2013 Nissan Leaf Test Drive
The freshened-up version of Nissan's EV is less expensive, more efficient, and hopefully will help ease drivers' range anxiety.
By Mike Spinelli
On Sale Date: Now
Base Price: $29,650 (eligible for $7500 Federal Tax Credit and applicable state rebates)
Competitors: Chevrolet Spark EV, Fiat 500e, Ford Focus Electric, Honda Fit EV, Mitsubishi i-MiEV
Powertrain: AC electric motor, 107 hp, 187 lb-ft; 24 kWh lithium-ion battery pack, direct drive, FWD
EPA Fuel Economy (city/hwy): 130/102 mpge (mfr. est.)
What's New: The mid-cycle update of Nissan's five-door EV is all about improving the whole by tweaking the parts. Moving production to the U.S. from Japan in 2012, product planner Mike Higginbotham says, gave the company a solid reason to look at the car's packaging and to address a few issues on several fronts. Some of those issues will thrill only those who bolt Leafs together on the same line as Altimas and Maximas (Higginbotham says the whole drivetrain complex has been "cleaned up" for more efficient production). But other fixes cater specifically to Leaf buyers, who haven't been shy in airing their grievances.
"More cargo room," they demanded. Nissan responded by moving the charger from behind the rear seat to under the hood, which freed up precious space. The charge port in the Leaf's nose now has a light and can be popped open with the key fob, too. You laugh, but fumbling around in the dark to find the connector is no fun. And speaking of charging, the Leaf SV and SL models (optional on S) also now come with a 6.6 kW onboard charger that's expected to cut 220-volt charging time in half, to around four hours.
Leaf drivers also asked for more range. Nissan engineers set about increasing efficiency, and thus improving range, mostly by small increments, though the company says it has also redesigned the battery pack.
The key enabler to the improved range is a reduction in peak torque from 207 lb-ft to 187. This saves a few volts at the expense of off-the-line acceleration. A few other improvements: A new air-to-air exchanger improves efficiency of the heater by 20 to 30 percent. Overall weight has been reduced by 150 pounds compared to the previous model. The car has a slipperier aero profile (.28 Cd, compared to .29). And if you want to get down to truly incremental changes, the Leaf also has new lower-friction brake calipers that put less drag on the rotors. A new driving mode, B, increases the amount of regenerative friction during deceleration, which generates more energy but causes considerable off-throttle drag. (This is more annoying for passengers than the driver, who gets to play with another wacky EV toy.)
Taken together, these incremental changes should mean better EPA numbers and more everyday charge range. The final numbers are pending, but we expect the updated Leaf will be rated for more than 80 miles of range, up from 73 for the 2012 model. As with any EV, however, that's highly depending on driving style.
Tech Tidbit: Even the stereo is more efficient on the 2013 Leaf. The optional seven-speaker Bose audio system available on SV and SL models uses an amplifier that draws less power than the old Leaf's. While the 4.6-inch subwoofer uses less electricity than a larger speaker, it still delivers plenty of bass by using Bose's patented waveguide air passages.
Driving Character: With less peak torque, off-the-line acceleration isn't quite as snappy as it used to be. With slightly less aerodynamic drag than before, however, the Leaf can still top 95 mph on open freeway. Not that you'd ever do that, of course, since driving so fast in a Leaf would raise your blood pressure with a double dose of state trooper anxiety and range anxiety.
Otherwise, the 2013 Leaf is still just as unobtrusive and nonthreatening to drive as before, with largely progressive brake feel and light but precise steering that offers almost no feel.
Favorite Detail: It's not sexy, but with battery issues being among the most alienating detail of EV ownership, Nissan's new five-year or 60,000-mile limited battery warranty for U.S. buyers looks like a strong bet. If a Leaf battery won't recharge higher than nine of the 12 bars on the charging meter, Nissan will replace it.
Driver's Grievance: Anticipating future regulations that will require quiet EVs to emit warning noises, Nissan equipped the new Leaf with the awkwardly named Approaching Vehicle Sound for Pedestrians System (VSP). While accelerating at speeds under 19 mph, the Leaf chirps like a cyborg cricket.
Bottom Line: As Nissan looks to convince a tough crowd of economy-minded buyers to go electric, it must get over a few hurdles. One is price and value, so for 2013, the company is addressing that worry with the entry-level Leaf S, as well as a more loaded SL model, which comes with leather seating, 17-inch wheels, and upmarket options like a seven-speaker Bose stereo and Nissan's Around View monitor.
All three Leaf models are less expensive for 2013: The entry S costs $28,650, the midpoint SV $32,670, and the topline SL $35,690, and that's before the $7500 federal income tax rebate. The Leaf also comes with aggressive terms on a 36-month lease, with monthly prices of $199 for the S, $249 for the SL, and $296 for the SV.
Another hurdle is electric range anxiety. Here, Nissan is trying to calm buyers' nerves by wringing every last electron from the battery. And Nissan has a whole team devoted to getting more ports installed in communities, from office parks to the local coffee joint.
With Nissan betting bigger on electric cars than any other manufacturer, it's on the hook to deliver an experience that will keep owners happy. By improving the best-selling EV on the market, Nissan is trying hard to do just that.
Base Price: $29,650 (eligible for $7500 Federal Tax Credit and applicable state rebates)
Competitors: Chevrolet Spark EV, Fiat 500e, Ford Focus Electric, Honda Fit EV, Mitsubishi i-MiEV
Powertrain: AC electric motor, 107 hp, 187 lb-ft; 24 kWh lithium-ion battery pack, direct drive, FWD
EPA Fuel Economy (city/hwy): 130/102 mpge (mfr. est.)
What's New: The mid-cycle update of Nissan's five-door EV is all about improving the whole by tweaking the parts. Moving production to the U.S. from Japan in 2012, product planner Mike Higginbotham says, gave the company a solid reason to look at the car's packaging and to address a few issues on several fronts. Some of those issues will thrill only those who bolt Leafs together on the same line as Altimas and Maximas (Higginbotham says the whole drivetrain complex has been "cleaned up" for more efficient production). But other fixes cater specifically to Leaf buyers, who haven't been shy in airing their grievances.
"More cargo room," they demanded. Nissan responded by moving the charger from behind the rear seat to under the hood, which freed up precious space. The charge port in the Leaf's nose now has a light and can be popped open with the key fob, too. You laugh, but fumbling around in the dark to find the connector is no fun. And speaking of charging, the Leaf SV and SL models (optional on S) also now come with a 6.6 kW onboard charger that's expected to cut 220-volt charging time in half, to around four hours.
Leaf drivers also asked for more range. Nissan engineers set about increasing efficiency, and thus improving range, mostly by small increments, though the company says it has also redesigned the battery pack.
The key enabler to the improved range is a reduction in peak torque from 207 lb-ft to 187. This saves a few volts at the expense of off-the-line acceleration. A few other improvements: A new air-to-air exchanger improves efficiency of the heater by 20 to 30 percent. Overall weight has been reduced by 150 pounds compared to the previous model. The car has a slipperier aero profile (.28 Cd, compared to .29). And if you want to get down to truly incremental changes, the Leaf also has new lower-friction brake calipers that put less drag on the rotors. A new driving mode, B, increases the amount of regenerative friction during deceleration, which generates more energy but causes considerable off-throttle drag. (This is more annoying for passengers than the driver, who gets to play with another wacky EV toy.)
Taken together, these incremental changes should mean better EPA numbers and more everyday charge range. The final numbers are pending, but we expect the updated Leaf will be rated for more than 80 miles of range, up from 73 for the 2012 model. As with any EV, however, that's highly depending on driving style.
Tech Tidbit: Even the stereo is more efficient on the 2013 Leaf. The optional seven-speaker Bose audio system available on SV and SL models uses an amplifier that draws less power than the old Leaf's. While the 4.6-inch subwoofer uses less electricity than a larger speaker, it still delivers plenty of bass by using Bose's patented waveguide air passages.
Driving Character: With less peak torque, off-the-line acceleration isn't quite as snappy as it used to be. With slightly less aerodynamic drag than before, however, the Leaf can still top 95 mph on open freeway. Not that you'd ever do that, of course, since driving so fast in a Leaf would raise your blood pressure with a double dose of state trooper anxiety and range anxiety.
Otherwise, the 2013 Leaf is still just as unobtrusive and nonthreatening to drive as before, with largely progressive brake feel and light but precise steering that offers almost no feel.
Favorite Detail: It's not sexy, but with battery issues being among the most alienating detail of EV ownership, Nissan's new five-year or 60,000-mile limited battery warranty for U.S. buyers looks like a strong bet. If a Leaf battery won't recharge higher than nine of the 12 bars on the charging meter, Nissan will replace it.
Driver's Grievance: Anticipating future regulations that will require quiet EVs to emit warning noises, Nissan equipped the new Leaf with the awkwardly named Approaching Vehicle Sound for Pedestrians System (VSP). While accelerating at speeds under 19 mph, the Leaf chirps like a cyborg cricket.
Bottom Line: As Nissan looks to convince a tough crowd of economy-minded buyers to go electric, it must get over a few hurdles. One is price and value, so for 2013, the company is addressing that worry with the entry-level Leaf S, as well as a more loaded SL model, which comes with leather seating, 17-inch wheels, and upmarket options like a seven-speaker Bose stereo and Nissan's Around View monitor.
All three Leaf models are less expensive for 2013: The entry S costs $28,650, the midpoint SV $32,670, and the topline SL $35,690, and that's before the $7500 federal income tax rebate. The Leaf also comes with aggressive terms on a 36-month lease, with monthly prices of $199 for the S, $249 for the SL, and $296 for the SV.
Another hurdle is electric range anxiety. Here, Nissan is trying to calm buyers' nerves by wringing every last electron from the battery. And Nissan has a whole team devoted to getting more ports installed in communities, from office parks to the local coffee joint.
With Nissan betting bigger on electric cars than any other manufacturer, it's on the hook to deliver an experience that will keep owners happy. By improving the best-selling EV on the market, Nissan is trying hard to do just that.
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