We can only dream of Russian sales. In Germany, the new Leaf (150 hp, 40 kWh) costs 32-39.8 thousand euros, while the Volkswagen e-Golf (136 hp, 35.8 kWh) – at least 35.9 Clothing in Kigali thousands. A regular petrol Golf can be purchased from 18,075 euros.

Disguised as a typical C-class family hatch, the Nissan Leaf has attracted 300,000 buyers in seven years. However, the home market helped to keep the title of the most popular electric car until 2016. The year before, Nissan had lost ground in both the US and Europe. The last 2017 was completely devastating: 11 thousand Leafs in the States is three times less than Tesla’s Model S, and two times less than that of the Model X crossover and the Chevrolet Bolt electric van. In the Old World, Renault Zoe and even an expensive BMW i3 (including the version with a gas generator) were ahead.

The new Leaf has become automotive in appearance. Expressive headlights, toothy bumper, embossed hood, blackened struts and a large diffuser at the rear – some hot hatch could easily look so aggressive. (Have you seen the Leaf Nismo concept? I wish I could roll on my large wheels to the conveyor belt.) The interior has become both more conservative and mature at the same time. The two driver’s displays merged into an elegant dashboard, the center console fused with the tunnel. The electric car only produces the old transmission selector fungus.

The seats are good, but the seating position is too high, and the new steering wheel still can’t be pushed towards you. The Leaf did not get the offset column adjustment, as they say, for economic reasons. After all, under the new body panels is the same platform. But if in 2010 the capacity of the battery did not exceed 24 kW • h (in 2015 a version for 30 kW • h appeared), now the old building has a capacity of 40 kW • h. The electric motor power has increased from 109 hp. to 150, the moment increased from 254 N • m to 320. While the Leaf is NEDC certified, the passport power reserve is 378 km (128 more than before). And by WLTP – 270 km.

In fact, every kilometer of active ascent along the serpentines of Tenerife costs me one percent of the charge. But such conditions can be called extreme. With a calm rhythm, the Leaf, in my opinion, is able to cover 200-250 km without restrictions on the use of onboard consumers. And at the end of the year, a 60 kWh battery will appear, and there will be no need to worry about the power reserve at all. In the meantime, the supply of LG batteries has not yet been established (under my floor there are products from a joint venture with NEC), the key feature of Leaf will be single-pedal driving.

Back in 2011, we discussed with Mercedes engineers the need for a new traction control algorithm in the era of electric vehicles. And today, many electric cars already allow very effective deceleration due to regenerative braking. But it is the Leaf with the e-Pedal system that for the first time uses the hydraulics on the reverse stroke of the accelerator. The maximum deceleration in e-Pedal mode is 0.2g, which is similar to how you slow down in front of a traffic light when you’re not in a hurry. The Leaf self-activates the brake lights and even holds on a grade, eliminating the need to touch the left pedal.

Moving in e-Pedal mode is certainly not like re-learning to walk, but it takes a habit. It’s not a problem to release the gas in time and guess the start of braking. It is difficult to maintain a constant speed or to coast while gently holding the pedal down five to ten percent. Even a slight upward movement of the foot causes a slowdown. At first, the gastrocnemius muscle gets tired. But in half an hour I want to make all the cars one-pedal. Fortunately, you can return to the traditional way of driving at any time.

Regardless of the number of pedals used, the Leaf has a new feel from the first few meters. The character has changed almost steeper than the appearance. The body has become stiffer, the rail is “shorter”, the chassis has been reconfigured. It turned out to be one of the most harmonious electric vehicles I’ve ever driven. Yes, the Leaf is not Tesla and is gaining a hundred in eight seconds. On the other hand, it combines precise and almost perky handling with gentle smoothness. Reminiscent of a Volkswagen Golf with slightly artificial steering force and soft suspension. There is not even a trace of excessive squeezing of the chassis, which many electric vehicles suffer from.

The Leaf was just taking me on an adaptive cruise, steering me in the lane on its own, not noticing neither joints nor short waves. And now it flies into the running turns of the serpentine and gives a full-fledged driver’s pleasure. Accurately responds to the steering wheel, accurately writes arcs. The drift is moderate, which allows you not to be greedy with the speed at the entrance. The electric car is more than 300 kilograms heavier than the comparable in size C-class gasoline hatch – it took a lot of work to tune the Leaf so well. I don’t remember squandering a precious power reserve with such pleasure.

With the 60 kWh battery in mind, I think Nissan has the potential to win back public interest. It is bright, although it does not go very far, it does well. In addition, it is interesting with one-pedal philosophy. The only thing missing is the wow effect: with the normalization of the exterior and especially the interior, the Japanese went overboard. But the prices remained at the same level – from 32 thousand euros, Leaf is more affordable than e-Golf and, by the way, more comfortable. This kind of “green” transport is still a curiosity, even in subsidized Europe. But if you definitely buy an electric car, then – with such a balance of drive and comfort, which the Leaf demonstrates.

Passport data.

Model Nissan Leaf Body Body type hatchback Number of doors / seats 5/5 Length, mm 4490 Width, mm 1788 Height, mm 1540 Wheelbase, mm 2700 Front / rear track, mm 1530/1545 Curb weight, kg 1580-1640 Gross weight, kg 1995 Trunk volume, l 385-1176 Engine Type electric, synchronous, permanent magnets Location front, transverse Max. power, hp / rpm 150 / 3283–9795 Max. torque, N • m / rpm 320 / 0–3283 Battery Type Li-ion Capacity, kW • h 40 Transmission Transmission single-stage gearbox Drive front Chassis Front suspension independent, spring-loaded, McPherson Rear suspension semi-dependent, spring Front disc brakes ventilated Rear disc brakes Tires 205/55 R16 or 215/50 R17 Ground clearance, mm 150 Operational characteristics Maximum speed, km / h 144 Acceleration time from 0 to 100 km / h, s 7.9 Power consumption *, kW • h / 100 km – combined cycle 20.6 Cruising range *, km – urban cycle 389 – combined cycle 270 * In WLTP cycle.

Technics.

History.