SAN DIEGO – It’s been 15 years since Nissan’s Leaf debuted, kicking off the modern battery-electric vehicle sector. While it hasn’t done the volume of, say, a Tesla Model Y, the Leaf remains an important vehicle, especially today as the U.S. market is flooded with luxury-brand BEVs unattainable to the average car buyer.
This fall, Nissan launches the third generation of the Leaf, representing the vehicle’s first major rethink after a quasi-redesign in 2018. The compact hatchback becomes something closer to a compact CUV, riding on a dedicated BEV platform, Nissan’s CMF, like its midsize Ariya CUV.
But perhaps the biggest news is it’s still affordable, starting at $29,990 for a 303-mile (488-km) S+ base grade with 75-kWh battery pack. It’s a remarkable achievement – considering the first-gen Leaf began at $32,000 and change, and the 2018 Leaf also was in the $29,000 range – that in part reflects the cost reduction achieved in the past decade-and-a-half for lithium-ion batteries.
The Leaf’s propulsion system still has a single motor, albeit all-new for Nissan and a co-development of the automaker and an unnamed supplier, a Nissan official tells WardsAuto. The new motor at best makes 214 hp (160 kw), topping by a long way the first-gen Leaf motor’s quaint output of 110 hp (80 kw). The new motor, along with an inverter and reducer, makes up the Leaf’s so-called 3-in-1 powertrain, and represents a 10% shrinkage in size from these three components in the outgoing second-generation model. (A 174-hp, 52-kWh pack Leaf is due next year.)
The big jump in range, not only from the 73-mile (120-km) first-gen model with a 24-kWh Li-ion pack but also from the 212-mile (341-km) 2025 Leaf, is the other big news with the vehicle. In the U.S. market, 300 miles seems to be emerging as the lowest acceptable range for many BEV consumers, so it’s good to see Nissan hit that bogey.
The more powerful, heavier midgrade SV+ and the upper Platinum+ will see range of 288 miles (463 km) and 259 miles (417 km), respectively. Unfortunately, for those immediately wanting that low price/high range, the Leaf S+ will arrive a few months later than the SV+ – seen as the top-seller – and Platinum+.
Drive Impressions
WardsAuto got seat time in the new Leaf here recently, as well as in a prior test in Metro Detroit, and found its horsepower and torque plenty to motivate the small CUV. The second-gen model errs toward “pocket rocket” status, feeling like it could easily break away from us. We rock side-to-side at wide-open-throttle onto a freeway, going from 20 mph (32 km/h) to 70 mph (113 km/h) in seconds thanks to 261 lb.-ft. (354 Nm) of instant torque. With so many mega-powerful BEVs now in market, it may be hard to remember 15-to-20 years ago 261 lb.-ft. was the domain of bigger, more expensive, premium sport sedans.
On the curving roads of greater San Diego, near Ramona and St. Julian, the Leaf exhibits an agile sportiness one may not expect. Electric power steering, via a new rack-mounted system, is nicely weighted – neither too heavy nor light – and precise. The ride and handling improves as well, thanks to Nissan’s move to a multilink independent rear suspension – allowed by the new dedicated BEV platform providing hardware moldability. The new 4-link suspension increases tuning flexibility and lessens impact stiffness by almost 30% vs. the outgoing model, Nissan says.
Our efficiency ranges from a low of 2.7 mi/kWh after aggressive driving on uphill routes here, to 3.5 mi/kWh in flatter Metro Detroit topography, to a great 8.4 mi/kWh following some California downhill hypermiling.
Interior
Although it doesn’t have interior surfaces as premium as the Ariya’s, Nissan designers do a great job infusing style into the Leaf’s cabin. In our Platinum test vehicle, an attractive, blue-flecked black fabric decorates upper doors and upper instrument panel, and there are blue seatbelts as well.
Reminiscent of the Ariya, a 2023 Wards 10 Best Interiors & UX winner, the Leaf has a group of haptic controls on the instrument panel. Unlike in its bigger sibling, the Leaf’s are hidden beneath a matte black plastic vs a faux wood trim, but it still lends a cool, futuristic touch to the cabin.
The cluster and infotainment display’s splashy animations and graphics echo those in the Ariya, as do the menu layouts. Most functions are easy to find and control, and there’s steering wheel switchgear to supplement the relative lack of buttons or dials on the IP.
Like many vehicles today, the Leaf uses Google’s Android operating system. In tests, the onboard voice assistant returns a variety of requested destinations and radio channels blisteringly fast – before all the words leave our mouth …when it works. A constantly dropping internet connection is a rare negative of our time in the Leaf.
Seat comfort is a highlight in all outboard seats, and the driver seat has robust lumbar support. The backseat foot room is tight, but the space is OK for shorter adults and children.
The center console armrest with a wireless phone charging pad integrated directly below is a genius bit of ergonomic design, especially for the right-handed among us. It’s easy to access and view.
Summary
The SV+ and Platinum+ grades of the 2026 Nissan Leaf go on sale in a few weeks in the U.S., with starting prices of $34,230 and $38,990, excluding $1,495 destination and handling charges. Wireless Apple CarPlay and Android Auto is standard tech on all grades, as is battery cooling, Nissan’s ProPilot Assist semi-autonomous ADAS tech and a NACS port for DC fast-charging up to 150 kW (with a 10%-to-80%- charge time of 35 minutes). There’s also standard Plug & Charge capability on all Leafs. SV+ gains heated front seats and dual 14.3-in. (36-cm) displays, while the Platinum+ gets a Bose audio system with head restraint speakers.
Overall, the full redesign represents a good update to the Leaf, giving it a sporty, yet efficient character, and with plenty of creature comforts and style to boot.
