That’s in part because of the brief the development team was set, described by chief vehicle engineer Hiroki Isobe as: “Efficiency, efficiency, efficiency.”
Plenty of sleek aerodynamic elements help the new body to achieve that improved drag coefficient of 0.25 (the Mk2 Leaf’s was 0.28) and thereby maximise range, and there’s now a bespoke heat pump for the heating system.
With the biggest 75kWh (usable capacity) battery pack fitted, the Leaf has an official range of 375 miles. But the main focus has been on offering real-world range at speed, and indeed Nissan claims it can cover more than 200 miles at an 80mph cruise.
When you do reach your destination, it will charge at up to 150kW via – gasp! – a CCS plug. At which time, can we all please spare a moment to remember Chademo, forever to be remembered as the Betamax of EV charging?
Any judgement on that will have to wait, though, because so far our running in the Leaf has been far more limited. I sampled a prototype version under a long embargo at Nissan’s Grandrive test track in Yokohama, then last week editor Mark Tisshaw tackled the Hill Route at Millbrook Proving Ground in one. Both tracks gave hints at the new Leaf’s dynamic prowess but little more.
Mechanically, the Leaf has a new ‘three-in-one’ electric motor (meaning it combines the inverter, motor and reducer into a single package) that sends up to 214bhp and 261lb ft of torque to the front wheels. There’s MacPherson-strut suspension up front and a multi-link arrangement at the rear, while wheel sizes range from 18in to 19in.
Nissan says the Leaf has been set up for a comfortable ride in order to better fit its family car brief. And even on a short drive, what’s instantly apparent is the refinement: it’s really quiet and calm, with strong noise isolation.
