Test: Nissan Leaf Tech
Content
It wasn't without problems - the Leafa got a pretty bad rap in some places because it didn't have any battery thermal management. He still couldn't use the cold air from the air conditioner to cool him down. That's why users in warmer parts of the world have had some issues - but whether the new Leaf will be something different (all the better) in this area, a bit later in the article. Namely, when we write that the Nissan Leaf is an electric car, this of course means it first of all (or also, depending on who you ask, since thoughts about modern mobility and its connection with digital life are different). And what is it according to automotive criteria?
Leaf does not hide the fact that this is an electric car, especially externally. Inside, the forms are much more classic - in some places even a bit too much. Gauges, for example, are semi-analogue, since the speedometer is an old variety with a physical pointer (but you can install an additional, but too small, numerical speed display on the digital part) and an opaque dial, and at first glance this is not the place in such a car. Is it possible that Nissan's designers didn't look to electric competitors who have meters that are much more transparent and useful and (manufacturing-wise) not more expensive?
The LCD screen next to the speedometer is too small and too crowded with information that could be better organized, but above all more important and with fewer duplicate labels.
A minor minus, but still a minus, deserves an infotainment system. And here, Nissan designers could work on the system less is better and make it more intuitive and comfortable while driving, although it is not without features, and, above all, the finished part is tied to the use of an electric vehicle. (charging and conditioning schedules, map of charging stations, etc.).
It sits quite comfortably, but a little too high for taller riders, and the steering wheel adjustment could be a little better. This (as expected) doesn't give much feedback about what's going on under the wheels, but it's at least as much as a steering system error and a suspension error - it allows for too many body turns and gives the car an unreliable feel safe). No, the Leaf is not for those who want a modicum of driving pleasure or are a regular on the twistier, bumpier roads.
The Tekna-equipped Leaf otherwise boasts a wealth of equipment, not only comfort but assistance. Nissan puts the ProPilot system at the forefront, which is a combination of active cruise control and a dog grooming system. The first one works well, the second one can be a bit unreliable, lag at times, or overreact. Thus, the driver sometimes feels that a permanent repair is needed - although in the end, most likely, it will turn out that the system will correctly hold the car between the lines on the highway.
A highway is not a road that would be written on Liszt's skin. Consumption at speeds of 130 or more kilometers per hour increases dramatically, and if you want to drive economically enough, you will have to put up with speeds there of about 110 kilometers per hour. The Leaf can then travel 200 miles on the highway.
Highways are especially annoying if it's hot outside. Temperatures dropped above 30 degrees during our test, and at these temperatures the Leaf is unable to cool down the battery after a quick charge. Let's write right away: although the Leaf was supposed to be charged with a power of 50 kilowatts with a dead battery at a fast charging station (CHAdeMO connector), we never saw power rates above 40 kilowatts (even when the battery was moderately cold). When the battery started to heat up to the red mark while charging on warmer days, the power quickly dropped below 30 kilowatts and even below 20. And since in this case the car could not cool the battery, it remained hot until the next charge - which means that at that time while using fast charging was pointless as the Leaf was not charging faster than at the end of the previous charge. Our German colleagues tested the charging capabilities very carefully and came to the same conclusion: when the external temperature is too high to cool the battery while driving, the Leaf can only withstand one fast charge at full power, then the charging power is noticeably reduced. - at the same time, the charging time increases so much that there is no need to even talk about more serious ease of use in such conditions.
But is this really a big disadvantage of the Leaf? Not if the buyer knows which car he is buying. One of the reasons Nissan didn't choose a thermostat (liquid or at least air) in the Leaf is price. The new 40 kilowatt-hour battery (according to some anecdotal reports, the exact number is 39,5 kilowatt-hours) is installed in the same housing as the previous 30 kilowatt-hour, which saved Nissan a lot of development and production costs. Therefore, the price of the Leaf is lower than it would be (the difference is measured in thousands of euros), and therefore it is more affordable.
The average user of such a car will rarely use fast charging - such a Leaf is primarily intended for those who have a car for the day and who charge it at home at night (or, for example, at a public charging station). As long as that's clear, the Leaf is a great electric car. Of course, jumping from Ljubljana to the coast or to Maribor isn't difficult either - the Leaf will do one quick charge in between without any major problems, but at the finish it can be charged more slowly before returning, the battery will cool down and lo and behold. There will be no problems on the way back. If you want to travel longer on a regular basis, you just have to look for a car with a bigger thermostatically controlled battery - or wait another year for the Leaf to come along with a larger 60kWh battery - and active thermal management.
So how does Leaf turn out in day to day use? As far as range is concerned, absolutely no problem. On our standard lap, which also includes a third of the track (because we're driving within a limited range, which means speed measured using a GPS, not a speedometer, although that's surprisingly accurate in a Leaf for EVs), consumption stalled at 14,8 kilowatt hours 100 km less than the Renault Zoe-like e-Golf (which is smaller) and slightly more than the BMW i3. We have no comparison to the Hyundai Ioniq, which may also be the Leaf's biggest price competitor, as we tested the Hyundai in winter, freezing cold and with winter tires, so its consumption was incomparably higher. When we compared the three versions of the Ioniq, the test consumption of the electric Hyundai with the higher highway percentage (it was about 40 percent at the time) was just 12,7 kilowatt-hours.
We gave the Leaf a big plus because it can only be controlled with the "gas" pedal (hmm, we'll have to come up with a new term for it), like the BMW i3. At Nissan it's called an ePedal, and the thing can be turned on (highly recommended) or turned off - in which case, for a more serious regeneration of electricity, you need to slow down a bit. In addition, it has a powerful enough built-in charger (six kilowatts) for AC charging, which means that in three hours at a public charging station, you can charge it for a good 100 kilometers or more than twice or almost three times. more. as much as the average Slovenian driver transports in one day. Big.
So is the electric car legend in its latest edition such an attractive choice? If you know how to use it and what its limitations are, then definitely - as evidenced by the sales results of the new generation, which immediately rose to the very top of the world sales. But still: it would be better for us if the price (according to the properties of the battery) was still a thousandth lower (
Nissan Leaf Tech
Basic data
| Sales: | Renault Nissan Slovenia Ltd. |
|---|---|
| Test model cost: | 40.790 € |
| Base model price with discounts: | 39.290 € |
| Test model price discount: | 33.290 € |
| Power: | 110kW (150 KM) |
| Acceleration (0-100 km / h): | 8,8 with |
| Maximum speed: | 144 km / h |
| Guarantee: | 3 years or 100.000 km general warranty, 5 years or 100.000 km for battery, motor and electrical components, 12 year corrosion protection, extended warranty options |
| Systematic review | 30.000 km / 12 months |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 408 € |
|---|---|
| Fuel: | 2.102 € |
| Tires (1) | 1.136 € |
| Loss of value (within 5 years): | 23.618 € |
| Compulsory insurance: | 3.480 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 8.350 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 39.094 0,39 (km cost: XNUMX €) |
Technical information
| engine: | electric motor - front mounted transversely - maximum power 110 kW (150 hp) at 3.283-9.795 rpm - constant power np - maximum torque 320 Nm at 0-3.283 rpm |
|---|---|
| Energy transfer: | front wheel drive - 1-speed manual transmission - ratio I. 1,00 - differential 8,193 - rims 6,5 J × 17 - tires 215/50 R 17 V, rolling range 1,86 m |
| Capacity: | 144 km/h top speed - 0-100 km/h acceleration in 7,9 s - Electricity consumption (ECE) 14,6 kWh/100 km; (WLTP) 20,6 kWh / 100 km - electric range (ECE) 378 km; (WLTP) 270 km - 6,6 kW battery charging time: 7 h 30 min; 50 kW: 40-60 min |
| Transportation and suspension: | limousine - 5 doors, 5 seats - self-supporting body - front single suspension, spring legs, three-spoke wishbones, stabilizer - rear axle shaft, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling), rear disc (forced cooling), ABS, electric handbrake on the rear wheels (switching between seats) - rack and pinion steering, electric power steering, 2,5 turns between extreme points |
| Mass: | empty vehicle 1.565 kg - permissible total weight 1.995 kg - permissible trailer weight with brake: np, without brake: np - permissible roof load: np |
| External dimensions: | length 4.490 mm - width 1.788 mm, with mirrors 1.990 mm - height 1.540 mm - wheelbase 2.700 mm - track front 1.530 mm - rear 1.545 mm - driving radius 11,0 m |
| Inner dimensions: | longitudinal front 830-1.060 mm, rear 690-920 mm - front width 1.410 mm, rear 1.410 mm - head height front 970-1.020 mm, rear 910 mm - front seat length 500 mm, rear seat 480 mm - steering wheel ring diameter 370 mm - 40 kWh battery |
| Box: | 385-1.161 l |
Our measurements
| T = 23 ° C / p = 1.063 mbar / rel. vl. = 55% / Tires: Dunlop ENASAVE EC300 215/50 R 17 V / Odometer status: 8.322 km | |
| Acceleration 0-100km: | 8,8s |
|---|---|
| 402m from the city: | 16,6 years ( 139 km / h) |
| Maximum speed: | 144km / h |
| Fuel consumption according to the standard scheme: | 14,8 l / 100km |
| Braking distance at 130 km / h: | 67,5m |
| Braking distance at 100 km / h: | 39,5m |
| AM table: | 40m |
| Noise at 90 km / h | 59dB |
| Noise at 130 km / h | 65dB |
| Test errors: | Unmistakable |
Overall rating (431/600)
The Leaf has always been one of the best-selling electric vehicles in the world, and the new one is once again at the top of the sales charts for a good reason: Despite some features, it offers a lot in terms of price.
Cab and trunk (81/110)
Opaque sensors spoil the good impression, otherwise the Leaf's interior is pleasant.
Comfort (85
/ 115)The air conditioner works efficiently, but is too high for taller drivers.
Transmission (41
/ 80)The battery does not have a thermostat, which significantly reduces the convenience of use on hot days.
Driving performance (80
/ 100)The chassis is safe and reliable, but a little wobbly.
Security (97/115)
There are enough auxiliary systems, but their work is not at the highest level
Economy and environment (47
/ 80)Depending on the characteristics of the battery and competitors, the price could be slightly lower, and consumption somewhere in the middle class.
Driving pleasure: 2/5
Leaf is a family electric car. You didn't expect a higher rating, did you?
We praise and reproach
ePedal
electric power
built-in AC charger
'fast' charging
sit too high
meters
