The true joy of paper is not money, it is the engine and its magical grace. As for the way most people drive, it’s just a better source of movement.
What is that?
Most automakers still have up to two years away from releasing their first self-driving consumer electric vehicles. However, here is Nissan launching a complete second generation of the Leaf. Even in its final months of production, the outgoing Leaf was selling more in Britain than all other pure electric cars combined.
This original paper has incredibly loyal and satisfied customers. They loved the low operating costs, the convenience of home charging, the silence, and the ease of use. And they liked the fact that it only had one car up and down – five seats, good boot, easy-to-drive, affordable to buy. Electric vehicle owners rarely return to combustion.
But this first paper has its weaknesses. In a world where Tesla grabbed the headlines if not driving sales, it was slow and lacking in range (although it got better with the 30 kWh battery upgrade). It looked strange. And because all cars got better communication and driver assistance, the Leaf also needed upgrades.
So these are the promises of the new paper. Faster, between charges, nicer, more help. And the prices are lower, model for model.
The engine is the same as before. But the new inverter – the durable electronic device that extends and controls the flow of electricity in a car – is more powerful. Thus, the engine can now develop much more power, 150 hp, and the time drops 0-62 to 7.9 seconds.
The battery is the same physical size as it always has been, but new chemistry and management allow it to have a capacity of 40 kWh. Nissan tested it in its most realistic new global test protocol, WLTP, and it got a range of 168 miles. In the current European session, although discredited, it is going 235 miles.
Nissan is also installing more and more high-power DC chargers – it already has twice as many chargers in Europe as Tesla that have superchargers. But then with a shorter range than Tesla, you have to visit them often while traveling.
How is it on the road?
Everything is very simple and cozy if you fall in its way – soft, cool and calm. Try to drive it like a GTI and of course it will push you back.
Although it is not slow. It reaches speeds of about 50 miles per hour, has a specific spring in its inclination, and even at highway speeds, there is sufficient acceleration. He is practically silent as well as his fast and charming mind. It gives the impression that he was always eager to accelerate and was just waiting for you, pressing the pedal, to let him do so.
Don’t go off the highway. Moving off lanes leads to training the trainer and the horses in the archery field.
Climbing does the same, but of course what goes up has to go down. On the test route, we climbed a 2,400-meter mountain. The battery dropped frighteningly on the way. Then, upon descending to sea level, we regained 11 percentage points using careful regeneration.
But it is a strange driving style. You are trying to avoid extreme acceleration and braking. But in the corners, you maintain your speed frantically. So there is an abnormal combination of low linear g but high side g.
However, going up and down the mountain paths is not the purpose of this vehicle. In normal driving, the quiet precision of its power is what fascinates you.
The new “electronic pedal” system means you can achieve powerful regenerative braking, as well as mixed-friction braking, by simply raising the throttle. This means you can avoid the brake pedal most of the time. It is a very comfortable way to drive and easy to use. You’re improving your anticipation skills, which is fun in itself.
The electronics of the electronic pedal take care of when to use the friction brakes, and when to trigger the brake lights by separate calculation. As a general rule (unless the battery is full and thus cannot take renewable energy), it will boost electrical deceleration relative to the brakes to a very low speed. You only need to use the actual brake pedal for events over 0.2g.
Flat and predictable turns are the natural result of a lower center of gravity. Swinging through open corners is amazing fun, in part because you can measure force with such precision and the responses behind the wheel are very gradual. The leaf is also stable on a highway. But the steering is woefully out of reach and the low-roll tires don’t stick tight, and it can mess up the damping.
The best-in-class Tekna version is equipped with radar cruise control including lane keeping and assistance in traffic congestion. Nissan calls the ProPilot package more than just a story. This is unusual in the hatchback class, but it is not unique and is often owned by larger cars. Like all other systems of this type, the steering system is easily surprised by things like repair lines on the road or glare.
All but the base gets cruise radar, but without the guidance function. All foliage also has radar sensors feeding into traffic aid for reflection and blind spot warning. More useful.
The ride isn’t very difficult, but it can wobble a little if the road provokes this reluctance. The lack of engine noise means that you notice tire noise and wind noise, but in reality these are decently attenuated and you don’t have to turn on the stereo.
On the inside
Layout, finish and space
As with driving, even if you are sitting in the sheet, you have to adapt to your habit. The steering column does not interfere, so you may find it too close or too far, unless you are tilting the seat in a way that you are not used to. After a while, for most people the problem disappears. The seats are very nice, and they match the overall comfortable driving style encouraged by the battery-powered transmission.
In the back, space is adequate, except for the lack of legroom under the front seats. At the back, the stem is approximately medium in size in relation to medium-sized gates. But there’s no spare tire, and the foldable backrest is just a slight flip, leaving a very tapering floor in the max-cube position.
In keeping with the new, reduced exterior design, the cabin is now visually more traditional. The tools (a device-friendly quick view, the rest by screens) have relatively discreet graphics, while still presenting an abundance of factual facts about travel, energy, assistance, and entertainment.
Except for the base model, you get built-in connected apps as well as Android Auto and Apple CarPlay. A balanced Bose sound system is offered.
It uses decent plush materials in the most attractive sections of the dashboard and doors. You don’t have to search far for disappointing inexpensive items. Among them, the cup holders are simple solid plastic cylinders. One size of boat will do the trick, while everything else will bother you. None of the storage boxes are soft-lined.
So a versatile cabin is practical if not the most spacious, and adequately designed if it does not offer golf quality.
Running costs and reliability
How often do you drive more than 150-160 km per day? So, charging the house for all those days suffices, even if it takes eight hours on a 6.6KW 32A wall box. You can also go somewhere 250 km away, recharge while parking the car for a few hours, and go home.
But the express charging network (can be found at all UK motorway stations except Folkestone) comes to help you with recharging en route. They will give you an 80% charge in 40-60 minutes. It’s a 300-kilometer trek with stops for food, coffee and some emails.
Finally, Nissan will offer you a thermal car for 14 days for the first three years.
There are electric vehicles that are not impractical, are they? The main problem with getting out of your mansion is making sure that you are a member of the various domestic payment systems in Britain, so that if you are plugged into a public charger, you can actually pull the electricity off.
After you’ve decided to stick to driving by electron flow, how much does it cost? Usually not much if you charge at home. Remember that a 5% electricity tax is charged; Gasoline is about 400 percent. Plus a £ 0 tax disc, a London congestion tax of £ 0, no in-kind vehicle benefits, no diesel surcharges or even driving restrictions. Some general fees are free, too.
PCP purchase costs appear to be just over 20% deposit plus £ 300 per month. With no engine or emissions controls in place, maintenance costs are less than half the ICE standard.
If you are concerned about leftovers, be aware that the value of the three-year-old Leafs has risen to around £ 1,300 in the past two years. There isn’t much risk anymore in the battery: There’s never been any failure with the 300,000 sheets sold worldwide, and it’s guaranteed for eight years.
In fact, the old Leaf’s battery isn’t a liability, it’s an asset. Nissan will buy it back when the vehicle is disposed of, to reuse the battery in fixed storage units according to Tesla Powerwall.
Used Chademo Fast Charger papers. There are a lot of them, but the CCS fast charging stations could soon be overtaken by the joint Ford-Audi-BMW-Mercedes project. Why don’t European papers use a CCS plug? Because Shademo is also able to move between the car and the electricity grid. Already in Denmark, Nissan owners make money by charging cheap electricity at night and then reselling it when the price is higher during peak hours.
Final thoughts and scope selection
This Gen-2 paper makes contact with a wide range of ease of use, impressive appeal and affordability.
If you’re a total road warrior, and a relentless 300-kilometer ride on the highway from start to finish with a little sandwich and sandwich in between, the paper won’t serve you.
If you are a driver who enjoys the combustion and engaging process of your chassis then no. (Although, in fact, at actual traffic speeds, an overabundance of a leaf can be more appealing than the braking of a sports car.)
But this still leaves a large audience afraid of pure EV. This paper breaks down those concerns. This can go a long way from a home’s charge. Charging along the route, if planned in advance, should not be an obstacle. Then cheap oil opens up to avoid the oil.
But the true joy of paper is not money, it is the engine and its magical grace. As for the way most people drive (if not, literally, for vectors), it’s just a better source of movement.
Other manufacturers are starting to agree that the best and most efficient electric cars will be those specifically designed with lightweight aerodynamic bodies and battery-friendly packaging, not petrol cars. Nissan has been doing this for a long time, and this is the result of the second generation. It makes for an amazing place of friendliness, compassion, and affordability.