Nissan Leaf

The first Nissan Leaf was introduced some 15 years ago. In that time, Nissan learned that trust comes first. Gradually, the Leaf gained an ever-increasing range for carefree driving. In this third generation of the Leaf, the range is even central. In addition, Nissan has learned that technology alone is not enough. An electric car also has to look attractive.

The third generation of the Leaf is therefore a stocky, sporty-looking hatchback with an air resistance of just 0.25 Cd. The latter is due not only to the basic shape, but also to details like the flush door handles, aerodynamic rims and active grille (opens only when needed). Bright colours, sharp-cut headlights and hints at Japanese origins provide the strong character often lacking in newcomers. Not entirely coincidentally, the rear lights consist of a combination of two and three bars. Indeed, the Japanese words for two ("ni") and three ("san") together spell out the word "Nissan".

Space

While the larger Ariya has the most beautiful interior of its kind, Nissan strangely chooses not to adopt that style in the Leaf. The Leaf's interior is by no means ugly, but it can't even compare to the Ariya's inviting cabin.

The space up front is good. However, the quality of the seats is poor. After only a few hours of driving, the test driver and co-driver started moving, looking for a non-existent more comfortable position. Rear seat space is average for a car like this. The engine compartment is filled to the brim, so unfortunately there is no extra storage ("frunk") space here.

Equipment

Previous generations of the Leaf already had distinctly modern equipment and that trend continues with this third generation. There are two 14-inch displays on the dashboard, which together form a whole.

The audio, communication and navigation system is controlled by Android Automotive, which raises privacy concerns. Many features are only available after logging in with a Google account, and the promised "privacy mode" simply disables most of the functionality. Still, Nissan has taken care of the use of Android in the car a lot better than other brands (and even better than in its own Micra!). The integration is above average, so the user does not notice which functions are provided by Nissan and which by Android. Moreover, Nissan has a well defined plan for updates. However, the hardware is not overpowered, which means that over quite some time the usability of the system will come to an end anyway.

The collaboration with audio manufacturer Bose is less successful. The sound of the audio system is bombastic, with almost all sounds drowning in bass (tested with neutral settings). Clarity is therefore far from it, while it is tiring to listen to.

Electric car

Some Nissan models are based on models from Renault. That does not apply to the Leaf. However, the Leaf does share the platform ("CMF-EV") with the Ariya, among others. The technology is therefore modern, though not revolutionary. The Leaf is available with a 52 kWh ("standard range") and 75 kWh ("extended range") battery, giving a range of 445 km and 622 km respectively. The latter value in particular is unusual for a car in this segment and until now has been found mostly in much larger electric cars.

A 177 hp engine is mated to the 52 kWh battery. The 75 kWh version has a 217 hp motor, which makes for good performance. So good, in fact, that wheel spin occurs unintentionally and drive forces affect the steering (so-called "torque steer"). Neither are distracting, but they are noticeable.

Four steps can be used to determine how much energy the Leaf recovers when the accelerator is released. In the process, the radar and navigation system can be used to automatically reduce speed (and thus recover energy) when approaching curves or traffic lights. In the so-called "e-Pedal" mode, it is not possible to drive with one pedal, which is a missed opportunity as far as Autozine is concerned.

Thanks to the favourable streamline and modern electric motor, test consumption on a simple route under moderate weather conditions came to 14.9 kWh / 100 km (actual range: 534 km). That's a decent value for a car like this.

Nissan made a big mistake by fitting the previous Leaf with a ChaDeMo connector for charging; a plug that is only common in Japan. The new Leaf has a standard European CCS connector. This allows the Standard Range to charge at a rate of up to 105 kW. The Extended Range charges at 150 kW under ideal conditions (from 15% to 80% charging in 30 minutes). The Leaf can provide energy. This involves both supplying energy to household appliances ("V2L") on site and delivering energy back to the grid ("V2G").

Driving behaviour

Because efficiency and range are key, this third generation of the Leaf also stays true to the original concept. It is therefore a hatchback and not an SUV. An added advantage of this lower build is a lower centre of gravity and thus more stable (read: safer!) handling.

The sounds of the driving wind and tyres ("Hankook Ion Evo" on the test car) are too clearly audible, especially on the motorway. Handling is tailored to European preference with a good balance between comfort and dynamics. Bumps in the road surface are effectively absorbed and (modest) speed bumps hardly even require braking. When driven more quickly, the Leaf is stable and lively.

Conclusion

Does Nissan translate 15 years of electric car experience into a head start? Yes and no. The third generation of the Leaf is certainly not as revolutionary as the first, although it certainly could have been by opting for a new battery chemistry or being the first traditional brand to introduce a "software defined vehicle".

Nissan did, however, learn from the Chinese newcomers and from its own past mistakes. The Leaf has a strong personality and for that reason alone is more desirable than many newcomers. Space, equipment, ergonomics, technology and performance are all average. The Leaf excels with its long range and the fact that this is an electric car from a well-known brand. Will that suffice? It's  up to you: love it or LEAF it?