Obviously, many do know about the electric vehicle (EV) and this year Nissan set sales records in March, April, and May since beginning Tennessee production this year.

To augment its appeal, Nissan slashed all Leaf trim level prices and introduced an S version that’s $6,000 less than the lowest priced 2012 model.

The Leaf is thus more than ever a standout. It is the only mid-sized five-passenger purpose-built all-electric car sold in America starting at under $30,000 and one of only three sold in all 50 states.

Nissan’s brash CEO Carlos Ghosn is betting billions – and risking his reputation – to prove that despite criticism, misunderstanding, and an entrenched addicted-to-oil paradigm, zero-emissions EVs can make sense now.

According to averaged U.S. Environmental Protection Agency, electricity to power a Leaf would cost the equivalent of an inflation-protected 87 cents per gallon of gasoline if one chose a Leaf over a 25 mpg gas-powered car.

A fully charged battery displays in excess of EPA-estimated range. With moderate city/suburban driving, this 91-mile estimate or higher may be attained. Fast starts, longer highway stretches and speeding above highway limits will degrade ultimate range. You soon learn the boundaries.

Not-as-great news is the Leaf’s 84 miles of estimated range with a full charge lags the 250-350-plus mile range of internal-combustion cars. Intra-day charging can however increase the Leaf’s range to 120-200 miles. Also in the public’s eye is its $29,650 (including destination fee) starting price. While this is $1,260 less than the $30,910 average new car price, some say this is still too much.

Positively speaking, the Leaf offers several unique benefits. It is eligible for a $7,500 federal tax credit and various state-by-state incentives which can significantly reduce price sting. People have found the Leaf can “pencil out” as a fair tradeoff.

And, of course, it is very positive for the environment and paves the way for more paradigm-upsetting developments to come.

Changes for 2013

Nissan says it listened to existing Leaf drivers in introducing the decently appointed but less pricey S trim level while simultaneously increasing features and cutting prices for the now mid-level SV and top-line SL.

Standard on the S (and all models) is a heated leather-covered steering wheel (apologies – we got our info crossed in initially saying it was optional in the video). Also on the S are a 4.3-inch touch screen, charging and energy data readout, keyless entry, heated front and rear seats, power accessories and Bluetooth connectivity. It gets last year’s slower 3.6-kw onboard charger, but optional is the 6.6-kw charger that’s standard on SV and SL (see price sheet below).

A solar panel added this year to the SL makes use of space while delivering a small amount of current to power accessories.

Among new and optional features for the SV and SL are a standard 7-inch touch screen and several higher-line updates, such as leather heated seats, and an “Around View Monitor” with cameras showing a 360-degree perspective and 7-speaker Bose® energy efficient audio.

Further, an “Eco route” was added to the available navigation system that includes suggested power-saving alternative routes, Google local search, Pandora for iPhone and iPod cover art.

Also this year is a “B” drive mode to increase regenerative braking. Touches like a charge port light and lock, remotely operated charge port door, new black interior color and sun visor extensions add to a mid-cycle refresh too detailed to comprehensively list.

Powertrain

Carried over is the electric driveline, however. It’s now assembled in Decherd, Tenn., an hour from the Smyrna assembly plant and new battery assembly plant next door presently loping along with 20-times more production capacity than Nissan needed for 2012 Leaf sales – Nissan and Infiniti obviously have big future EV plans!

The front-wheel-drive Leaf’s 80-kw AC synchronous motor delivers 107 horsepower and 187 electrically limited pounds-feet of torque – 20 pounds-feet down from 207 last year to save juice and stretch range. Propulsion is via a single-speed gear reduction transmission.

Rain is no cause for alarm during charging.

Other energy savers include a new hybrid heating system, coefficient of drag cut from 0.29 to 0.28, and “Eco” drive mode which further reduces electrical draw.

Energy delivered by a slightly reformulated 24-kwh Li-ion battery is the same this year, but Nissan’s engineers upped range and miles per gallon equivalent (MPGe) to 115 combined, 129 city, and 102 highway thanks to what we call the Apollo 13 treatment.

CHAdeMO DC 480V Quick Charge port (left) and SAE J1772 port (right) for 120/240V.

(If you’ll recall, battery powered Apollo 13 was damaged and NASA scrambled to minimize amperage draw to get it safely home. Though the stakes were far lower, this is loosely analogous to Nissan’s wringing efficiency from the Leaf’s existing architecture.)

EPA-rated range on the window sticker says 75 miles with a 90-percent charged battery. With a 100-percent charge, rated range is 84 miles – 14 percent higher than 73 miles declared for 2011 and 2012 with 100-percent charge.

Nissan’s estimates to replenish a fully drained battery are:
• via DC Quick Charger: 80-percent full charge in 30 minutes
• @240 volts with 6.6-kw charger (6.0-kw output): ~ 4 hours
• @240 volts with 3.6-kw charger (3.3-kw output): ~ 7 hours
• @120 volts via included trickle charger: 21 hours.

Exterior

The Leaf is sized between a Nissan Altima and Versa, It has a 106.3-inch wheelbase, 175.0-inch length, 69.7-inch width and 61.0-inch height.

All models get heated mirrors, and the tall vehicle’s aerodynamic profile is respectable, but not as slippery as the 0.25-cd Toyota Prius hybrid, and 0.24-cd electric Tesla Model S costing twice as much.

The Leaf’s “iconic” shape was originally chosen at the request of focus groups, and intended to make a statement. Whether you like it, think it’s unattractive, or are indifferent, it arguably makes sense at this point to stand out.

We think it looks handsome enough, kind of frog-like with bulbous headlights like peering eyes, and others have said it is attractive, especially considering what it represents.

Interior

The Leaf gives up nothing to modern automobiles, and provides a comfortable, acceptably roomy environment front and back that’s laden with technology and safety.

All models receive 6-way manual driver’s seat, 4-way manual front passenger’s seats, trip computer showing instant and average energy consumption, driving time, outside temperature and range.

Other standard features include Automatic Temperature Control (ATC), center console storage.

Rear cargo space is now 24 cubic feet with rear seats upright as the formerly trunk-mounted on-board charger was relocated under the hood. With the standard 60/40-split rear seat folded down, cargo space is 30 cubic feet.

Living with the Leaf

A mental readjustment is needed to learn to work around the Leaf’s range and limited public charging, but drivers are rewarded with a fun-to-drive car that is “normal” if not also “neat” in most respects.

We’ve seen reviewers pan its perhaps 10 second 0-60 mph time as mediocre, but this is a commuter car. With full torque from 0 rpm, it is as peppy as anyone needs to 35 and even to 50. On the highway, it can still gallop OK, but aerodynamic drag does diminish range faster than around-town driving. Its natural habitat can include some freeway usage, and 95 mph is possible, but higher speeds sap energy much more quickly.

That said, on a 62-mile round trip mostly in Eco mode, we traveled a good 80 percent at highway speeds, and returned with 20 miles indicated range remaining. We kept speeds legal, and ran A/C intermittently.

The Leaf rewards sedate driving; finite power supply reinforces the need to keep it tame, but it is not lame.

Also on the positive side, the Leaf’s operation is as hushed as only Rolls Royce might have hoped for in another generation. A low-speed pedestrian warning sound and pulsed space-shippy back-up tone make you feel like you’re in a sci-fi movie.

Braking and cornering are “normal” as well for a mid-level hatch, and with its center of gravity low, the Leaf conceals its 3,256-3,340-pound-pound curb weight admirably.

The back-up camera in models so equipped is handy too, and our $36,9190 SL with the Around View Monitor offered front and side views at low speeds to assist spatially challenged drivers – hey, no judgment, but you (hopefully) know who you are.

Trolling down the road, reduced-power Eco and “B” regen-enhancing modes can be engaged on the fly, and the effect from either is immediately felt. When driving in “D,” pressing the Eco button feels like someone pulled a spark plug wire from a gas-powered car, and propulsion power is reduced by maybe 20-25 percent. Conversely, going from “B” to “D” feels akin to a mild turbo kicking abruptly on.

To maximize range, we actually found ourselves preferring Eco as it delivered acceptable around-town and highway acceleration. According to Nissan’s Corporate Communications Senior Manager, Brian Brockman, the way Eco actually works is an actuator pushes back on the accelerator pedal, which typically decreases acceleration. If you press the pedal down harder, the same amount of power is still available. Eco mode widens the range at which the regeneration system is active, which results in slightly more aggressive deceleration and braking feel. It also will run the HVAC in Eco mode to assist in energy conservation.

Maximum regenerative braking is indicated by fully illuminated green dots.

As is true for other cars so equipped, the “B” mode is really too strong to coast down a 6-percent grade unless you plan to continually decelerate, but on steeper hills it works fine. Comparing its effect again with an internal-combustion car, “B” feels like a downshift or two with attendant engine braking. It is best used when decelerating or stopping, and it illuminates more green regen-indicating circles in the power display – free energy! A similar result can be had by touching the brakes in “D.”

Cargo volume is decent making this a functional commuter and general runabout.

Other nuances to the energy supply picture can be seen in how the available range readout changes up or down when switching to Eco or B or D modes, or when tapping energy with the air conditioning or heater.

Sitting at a light with 62 miles range indicated, switching the A/C on instantly readjusted the range to 55 miles estimated. Turning the A/C off returned range to 62 and this is with the car stopped. Similar results happen in motion or stopped when you switch to Eco – range increases, or D – range decreases. And, if you switch to “B” that too affects the estimated range. The LED headlights in our SL did not diminish range when turned on.

Early Leafs were criticized for wildly inaccurate readout and owners would call it a “guess-o-meter.” Nissan has since improved the algorithms, but it’s not infallible.

It’s pretty good though, and sometimes with a fair amount of regenerative energy return, one can even see the range estimate increase a mile or two or more. This is a neat feature, like reversing the fuel gauge on a gas car. We’ll keep you posted when petrol burners start refining their own fuel onboard too.

Overall, the Leaf experience includes novelty that does not wear off overly soon.

Is It Worth It?

As is true of any car, the answer is as follows: Yes, no, or maybe.

If you can get your mind around what the Leaf can do, and can make it work for your circumstances, it can be rewarding.

The Leaf costs less than the similarly specified, limited-market $40,000 Ford Focus Electric. Ford’s more conventional looking hatchback is a converted gas car but has one notable advantage: its battery thermal management system is liquid heated and cooled.

Click image to enlarge.

Nissan’s in-floor battery can pre-heat but is air cooled. Nissan’s omission of liquid cooling has gotten it into hot water with some early adopters in Arizona, Texas and California. Nissan never admitted any defect, did assign an independent review panel to investigate. This year Nissan’s warranty was expanded for 5 years/60,000 miles, which ever comes first to give owners some recourse if battery capacity decreases to nine out of 12 bars.

Another concern is the fact that all battery powered cars lose potential range over the years, whether only a few miles, or more. Also, one must have home charging, ideally, 240-volt, and those who lack this option have a daunting disadvantage,

Some people choose leasing to hedge against future range loss and technology improvements. Resale values are less easy to calculate and lease rates can be attractive to the point of nearly netting a free car.

Is that hype? No, but it depends whether it will pan out. As one example goes, the Leaf could look financially attractive if one leased it for $199-$299 a month or less with $1,800 down (more or less). If a lease customer previously spent $250 or more per month on gas, while electricity costs must be accounted for, real world Leaf owners have discovered cost-to-operate to be inexpensive to a virtual wash.

Click EPA comparison chart to enlarge.

Other electric alternatives include the gas-electric Chevrolet Volt, smaller, limited-market Chevrolet Spark EV, plainer and less costly Mitsubishi i-MiEV, or at least twice-the-price Tesla Model S. If the Leaf is likened to a sensible electric Toyota Corolla, the Model S is like a have-it-all electric Porsche Panamera S turbo.

A decision to go with the Leaf should be carefully analyzed, but while fear, uncertainty and doubt abound, dealers in Portland have reported monthly Leaf sales exceeding those for vehicles up to the top-selling Altima.

Information is your friend, and only you can decide whether the Leaf is a wise decision. Aside from these qualifiers, we are certain many more people would benefit from the car than are presently, and Nissan is definitely committed to it as much as, or more than, any other automaker.

The Leaf in a Nutshell

The Leaf is essentially a normal hatchback that comfortably seats four, can make it with five, has decent storage capacity – but has maybe a 3.5 to 4.0 gallon “gas tank” (battery). Replenishing this energy supply takes up to four hours at 240-volts with the 6.6-kw on-board charger. (This is compared to an imaginary internal combustion car’s 25 mpg multiplied by 3.5 = 87.5 miles easily attainable range. On a slower route, the Leaf might be good for 90-100 miles or more).

A decreased “fuel” supply that takes longer to refill may not sound too flattering for a $29,600- $37,000 car (before substantial potential subsidies), but while we’re imagining, imagine the Leaf’s “fuel” costs maybe one-fifth what you’d pay for gas – an energy source that’s getting comparatively more expensive as years go by.

Figuring Actual Cost To Power A Leaf

A reliable formula to calculate your actual cost of “fuel” (electricity) is to divide miles driven by MPGe (129 city, 102 hwy, 115 combined) and multiply by 33.7 (33.7 kwh=energy of one gallon of gas). Then use your actual electricity cost to calculate your actual operational cost.

The EPA figures electricity at 12 cents per kw and calculates based on 15,000 mile per year.

For simplicity’s sake, and to compare to an imaginary 25-mpg gas car, let’s figure 10 cents per kilowatt and cost to travel on one gallon of gasoline, or 25 miles.

Specifically, you can divide 25 miles driven by the combined 115 MPGe and multiply by 33.7. This equals your actual kwh consumed.

In this case, kwh consumed = 7.33.

Take 7.33 times your actual price per kw (10 cents in this example). This equals about 73 cents to drive 25 miles. A 25 mpg gas-powered car would use one gallon of gas at say $3.75 per gallon.

The Leaf’s hypothetical 73 cents per gallon cost is one-fifth the $3.75 per gallon of a comparable hatchback.

Summation

Can you live with a small fuel tank if you get an inflation-protected 73 cents per gallon “fuel” price? (At 12 cents per kilowatt, it’s 87 cents). What’s more, there are places where public chargers let you fill for free (like your Nissan dealer’s quick charger!) This would further reduce your “fuel” costs. Of course, some public chargers do require a fee, and at higher electric rates, and in these cases, you will pay more.

To make it work from a dollars-and-sense viewpoint, the Leaf must be driven enough miles to offset the electric car’s price premium over a comparable gas car.

This does not account for how you will also benefit the environment, and contribute to a solution that needs consumer acceptance to reach critical mass.

Throw in being able to recharge mostly during off hours at home and the fact that the car is just plain fun to drive and you could have a winner.

The post 2013 Nissan Leaf Review – Video appeared first on HybridCars.com.

The 2013 Leaf is officially rated by the U.S. Environmental Protection Agency (EPA) at 115 miles per gallon equivalent (MPGe) combined, a significant increase over the 99 MPGe for the 2012 model. The 2013′s city MPGe also spiked 23 MPGe higher than the 2012 model’s 106 MPGe, and 10 MPGe higher than the 2012′s 92 MPGe (see EPA comparison chart below).

Based on testing with a “90-percent” full battery charge, it’s EPA certified with 75 miles range displayed prominently on the window sticker, or “Monroney label.” This looks like only a smidgeon of an improvement over the 73 miles range the EPA estimated for the 2012 which it tested with a 100-percent battery charge.

Equally true is the EPA testing indicates the 2013 Leaf can travel an estimated 66 miles on a single charge if it starts out with its battery 80-percent-full, and up to 83 miles with 100-percent full battery.

In our tour of Nissan’s newly operational U.S. battery factory, we were told by the plant’s boss, Jeff Deaton, Li-Ion chemistry changes are only minor between the 24-kwh battery specified in both the 2012 and 2013 models. Others at Nissan said engineers had found efficiency gains over the 2012 Leaf’s 99 MPGe and 73 miles range, and these are responsible for this year’s improvements.

Nissan did not issue a press release in part because the displayed 75 vs 73 MPGe does not appear like much of an improvement to the uninitiated. As mentioned, the MPGe only squeaked up a tad because last year the vehicle had been range tested with a 100-percent full battery, and the 2013 was tested with a 90-percent full state of charge.

In short, it was not “apples to apples,” according to Nissan’s Corporate Communications Director, Travis Parman.

Explaining further, Brian Brockman, senior manager, Nissan Corporate Communications, outlined changes to this year’s EPA test protocol compared to 2012.

New Efficiencies & New EPA Protocol

The changes this year, wrote Brockman in an e-mail, see the 2013 Leaf’s range actually improve 14 percent over the 2012 Leaf to 83 miles under the test procedures to which the 2012 had been subjected.

And as a side-note before we go on, it should be mentioned EPA estimates are only that, estimates. Even 2012 Nissan Leafs carefully driven have seen 80-90-plus miles traveled on a full charge, thus exceeding the official 73 miles. Conversely, depending on driving conditions, the number can be less, but we digress.

For this year’s Leaf, Brockman credits the improvement in official numbers to enhancements to the 2013 Leaf’s regenerative braking system, reduction in vehicle weight and aerodynamics.

Sample 2013 Leaf Monroney label. Click on image to see it enlarged.

It was not Nissan’s choice to list the new model’s range estimate based on a 90-percent charge, but rather, this average was stipulated by the EPA.

“For 2013, the EPA elected to use an average of Leaf’s two charging modes to generate the range calculation for the window label an 80 percent ‘Long Life Battery Mode’ and a 100 percent ‘Long Distance Mode.’” wrote Brockman. “In the past, the Monroney label displayed range based only on a fully charged battery.”

The 75 miles based on a “90-percent charge” is thus a mid-point between the Leaf’s two default charge modes of 80 or 100-percent.

This, wrote Brockman, effectively means not only is it difficult to compare the 2013 Leaf to previous Leafs, it also muddies the comparison between 2013 Leafs and other electric cars measured under the old methodology.

Brockman added that customers who utilize the Long Life Mode on the 2013 Leaf should know that the EPA testing methodology resulted in an estimated range of approximately 66 miles.

“It is Nissan’s experience that many customers elect to use the vehicle’s default Long Distance Mode charge setting and charge their vehicle to 100 percent for maximum range. Nissan’s new battery capacity warranty (~70 percent range covered for 5 years/60,000 miles, whichever comes first) provides peace of mind to do so,” wrote Brockman. “Another indication of the improvements to the 2013 model is the increase in MPGe rating for the car. The Monroney label now shows an MPGe rating for the 2013 LEAF as 129 City / 102 Highway / 115 combined. That is an improvement from 2012’s 106 City / 92 Highway / 99 Combined.”

Source: www.fueleconomy.gov

As a final note, Brockman said the “fun-to-drive, eco-conscious and affordable package that is the world’s best-selling electric vehicle” also meets the needs of the average U.S. driver.

Studies show 29 miles per day is typical, so even at 80-percent charge, and with 66 miles range at that setting, the Leaf can do the job.

Prior to this news being made public, Nissan’s sales already have been picking up with its best sales month since its 2010 launch being in March, followed by a second-best month in April.

The EV was also a “Top Safety Pick” by the Insurance Institute of Highway Safety (IIHS) and more and more people are catching on to what the car can do.

This is not hype either. To date, many indicators are there remains a significant proportion of Americans who do not know the Leaf is all electric, it starts at $28,800, is also eligible for subsidies, and can pencil out.

At the same time, there remains resistance and push back against electric vehicles, but today’s news only adds to the positive balance Nissan is using to chip away a greater market share, with plans for more Nissan and Infiniti EVs to come.

The post 2013 Nissan Leaf’s EPA-Estimated Range and MPGe Significantly Improved appeared first on HybridCars.com.

This new Bose system will be available on the 2013 model that goes on sale this month.

Nissan proudly stated that the Bose system in the LEAF delivers powerful, high-quality audio, but with a significantly smaller and lighter footprint than conventional systems and at about half the electrical current.

“Early adopters of electric vehicles were thrilled to have a zero-emissions vehicle and now that we’re expanding the market and it matures, many customers are asking for more amenities in their EV,” said Brendan Jones, Nissan director of EV marketing. “We wanted to be able to give them a premium sound system and be conscientious about the amount of energy required to do so.”

Nissan now assembles the LEAF, its battery and its electric motor all in Tennessee.

For 2013, the company introduced an expanded range of trim levels for the 2013 LEAF. The Bose system is available as part of the premium package on SV and SL models.

“The Bose Energy Efficient Series sound system delivers on all its promise for LEAF owners. It’s remarkably efficient—without conceding on great musical performance,” said Brandon Westley, president of the Bose Automotive Systems Division. “This system also demonstrates the unmatched advancements we’ve achieved in producing highly efficient audio technology in vehicles.”

To meet the energy efficient design goals for the LEAF, Nissan said its engineers focused on using every available watt of power effectively throughout the vehicle, including the sound system. Bose expertise in power-efficient technology led to the development of smaller and lighter speakers and amplifiers that perform at a high level without compromising the LEAF’s power, weight or interior space.

Bose engineers also delivered on Nissan’s goal to incorporate a powerful bass unit compact enough to be mounted into a small space of the LEAF’s rear cargo area. Bose implemented a 4.5-inch Nd Richbass woofer in a 6.2-liter custom-engineered Acoustic Waveguide bassbox.

This bassbox uses patented technology applied from Bose Wave home entertainment products.

Nissan said that for mid-high-frequency performance, the Bose Energy Efficient Series sound system includes six lightweight speakers acoustically tuned to reproduce music accurately, with more of the detail found in a live performance. There are two one-inch neodymium tweeters, one in each A-pillar; two 6.5-inch wide-range neodymium speakers, one in each front door; and two 5.25-inch wide-range neodymium speakers, one in each rear door.

And at the heart of the sound system, a Bose energy-efficient amplifier operates on much less power and runs cooler than conventional offerings. The amplifier is also smaller and lighter because it doesn’t require as many large metal cooling fins to dissipate heat.

U.S. pricing for the new 2013 Nissan LEAF will start at an MSRP of $28,800 for the newly-added S grade.

Additions to the 2013 LEAF include 17-inch alloy wheels and leather appointed interior on SL models; available Around View Monitor; 7-speaker Bose energy efficient audio system; and a 6.6 kilowatt onboard charger that significantly reduces 220V charging times. This onboard charger is standard on SV and SL models.

Bose began collaborating with Nissan Motor Company nearly 25 years ago, and the LEAF is one of many Nissan vehicles currently available with Bose sound systems.

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The Leaf has been the poster child for the company’s bullish-on-EVs CEO, Carlos Ghosn, who adamantly predicts by the year 2020 one in 10 cars will be electric.

Whether that comes to pass or not, the Leaf has passed through some teething pains, issues with range degradation, particularly in first-generation cars in hot regions that received the first cars rolled out.

Smyrna assembly line.

But with tweaks and improvements to the 2013 car – none however addressing the degradation allegations, as Nissan says there was no real inherent problem – things are basically looking up again.

(Note: This is being written April 2013, backdated to January for archival purposes.)

In March 2013, the company set an all-time sales record of 2,236 units sold in the U.S. helped undoubtedly by pent up demand as the company increased production during the first two lean months of January and February.

Also helping things greatly was a major price slash in the form of a base “S” trim level.

This $28,800 car is a substantial $6,000 less than the previously least-expensive 2012 Leaf and with it, Nissan has thrown down a gauntlet showing it means business. Coupled with a $7,500 available federal tax credit, and potential state subsidies, the sales or lease price makes getting into a Leaf as pain free as it has yet been.

All-Electric

The heart of the front-wheel-drive, five-passenger Leaf is its battery powered drivetrain. The same “electric engine” is shared by the S, as well as the higher-line SV and SL trim levels. All share furthermore the same specification battery pack.

The battery was developed by the Automotive Energy Supply Corporation (AESC), a joint venture of Nissan and NEC. Nissan says that unlike conventional cylindrical batteries, its thin, compact laminated cells offer more flexibility in design applications.

Said battery powers an 80-kw AC synchronous motor, rated at 107 horsepower and 187 pounds-feet of torque which channels its energy through a single speed reducer.

While the battery has the same 24-kilowatt-hour nominal power rating as previous Leafs, Nissan is predicting marginal improvements on the previous 73-mile U.S. EPA range and MPGe ratings.

Nissan is estimating as much as 130 MPGe city, and 102 MPGe highway, but as of March 2013, the EPA has not posted its estimates.

New also this year also is a 6.6-kw on-board charger – double the previous 3.3-kw rating and matching Ford’s Focus EV’s standard on-board charger. This cuts 240-volt charging time to four hours – half the time as was previously required. The Leaf S gets only a 3.6-kw charger, but the faster charger is optionally available.

As for performance, Nissan says the car takes off like a V6. This may be true up to 35 mph more or less, and it does get to highway speeds fine, but 0-60 time is in the low 10-second range. That is more in line with a Toyota Prius, there are plenty of four-cylinders quicker, and many more V6s that exceed this acceleration rate.

Trim Levels

As mentioned, three are available. The $28,800 S, the $31,820 SV, and $34,840 SL.
Refreshingly, the S is not a stripped model even if the price was scaled down significantly.

Standard equipment includes The battery was developed by the Automotive Energy Supply Corporation (AESC), a joint venture of Nissan and NEC. Unlike conventional cylindrical batteries, the thin, compact laminated cells offer more flexibility in design applications, full power accessories, automatic climate control, a heated tilting leather-wrapped steering wheel, heated front and rear seats and 60/40-split-folding rear seats and heated exterior mirrors.

It rolls on 16-inch steel wheels and further amenities inside include a 4.3-inch LCF display, Bluetooth, trip computer, four-speaker sound system with CD player, satellite radio, USB/iPod port.

Aside from the 6.6-kw charger being an optional upgrade, also optional is a rearview camera.

The SV, as does the SL comes with the 6.6-kw charger. It adds also cruise control, auto-dimming rearview mirror, recycled cloth upholstery, six-speaker sound system, a hybrid heater system, 7-inch touch screen, navigation and Nissan Connected, remote smart phone access to monitor data and control the climate system remotely.

The SV also gets automatic LED headlights, foglamps, and a quick-charge port for public DC-fast charging that can replenish the battery 80 percent in just 30 minutes.
Optionally available for the SL – and the SV – is a low power consumption, premium Bose sound system along with 360-degree view mirror.

The SL offers all the SV does, and adds a spoiler-mounted solar panel which provides enough energy to power accessories 17-inch alloy wheels, leather interior.

Platform, Suspension, Brakes

The aforementioned batteries are housed in the floor of the dedicated EV platform. The Leaf is not a converted gas car, but was designed as an electric vehicle.

It has a 106.3-inch wheelbase, 175.0-inch overall length, 69.7-inch width and 61.0-inch height. Dimensionally, the Nissan Leaf is between the Altima and Versa.

Rear cargo space is now 24 cubic feet with the second row seat upright. Nissan accomplished this by relocating the on-board charger to the front. With the standard 60/40-split rear seat folded down, there is 30 cubic feet of cargo space available.

The Leaf carries forward an independent strut suspension with stabilizer bar in front and a torsion beam rear suspension with integrated stabilizer bar. Steering is via a vehicle-speed-sensitive electric power steering system.

Braking is pretty standard too. The car uses power-assisted front vented disc/solid rear disc brakes with ABS, Electronic Brake force Distribution (EBD) and Brake Assist.
Standard is of course a regenerative braking system. New this year is a “B-mode” for the SV and SL levels. This allows the driver to engage an even more aggressive level
of regenerative braking while decelerating, such as when going down hills.

The “B-mode” adds to the normal and Eco drive modes. The Eco mode increases regenerative braking, assists in limiting motor output and reduces HVAC power output.

Choices

The Leaf’s road manners quickly remove any preconceived notion a skeptic might have of associating an electric car with a golf cart.

It handles, brakes, accelerates and dissipates shock on par with other small-midsize hatchbacks and does so with amazing quietness.

A high-pitched pedestrian warning system is mildly audible at lower speeds, and wind noise can be heard at highway speeds more so because of a lack of engine noise, but the car is overall pretty pleasing, functional, and not overly noisy in any case.

Other cars to look into are Ford’s Focus Electric, the Fiat 500e (for California buyers only), the Honda Fit EV, and if you can wait a while, the Chevy Spark EV although this is a smaller car. The Mitsubishi i-MiEV is also a possibility, but this car is being carried forward by Mitsubishi as a 2012 model and they are not even calling it a 2013.

For the money, the Leaf is really strongly positioned for those who can commit to the limits yet imposed by the EV lifestyle.

Of course if money is less of an object, Tesla will gladly put you in line for a Model S starting at around $70,000, and you can get range closer to the gas cars to which you may be accustomed.

Strategies that make the Leaf more practical include knowing where local chargers are or having charging at your destination point – such as work or school or where ever you park the car in a commute.

If you have access to a DC fast charger and opt for the SV or SL, this too can increase intraday range.

That is, of course, assuming you have range anxiety. Studies show 75 percent of Americans drive fewer than 40 miles per day, and if you are in that realm, you could conceivably go a day or two without charging the Leaf.

To be sure, it is a qualified decision, but the advantages in cost of daily all-electric operation, and benefits to the environment with zero emissions are greater than with any petrol burning car made.

For another perspective, please also check out our 2012 review.

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