lower 48 and a lot of the provincials up north. Plan on adding 3kW solar to the camper so we can charge the LEAF at 2kW on the road when a campsite doesn’t have power. Seems the natural parks are lollygagging when it comes to EVSE.

Not sure how the author can claim that range anxiety is a thing of the past when he essentially got down to zero range before being able to charge.

Good info. I have a 2017 Leaf with less range. I was mostly concerned about the engine overheating and it seemed you didn’t have that problem. Tomorrow I am going on a 500 round trip. There’s enough chargers on my route; but the temp issue is a big concern, along with the ever present issue of hoping chargers are working when I arrive. They can be unreliable with about a 20% not working average. Thanks for sharing. Ted