The Nissan Leaf impresses in pretty much every area. It’s easy and comfortable to drive, especially around town, and it has a decent range that will make it appealing to more people. Given how much it costs, there’s an impressive amount of tech, too, and it offers enough space for all the family.
There’s a chance that people who already own one of the first-generation Leafs will be unhappy to see just how ‘normal’ this model makes owning, driving and living with an electric car – in its looks, interior, interface and the way it drives. However, for us, our only real disappointment is that, from a quality and style point of view, it’s not as appealing as a Volkswagen e-Golf.
Nissan themselves will admit that the design of the first-generation Leaf could have put some people off, but it’s hard to see that happening with this model.
Although it’s a striking shape with some hi-tech lines, the new Leaf is certainly rather more conventional than the original car. The front end has Nissan’s family grille, and with tail-lights that echo those of the popular Juke baby SUV, this could even be a family hatch with a combustion engine – were it not for a few tell-tale signs, like the bonnet flap, which lifts to reveal the charging sockets.
If you want your Leaf to stand out a bit more, you might be tempted to go for a model with either N-Connecta or Tekna trim. That’s because they give you the option of a two-tone finish to the car, with a white body and contrasting black roof and door mirrors.
Overall, we think it’s worth avoiding the most basic Visia model, as it’s the only model in the range to miss out on standard alloy wheels and front fog lamps. From N-Connecta trim, the car also comes with tinted windows and a black pillar between the front rear doors, while the top Tekna models have full LED headlights.
As outside, so inside, you can see how engineers have tried to give a seamless transition to the EV experience. Apart from the odd flash of backlit blue, the layout, plastics and finish are as they’d be in any contemporary mid-sized hatch.
But, there are still some familiar sights, such as the gear selector from the original Leaf between the front seats, and Nissan’s regular infotainment system in the centre of the facia.
Quality is a mixed bag. The plastics across the top of the dash and door are a bit cheap and some of the switches aren’t exactly premium-looking, but it’s all put together brilliantly by the gang at Nissan’s factory in Washington, Tyne and Wear.
Sat-nav, stereo and infotainment
Every model comes with a customisable 7-inch TFT screen next to the analogue speedometer, as well as Bluetooth connectivity, but you’ll need Acenta trim or above to get the smart Nissan Connect EV system. This gives you not only Android Auto and Apple CarPlay, but also an intelligent navigation system that will help plan your journey, showing places where you can charge, up if you need to.
Acenta models also come with six speakers for the stereo, rather than the four that are standard on the Visia; but, if you opt for a range-topping Tekna model, it comes with a premium Bose stereo and seven speakers.
If you’ve never driven an electric car before, what will surprise you most is how easy it is to drive one. Floor the throttle in the Leaf and the car picks up pace smoothly and easily, as the motor’s distant whine is accompanied by glorious, instant torque. It’s tremendously responsive, making this a thoroughly undemanding car to drive.
Just like the first-generation Leaf, this model is at its most relaxing when the conditions and traffic around you are at their most stressful. In town, the e-Pedal system (fitted to every model) really comes into its own – allowing you to drive using just one pedal. There’s a similar system in the BMW i3, but Nissan’s version goes further, engaging the brake if it needs to.
On the road, you can instantly feel e-Pedal in action when you turn the system on. The right-hand pedal immediately has more resistance, forcing you to be firmer with your inputs to maintain rapid progress. Lift off, though, and the speed washes away smoothly.
Most drivers will take a couple of hours to learn where to lift off to come to a halt at traffic lights and junctions – the braking is so strong that, to start with, you’ll stop short of where you meant to. But once you’ve adapted to the system, you’ll wonder (as we do) why e-Pedal is not the default setting and has to be switched on manually.
The steering is also ideal for urban driving – light, but direct enough for you to position the car confidently. And, although the ride is firm – anything with such a big battery pack will require that approach, to keep body control in check – the Leaf shows enough of the sophistication of its Qashqai sister car over the worst potholes. Only really sharp imperfections reach the cabin, while the firm set-up means the car doesn’t roll too much in bends.
Out of town, you’ll really appreciate how quiet the car is. Indeed, Nissan claims it’s 30% more hushed than similarly sized rivals with internal combustion engines and we can believe that. You’ll notice a bit of tyre noise, but only really because the car is otherwise so serene.
Engines
The one thing you have no choice about in the new Leaf is what powers it. Every model has a 148bhp electric motor that’s powered by a 40kWh battery.
As we’ve seen above, it’s a tremendously smooth and responsive combination. And, it’s enough to get the car to 60mph in less than eight seconds, which is very impressive – and probably much quicker than most people think an electric car can go.
This latest Leaf hasn’t been crash tested by the experts at Euro NCAP, but the previous generation scored a maximum five stars, which bodes well.
Similarly, we’re reassured by the large amount of safety-related tech that comes on the car. As well as the usual collection of airbags, ABS and ESP, every version also has Intelligent Emergency Braking (which will automatically apply the brakes if it senses an possible impact), Lane Departure Warning and Intelligent Lane Intervention, which will guide you back into lane, if you start to drift out of it.
Also standard are Nissan’s Intelligent Trace Control and Intelligent Ride Control systems. The former will automatically apply the brakes to keep the car on its desired cornering line, while the latter uses a combination of the engine and brakes to prevent the car pitching up and down as it travels along a poorly surfaced road.
It takes advantage of the way that a car’s nose will rise slightly when the driver accelerates, and then fall again when the driver brakes or just lifts off the accelerator. So, by imperceptibly adjusting the brakes or accelerator, the system can make the car ride more smoothly.
Beyond that, the Pro Pilot system (an option on N-Connecta trim and standard on Tekna) not only adjusts your speed to keep you a set distance from the car in front – bringing the car to a complete halt, if necessary – it will also keep you centred in your lane.
It’s too early to comment on the Leaf’s reliability, but in the 2017 Driver Power survey the previous-generation model finished just outside the Top 30, and was judged the ‘best green car’.
Warranty
Like every Nissan car, the Leaf comes with a three-year/60,000-mile warranty. This is about average for this class, but it can be extended for an additional fee.
However, beyond that standard warranty, there is also some extra cover to recognise the fact that the Leaf is an electric car.
For a start, the car comes with a five-year/60,000-mile warranty on all the dedicated EV components; and, for eight years/100,000 miles, the battery warranty cover protects against capacity loss of more than nine of its 12 bars, as shown on the capacity gauge.
Servicing
Service intervals on the Leaf are every 18,000 miles – the same as on a diesel Qashqai, for example.
Nissan also operates a system of fixed-price servicing options, starting at £149 for a minor service on an electric car – which is cheaper than on a petrol or diesel model.
The Leaf comes only as a five-door, five-seat car; and, if you’re wondering how well an electric car can accommodate all its batteries and a full load of passengers and packages, the answer is very well.
In part, that’s because the battery pack is underneath where the passengers sit, so it doesn’t intrude into the cabin at all. It’s also easy for the driver to get comfortable behind the wheel, although the steering wheel only adjusts for rake.
The one thing you might notice – especially if you’re in the back – is that you sit a little higher than you might expect. So, rear-seat passengers do sit with their knees a little tucked up, but the car will take four six-footers.
To cap it all, the boot is very generous, meaning the Leaf is one of the most practical cars of its size and type.
Size
One look at the Leaf will show you that, in terms of size and shape at least, it’s a conventional five-door small family hatchback. And, at 4,490mm long, it’s slightly longer than a Ford Focus or Volkswagen Golf.
Where you will notice the Leaf – quite literally – standing apart from its rivals is its height. At 1,540mm high, it’s a fair bit taller than the Ford and Volkswagen; and, in fact, it’s not far short of SUVs like Nissan’s own Qashqai.
Leg room, head room & passenger space
Other than sitting a bit higher than those in the front seats – and with their knees tucked up a little – rear-seat passengers won’t have anything to complain about. In fact, head and legroom are good throughout the Leaf, and it can happily take four adults in comfort.
That means it’s up with the very best in its class, and easily on a par with the likes of the Golf and Focus. There are also Isofix child-seat mounting points on the outer rear seats.
Boot
The Leaf’s boot is simply vast. At 435 litres, it’s way bigger than what you’ll find in electric versions of the Golf or Focus. As a result, it provides enough room for a couple of suitcases or a weekly shop for a (very) large family. There’s certainly space for the thick charging cables EV drivers store in their boots, and even a couple of nets on either side of the boot to tidy those cables away.
And, for those times when you need even more space, you can fold down the rear seats, which are 60/40 split as standard on every model.
One of the major attractions of any electric car is how little it can cost to run. Depending on how you drive and charge it, it can work out to be significantly cheaper than a conventional petrol or diesel car.
When you plug into one of the sockets under the flap in the nose to charge up, it’ll take 21 hours from empty to 100% off a household plug, 7.5 hours with a home 7kW charger or you can get an 80% charge in 40 minutes from a 50kW fast charger.
Perhaps the big question is: how far will it go? According to the new Worldwide harmonized Light vehicles Test Procedure (designed to produce a more representative result than the previous test), the car will do as much as 168 miles; and, if our test drives of the car are anything to go by, around 150 miles should be achievable.
However, in common with any electric car, the range you actually achieve will also depend hugely on the way you drive, the temperature and how much you’re carrying.
Regardless of how far you go, having zero tailpipe emissions also means that the car gives you access to further savings. For example, the car qualifies for the maximum government incentive for buyers of Ultra Low Emissions Vehicles (currently £4,500) and is exempt from the London Congestion Charge.
Regular maintenance can also be cheaper on the Leaf than on a petrol or diesel car, because there are fewer moving parts, and you won’t have to pay for things like oil changes.
What’s more, for the same reason, you’ll also save on annual VED rates. From the second year onwards, electric cars incur no VED, whereas you would be paying at least £130 a year, even on an alternative fuel vehicle.
Finally, for a company car user, there are potentially huge savings over a petrol or diesel car, as an electric car incurs BIK tax at 9%, compared to 22% for a diesel car that emits 100g/km of CO2.
Insurance groups
If you’re the kind of buyer who decides which model to buy depending on its insurance costs, the Leaf won’t help you. Every version sits in group 21 – exactly the same as the BMW i3, but higher than a Volkswagen e-Golf or Renault Zoe.
Depreciation
It’s too early to be able to predict with any real certainty just how well the Leaf will keep its value. But, from the figures we have seen so far, it looks as if the cheaper models will lose their value more slowly than the most expensive versions.
That means that the lower-spec versions look better than, for example, the BMW i3 and Volkswagen e-Golf – which are dearer to buy. However, if you look at more costly Leafs, which have similar list prices to the BMW and VW, they lose value at a similar rate to their electric rivals.
On the other hand, if you compare them to non-electric cars with similar list prices, the more conventional cars look set to retain their value more strongly.
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