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.

This week, timed with Earth Day on April 22, Nissan hosted a couple of waves of journalists to take carefully guided tours of its massive new battery plant in Smyrna, Tenn.

The 475,000 square-foot facility is adjacent to its newly online Leaf-assembly operation, and these plants are located an hour north from Nissan’s Decherd, Tenn. plant where the Leaf’s eMotors are built.

The major investment in more EV-making capacity than is yet being utilized is part of a broader goal to localize 85 percent of Nissan and Infiniti production by 2015, and to bring on more EVs in their due season.

Director and Plant Manager Jeff Deaton explains one stage of the multistage assembly process.

Nissan’s battery production can be scaled up to 200,000 complete battery pack assemblies annually. In calendar year 2012, Nissan delivered 9,819 Leafs to the U.S. Do you think the company which knows full well where it’s at has big plans for the EV future?

In any event, the new plant came online just in time to supply the modified 30-year-old Smyrna auto assembly plant where the Leaf now shares assembly line space with Maximas and Altimas.

The battery assembly facility is modeled on best practices learned at Nissan’s “mother plant,” the Zama battery assembly plant in the Kanagawa prefecture in Japan. The Smryna battery factory’s American workers were hand-picked for their skills and talents and sent to Zama so they could come back home and duplicate their Japanese counterparts’ efficiency.

We say the media tour was “carefully” guided because Nissan has developed manufacturing processes to which it staunchly denies access to prying eyes, let alone camera-wielding visitors to wander through and liberally snap images of, lest competitors also learn a trick or two.

In coming days and weeks you will see various media coverage and mentions of Nissan’s battery plant, including some video production, but none of it will be giving away industrial secrets if Nissan has anything to say about it.

Nissan’s stance is understandable given it aims to lead the EV race, and has invested several billion dollars around the globe in order to try and make it so.

A completed Leaf battery pack assembly receives final touches.

The Smryna plant is the largest lithium-ion automotive battery assembly plant in the U.S. and Nissan estimates once it reaches full capacity, it will represent a $1.7 billion investment – all in the name of getting as many all-electric vehicles on the road as possible.

The project is supported also by a U.S. Department of Energy loan for up to $1.4 billion. The taxpayer money was authorized under the Advanced Technology Vehicles Manufacturing Loan Program by Congress as part of the Energy Independence and Security Act of 2007.

Lots of high-ceiling, open, organized, perfectly constructed, OSHA-compliant and relatively quiet automated work goes on continuously. Workers are not needed for much of it.

Led by Renault-Nissan CEO Carlos Ghosn, the Japanese manufacturer is now well positioned in the center of the country to help America in its quest to 1) create vehicles and technologies that can increase U.S. energy independence, and 2) create cleaner means of transportation, and 3) stimulate the American economy.

Thus far 300 extra jobs have been created in the highly automated plant dedicated to zero emissions, and Nissan figures as many as 1,000 jobs could be derived assuming full production volume in coming years.

In It to Win It

In launching its well-under $40,000 all-electric Leaf, and developing manufacturing facilities in Japan, the U.S. and Sunderland, UK, Renault-Nissan is striking early and striking as aggressively as it can to proliferate battery powered transportation for the masses.

Through March 2013, Nissan counts 23,000 Leafs having been delivered in the U.S., and 60,000 globally.

As an already established manufacturer, Nissan can afford to do things in a bigger fashion than, say, Tesla Motors – which has lots of good ideas also, but its pockets are not nearly as deep.

Leafs charge under a small solar canopy outside the main battery plant entrance.

Tesla’s angle has been to connect with its customers and hopefully future customers, but its strategy to tattoo its brand onto the soul of its well wishers has involved proffering such creations as its already discontinued Roadster and now its Model S – cars costing two- to four-times more than the $30,000 or so average new car price.

The California start-up has amassed a wide range of enthusiastic fans – even many who cannot afford its products – by cavalierly beginning what some have said isn’t possible in the face of established U.S. auto sellers – it’s an unfolding saga and sort of akin to a new rendition of a David vs. Goliath story.

Tesla has delivered comparatively few products, but they’ve been perceived as sizzlingly hot creations, and Tesla has all the while promised everyone who cannot yet swing a Tesla to hang on, as the 99 percent is not forgotten even if the 1 percent is presently being served first.

Fear not, says Tesla, plans are to make more affordable cars ASAP, and its plausibility has been deep for many a person who does not subscribe to Sarah Palin’s Facebook page.

Naturally, Nissan had the 2013s lined up for media to take a 20-plus mile drive.

Meanwhile Nissan is making more affordable cars now. They may have less visceral appeal than other upmarket creations, but they work, cost very little to operate, and are more affordable than ever.

The major manufacturer this year took a knife to the MSRP for its updated Leaf SV and SL trim model packages and introduced a base-level S trim level $6,000 less than the lowest priced Leaf from 2012.

The 2013 model year Leafs were only mildly improved in a host of ways, not radically overhauled, and their 24-kwh batteries remain close to the original spec, albeit now made in USA.

“Sshh! Don't tell anyone a gas-powered Honda was occupying one of the EV-only spots at Nissan's Leaf assembly plant. (Actually it belonged to a Blink technician servicing the chargers, and there were extra spots available).

But Nissan has no actual head-to-head competitors selling a truly similar product in all 50 states. Granted EVs are coming along, such as the Honda Fit EV, the more modest Mitsubishi i-MiEV, and other manufacturers like GM and Ford have come out with or are in process of coming out with EVs for limited markets.

Aside from its limited-market RAV4 EV, Toyota has shied away from EVs altogether for now, content to sit back and let others do the heavy lifting while it tries to expand its small hybrid empire against increasing competition. Other automakers too have displayed more hesitancy and conservatism than Nissan.

By itself, Nissan has almost whittled its prices down to other economy cars, or at least to the national average new car price if not much less with incentives.

Another day at the office … building li-ion batteries at America’s largest battery assembly plant.

At the extreme, counting a $7,500 federal tax credit, some people in states where additional subsidies are offered – such as California, Pennsylvania, and others – are taking home the least expensive Leaf for under $19,000.

Despite the maverick appeal of what Tesla is doing on the wild and under-developed EV frontier, the fact is, Nissan’s cars – most notably the Leaf S model – can be had for a fraction of a Tesla Model S.

But Tesla, GM, Ford, Mitsubishi, BMW, and several others have plans for the not-too-distant future, and Nissan knows it, so it continues onward, putting its money where its mouth is.

For the most part.

Last fall, the company announced an enhanced battery warranty retroactive to 2011 and 2012 Leafs, as well as 2013 models. The skinny on this was Nissan will cover battery degradation for 5 years or 60,000 miles which ever comes first for cars that show nine out of 12 possible bars on their power display.

Nissan proudly shows its cutaway Leaf battery pack at the opening of its factory tour.

This roughly equates to 70 percent remaining power – thus significantly degraded range in cars that may only go 73-90 miles more or less to begin with.

It was a concession following a loud outcry from Nissan’s highly vocal early adopting owners, particularly in hotter states such as Arizona, Texas and California where some said extreme range loss was occurring too soon.

Nissan’s move followed despite it not admitting any actual product defect with its non-liquid-cooled battery packs, but the company says it was listening to its Leaf owners. It agreed to an independent Leaf battery probe, among other actions, and in the process, settled a class-action suit with some of its most disgruntled Leaf customers.

In the courtyard between the security entrance and the plant’s front doors.

The enhanced warranty coverage – announced last September on the MyNissanLeaf.com forum in advance of its approximately spring 2013 effective date – does not necessarily promise to restore 12 bars, but is something positive and has been taken with mixed reactions by Leaf owners.

As noted, Nissan did not substantially re-engineer its Leaf’s battery for 2013, and its battery is still not liquid cooled or heated. But the car is expected to score higher in its EPA rating due to efficiencies implemented, and Nissan is saying it should conservatively be good for 84 miles range – if not farther – compared to 73 miles EPA-rated range for the first couple years.

It’s an altogether improved car that saw several customer recommendations come to fruition in its update, and it’s better backed now too.

Back to the Future

Bumps in the road aside, Nissan is leading a pioneering effort as it keeps churning out domestically made batteries assembled according to an elaborate and careful multi-stage process.

One of the steps in battery production (see infographic) involves aging the batteries to let complex chemical reactions take place prior to putting batteries into service.

The Smyrna battery plant has actually been operational for several months now, but full Leaf production only got rolling toward the end of February.

Click on image to expand.

And now we shall see how Nissan’s gambit in electric cars continues to play out. Certainly it was a carefully thought-out business decision, intended to pay dividends if not instantly, then over time.

The yen-to-dollar exchange rate, and costs to ship Leafs from Japan have led Nissan to say the long-term investment on American soil was worthwhile.

Nissan has not said what it would do if Leaf sales remained static, and one insider told us we may see sales on par with the end of last year for a while, but the goal is to grow the business as word gets out that EVs can make sense, and more buyers warm up to them in time.

Also implied, but not stated is Nissan is planning more all-electric models with Nissan and Infiniti badging, and aimed at a variety of demographics.

Do you think the Leaf’s looks might turn off the aesthetic tastes of some buyers? The Leaf comes across like the proverbial ecocar even more than Toyota’s Prius. This styling was based on early adapter preferences expressed, but Nissan knows other people will want an electric car that blends in better. No specifics on this, but stay tuned.

Also, there is no talk at present of subcontracting excess manufacturing capacity and it is designated only for Nissan vehicle requirements.

For now, the plant’s production is scaled down, and Nissan is content to plod along with Leaf demand still the only reason for having built America’s largest EV battery factory.

But you can be sure it won’t be this way any longer than is necessary. Nissan has plans within plans and has shown willingness to push them into being with more boldness than just about anyone.

The post Nissan’s New US Battery Plant Shows Major Dedication To EVs appeared first on HybridCars.com.

This upgrade was needed with the recent additions of the Infiniti JX and Nissan Leaf as well as the future addition of the Nissan Rogue to its Tennessee vehicle assembly lines.

Nissan declared the state-of-the-art facility sets new standards for quality, efficiency and environmental impacts, as it is capable of reducing energy consumption by 30 percent, carbon emissions by 30 percent and volatile organic compound (VOCs) emissions by 70 percent.

The plant uses a three-wet paint process that applies all three paint layers in succession, before the vehicle goes into the oven.

Previous processes required the vehicle to bake in between the primer application and the topcoat layers.

Nissan said the implementation of this new technology reduces energy consumption, cost and emissions while increasing production efficiency.

The 250,000 square-foot footprint paint plant is located adjacent to Nissan’s existing vehicle assembly plant in Tennessee. It replaces Nissan’s previous paint system that has been in service for nearly 30 years.

The plant is Nissan’s “Showcase Project” as part of the Department of Energy’s Better Buildings Better Plants Challenge, where Nissan has committed to reducing energy intensity in its three U.S. plants 25 percent by 2020.

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Nissan says the 2013 Leaf is the lowest priced five-passenger EV sold in the U.S.

Pricing for the two additional up-trim levels is $31,820 for the Leaf SV, and $34,840 for the Leaf SL. Naturally also, all Leaf models are eligible for a $7,500 federal tax credit and potential state subsidies on a case by case basis.

The S model has standard features that include manually adjustable front seats, trip computer (instant and average energy consumption, driving time, outside temperature and autonomy range), Automatic Temperature Control (ATC), center console storage and 6.6-kilowatt (kwh) onboard charger.

Additional standard equipment includes push button start, power windows with driver’s window one-touch auto up/down, power door locks, remote charge door release, and a 12-volt power outlet and 16-inch steel wheels with full wheel covers, among other items.

For 2013 the Nissan SV model adds the Nissan Navigation system, 7.0-inch color LCD screen, a six-speaker audio system, Pandora link for iPhone, 16-inch aluminum-alloy wheels, a 6.6-kwh on board charger, hybrid heater system, cruise control, auto-dimming inside mirror, partially recycled cloth seat fabric, passenger side map pocket and “B-mode” regenerative braking.

The SL model adds a photovoltaic solar panel spoiler, fog lights, auto on/off headlights, cargo cover, HomeLink Universal Transceiver, a quick charge port, leather seats, LED headlights and 17-inch aluminum-alloy wheels.

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This follows the company’s announcement in mid-December that it would also make the Leaf’s battery in Smyrna in an adjacent facility. Nissan says its lithium-ion automotive battery plant is the largest in the U.S. The new battery plant and Leaf has created 300 new jobs, a number which can increase with demand according to Nissan.

“Bringing assembly of the innovative 2013 Nissan Leaf to our award-winning manufacturing plant speaks to the flexibility, efficiency and talent of our U.S. workforce,” said Susan Brennan, Nissan’s vice president of manufacturing in Smyrna. “Nissan has a 30-year history of building quality vehicles in Smyrna, and just like every vehicle we produce, the Leaf has met or exceeded every one of our rigorous quality requirements.”

Producing the Leaf in Smyrna, says Nissan, will help the company meet its goal of building 85 percent of its U.S. sales volume in North America by 2015. Building locally will also help shield the company’s U.S. sales from exposure to fluctuations in foreign currency.

Nissan says the Leaf’s assembly requirements are similar to those of the Altima and Maxima with which it shares a manufacturing line. Additionally, The Leaf’s electric motor is produced at the Nissan powertrain plant in Decherd, Tenn.

Adding the electric vehicle to the Smyrna manufacturing environment required only a few process changes such as the addition of quality confirmation specifically for electric vehicles and special training for technicians.

“By assembling the Leaf on our current Altima and Maxima line, we are able to reduce costs by using existing equipment,” stated Brennan. “We truly have localized U.S. manufacturing of the Leaf’s major components across the board,” she said.

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