Range anxiety is a very real thing in electric vehicles. This is due to the apprehension of your phone is dead, but instead of not being able to check Twitter for the latest hot, you are stranded on the side of the road – hopefully with a charged phone so you can tow the truck. To call. In the case of the Nissan Leaf, an EPA-estimated driving range of 149 miles is not minuscule, but you know what would be better to reduce range concerns? A range of 226 miles, which comes in Leaf Plus.
- Smooth and quick acceleration
- Seamless regenerative and mechanical brake integration
- An effective list of security techniques
Do not like it
- Lower driving range than competitors
- Light, inflexible steering
- Fixed base price compared to OPPO
Better equipped to compete
Unlike 2011 when theWent on sale, today the EV landscape is very different. Nissan is no longer the only electric hatchback in the city with entries , And Kia Nero EV now in showrooms. Every 200 miles boasts well And its 40 kWh battery pack is placed in the rearview mirror.
With a large battery of 62 kW. In the base S Plus trim, it gives the previously mentioned returns , But better equipped SV Plus and Models with more options that use electricity receive an official rating of 215 miles. Without question, those numbers are a healthy improvement over the standard Leaf, but still lag behind the Chevy (259 mi), Hyundai (258 mi) and Kia (239 mi) ranges.
2020 Nissan Leaf Plus: faster than before
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Within a week with the SL Plus tester, the 215 mile rating seemed easily within reach. I did not let the battery fall below 30% charge due to range anxiety, but was comfortably on track to cover 215 miles of motoring using the electron-sipping echo mode.
ActivatingYields strong regenerative moment you lift from the right pedal. Reason brakes are sufficient for the muscle to completely stop the Leaf Plus for a one-paddle driving experience. It is mildly entertaining while driving this way and it is satisfying when you navigate through the city without touching the brake pedal. Being smooth and having your throttle input correct allows you to cover more ground and makes it harder to see the battery charge gauge drop.
When you complete the Plus, the Level 2 charger takes 11.5 hours, raising it with a 240-volt. One neat thing about the Plus is that the standard charging cable handles both Level 1 and Level 2 charging. Therefore, instead of spending money to install a Level 2 charger at home, owners may only have a 240-volt outlet to plug in. To charge from a common domestic outlet for Level 1, which takes 30 hours north.
For those who live near 50-kW, Leaf Plus can charge from 0 to 80% in one hour. If you are fortunate that a less-common 100-kW DC charger can be used, this will cut the charge time from 80% to 45 minutes for a dead battery.
Plus ‘upsized battery’ is another welcome improvement with power jump. The Leaf is not regular with 147 horsepower and 236 pound-ft of torque, but no one will resist the 214 hp and 250 lb-ft increase. All thrust is instantly transmitted to the front wheels via a single-speed transmission achieving speeds of up to 60 mph from the Leaf Plus in about 7 seconds, which is almost a second faster than the standard model. There are zero issues to increase speed for the merger and stalemate of the expressway, a cinch. Over my 0-to-60s time, I am impressed by how the Leaf Plus accelerates from 40 to 70 mph and beyond.
Straight-line slingshots are about the extent of fun in Leaf Plus from a performance standpoint. Depending on the trim level, the Plus is about 340 pounds heavier than the base leaf, and it doesn’t help the dynamics. There is some dive under braking and the roll-in-rolling-resistance at the bend is 17-inchWhen you throw it in a corner the energy saver destroys the A / S tire when controlling stability and control to get things in order.
However, the ride quality is buttoned and comfortable on the 50-series pavement tires. The effects of large bumps are still felt inside the cabin of the Leaf. The handoff from regenerative to mechanical braking is seamless, a rapid increase in force when you press the pedal. The steering is light and devoid of any backlash, but it does fine with less-than-stellar cornering chops. The Leaf is not a sports car.
A leaf inside and outside
If you are expecting a very different look from Leaf Plus, Then you are going to be disappointed. It looks like every other leaf, except for the additional blue accent stripe and hatch badge on the front fascia under the trim level designation. And this is not a completely bad thing. The Leaf wears a fairly aggressive face with Nissan’s signature V-motion grille, subtle side character lines, and five-spoke wheels with contrasting silver face and gray inset.
Inside, there is nothing to write home about. It has high seating position of the leaf, blue accent stitching and there are many more hard plastics that make up the entire dash and parts of the doors. Fortunately, the plastic is well finished, and the tactical spots are wrapped in vinyl and padded, such as the armrest, the middle of the door panel and the side of the center console, where you can rest your knees.
The space in the front- and second-row seats on the Nissan is serviceable for most adults and there is enough room to hide items throughout the cabin. The Leaf can also move cargo to a great extent with 23.6 cubic feet on offer for the rear seats, which increase to 30 cubic feet along the second row.
Patti has quarterbacking infotainment NissanConnect System with an 8-inch touchscreen that does not have the most vibrant graphics. It is a feature rich system with a good Bose audio setup, satellite radio, Bluetooth, Wi-Fi hotspot. And . On the SL Plus, it also has onboard navigation, which often takes a little time to calculate routes.
On the active safety technology front, all Leaf models come standard with forward collision warning, with automatic emergency braking, blind-spot monitoring, lane-departure warning and rear cross-traffic alert with rear automatic braking Are included. In my SL Plus test car, Nissan’s propellant driver assistance technology is also included, which uses partially automatic, adaptive cruise control for hands-on-the-wheel motoring and lane-assist that allows traffic Works incredibly well in.
How i will believe it
I always try to keep my build as budget-conscious as possible, but with the Leaf Plus, I have to spring for the SL trim. The option for the midgrade SV would take me up the price tag to the near-SL level, adding a couple of option packages to get the Must-Hows such as hot seats and LED headlights. The range-topping model is priced at $ 44,825, including $ 925 for the destination. A $ 695 two-tone black and white paint job such as the one pictured here on the car and $ 195 floor and cargo mats, and this brings my ideal car’s bottom line to $ 45,715. Sadly, it is no more affordable than the $ 46,045 tester.
A better leaf, but not a benchmark
Nissan Leaf Plus 2020 Will Set You Back, Which is more than the $ 37,890 Chevy Bolt and the $ 38,365 Hyundai Kona Electric, but cheaper than the $ 40,210 Kia Nero EV. All three of the Leaf’s competitors offer a large dose of styling, are more attractive to drive, and most importantly, offer a longer driving range.
The work the Leafs have done in their favor is a large list of standard and available security tech features, and the fact that it is aHas certainly made some Nissan loyalists to date. But for anyone in the EV world with the previous allegiance to the brand or model, the EV Plus is not the best option in the potentially inexpensive EV hatchback segment.