Aaron Russell lets be honest, the vast majority of people will use the car in exactly the same way as you. Whilst it’s frustrating this issue exists it shouldn’t stop the majority buying one👍

"Even if you're driving at 70mph". That's not that quick!

@@computerbob06 it’s literally the nationally speed limit

Have you thought about leasing "vanarama" "anycaronline" have some great deals. Can usually beat the local dealers. Plus the have great customer service IMHO. Putting only 3 months rental upfront!

@@iancox6341 yes I have. I've been looking at Drive-Electric. Thanks for the other two suggestions, I'll check them out

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What a weird reply.

Exactly. This leaf is the perfect second car, you use 95% of the time.

Thanks I was starting to feel a bit depressed reading all of these comments. I bought a 2019 leaf yesterday, but still have a CRV for long commutes

But how much is a Tesla battery once the the 8 year warranty runs out should it fail for whatever reason?

Great question. I have no idea, since their batteries are still going strong in their vehicles well after the warranty. The moment someone has to pay to replace it, they would have had the car well over 10 years and definitely over 500,000 miles. The only people who have those kinds of numbers are taxi and limo services that uses Tesla's and most are on their original battery. But when it does happen, the cost will be much less than it was when they originally put it in because the cost just keeps going down, they own the factory and they have economy of scale. I would guess, a new one will be less than half, so about $3-4,000 and after all those miles it would be worth every penny.

I think there are two major reasons for this. Firstly Nissan have sold off their battery manufacturing arm so sourcing batteries is going to be more expensive for them. Secondly the batteries are just not needing to be replaced in anywhere near as many EV's as expected. This means they are now going to be manufactured in absolutely tiny numbers (probably to order, especially as they don't make cars with the 24 and 30kw packs anymore), again bumping up the price

Except for the many that have failed under warranty as well as drive trains, so I hope you are right. After the 8 years "if" a battery fails it will not be cheap, and since no Model S are out of battery warranty as yet, we will have to wait until 2020 to find out costs. Model 3 owners may not be so lucky if they do higher than 15,000 miles per year as they have a mileage limit of 120,000 Miles.

The majority of Leaf battery replacements were on the original 2011 model in hot climates (before they changed to the lizard pack). Plenty of examples now of Leaf Taxi's with over 100k miles on them and no battery issues. What I hope will happen in the future is 3rd party packs will become available. It's something they are already working on and competition would drive battery prices down. I'm not as familiar with Tesla's pack but isn't there a model S out there that does a shuttle run to vegas with over 200k on it? I think they did replace the battery under warranty (when they didn't have to) at around 150k but due to it being out of balance from constant super charging (which they tell you not to do) rather than degradation.

OK, Jim, but before driving back on that 215 km (=430/2) trip, the car had a few hours to cool down, correct? And your first rapid charge was how long? 15-20 minutes? And the second one was longer, about 45 minutes? How about the travel speed? I assume, below 90 km/h (55 mph), correct? The second rapid charge in summer is slow unless all criteria I listed are met, more or less. > Next gen 60kw+ cars with better efficiency will hit the sweet spot of usability. Correct: Hyundai Kona, Kia Niro, all Teslas.

na just replace the high voltage battery with that cold fusion reactor they had in the DeLorean in back to the future two🤣

e-NV200 Adventures amazing. I didn’t realise the env200 had the same issues. Everyone points to it as an exam prof what Nissan should have done with the Leaf!

Actually, e-NV200 is something in-between. It does have battery cooling (TMS), but it switches it on only while charging (AC or DC), not during driving. As a result, the battery may be overheated after a rapid-charge, but it uses only passive cooling until being driven to the next rapid charger. Coming in hot, it behaves similar to the Nissan Leaf. So e-NV200 is better than Leaf, but still far from a Hyundai, Kia or Tesla. Even worse than the BMW i3. Bjorn Nyland established this on a test in Norway. It is online.

@@richardpetek712 Yes and we too experienced it first hand when a 258 mile journey took over 10 hours, and that was after a long haul flight, and no sleep for 24 hours... not the safest of journeys.

If the car had a full battery at the start, the trip shouldn't take less than 7 hours. If the battery were empty, but at least cold, add 45 minutes for the first rapid charge from 0%-70%. This Bjorn Nyland's advice is for the Nissan Leaf, but you could copy-paste it for the e-NV200 too: kzfaq.info/get/bejne/h9-ToK-C18_JgIk.html I suggest you watch some of his old videos on e-NV200 and Nissan Leaf. 258 miles (or 410 km)? In a Leaf 40 kWh?This takes one full battery + 2-3 rapid charges of 30-45 minutes, depending on charger position. You should never need 10 hours for that trip, even in a Leaf. Simplified summary: avoid driving at over 100 km/h, 90 km/h may be better for summer. Charge to about 70%, maybe 75% whenever possible, not more, since you are wasting your time. If you can reach the next the next charger, you can use the rule of thumb: when the charger starts showing 25 kW or even less, move. You probably way over-charged, I sincerely hope you didn't wait for 100%. If you did, you threw away one hour every time you did that. Once you charge, do a 45 minutes charging stop (or less). Make it 60 minutes only if you really want to. Never more. Regard every charge beyond 80% as an "overcharge" which you should do only over the night and only before a long trip - when you have plenty of time. Avoid a discharge below 15% because it starts to overheat the battery. Down to 10% might be still OK, below that it becomes an issue, the battery starts to build up heat faster. Ok, to summarise: e-NV200 is significantly better than the Leaf and it is also the only EV of that size so if this what you desire, it is OK, just don't expect that it will make miracles. Drive at 100 km/h or 60 mph, (it's a minivan, correct?), don't under- or over- charge and you should be fine. Daily trips up to 500 km / 300 miles should be OK. A round-trip may be even longer if you can charge at the destination since it will cool down the battery, even on AC, but the car has to be plugged in - and switched on. That's a Nissan bug, sorry, "feature". Do well!

Hi Richard, thanks for the reply. Apologies Mr EV Opinion for "squatting" illegally on your KZfaq comments page :o) We'll be moving along soon, I promise.... "bloody squatters!" I've been watching Bjorns videos for a long while, as we researched and considered the e-NV200. And yes I watched with interest the video he did about the e-NV200 (40) and the similar rapidgate issues. On this particular journey, it was Gatwick Airport to Hull. The journey going took about 7 plus hours, starting off on 100% from home. We arrived at Gatwick with 13%, which went down to 11% over the three weeks it sat there (valet parking moved the vehicle a couple of times). So yes it had a relatively low SOC for the better part of a month. We drove ten minutes to Tesco in Crawley, and even that first rapid charge took over an hour to get up to exactly 80%. We've alway stopped at 80% on rapid chargers. It's a journey that I never want to do ever again. On the last charges we were pulling in like 14 to 18 kW... it was painfully slow. We were severely jetlagged, and I was struggling to stay awake, and for the last 100 miles I drove at 45 to 50mph to get us home. No heat on, an unusually chilly evening unfortunately at the end of August. Horrible, horrible experience. Our e-NV200 is currently off the road awaiting parts from Japan. We now have Leaf Spy, so at least we can keep an eye on the "real" battery temperature on long runs in the future, and implementing Bjorns and LemonTeaLeafs' suggestions, hopefully we can manage the battery temperature better, and avoid where we can the charge throttling. If you find you can't sleep one evening, you can hear me recalling the awful journey here at kzfaq.info/get/bejne/Z5N1ea9k1tjPfGQ.html it'll work better than Nytol :o) Kind Regards Richard

Jonathan Porterfield I think they got complacent. It’s as if they didn’t see the next generation of EVs coming! If they had advertised it as a city car with limitations they wouldn’t have had the backlash they have had but it would have been overpriced. Let’s hope they get the 60kwh one right 🤞

BUT... thermo cooling and heating uses battery and hence reduces your range, especially if your making lots of short journies... and I speak from experience from an i3, which is meant to have an advanced battery temperature management system, gobbled up 30% of my range on short journeys.

“...reported to ...”. With a 60 kWh battery active battery cooling is essential to avoid an even greater battery temperature rise during driving and rapid charging. Even Nissan wouldn’t attempt to do without it for a 60 kWh battery.

Interesting that we now know that the 60kwh battery does not have thermal management either. It remains to be seen if the same problems arise, which on the face of it, would seem likely. @@ianmathieson65

Pete Moore thank you. I think you’re sensible. By the end of 2019 we should have a even more choice as the likes of VW start to produce EVs😁👍

Philip Robinson some dealers are useless! Hopefully it hasn’t put you off buying an EV. There are plenty of others out there😁👍

domhnall dods could be the ambient temp? It sounds like you have found the perfect car for you. Rapidgate isn’t an issue for most people and a lot of people who comment negatively have never driven the car!

@@EVOpinion I definitely reckon that could be a big factor. I only got it at the start of August and the temperature has generally been around the mid teens. Even after a motorway dash and rapid charging the battery temp has only ever gone up to 32 so well below the top of the gauge. Just noticed that car you had was the same colour as mine, white with the black roof. Great combo but a pig to keep clean. I bought the car after watching your videos and lemon tree leaf's videos. All very helpful to anyone considering an EV.

domhnall dods brilliant. Thanks for letting me know. It was down to KZfaqrs that I bought mine so it’s nice to know I’m able to pass some help on 😁👍

@@EVOpinion no problem. I actually bumped into James from lemon tree leaf at one of our local rapids last weekend, turns out he lives locally 😀

The first rapid charge is always OK. The second one depends on being in summer or winter. All the next ones will be at 22 kW, give or take, ranging from 18 to 25 kW. Google "Bjorn Nyland Nissan Leaf rapidgate".

Canadian baylor i really want an ioniq but i need the rumored 39 kWh battery to make my weekend trips :/ hopefully it will be released sometime next year. btw, do you get 40-50 kW on a fast charger?

TrueDesireHD Absolutely. It depends on the fast charger of course but on a major network here in Canada I max out at 45kwh and on an another network I manage to hit 49kwh. The current Ioniq charges at that rate up to about 82% then at 87% it drops to 33kwh and at around 87% it drops again to about 23kwh where it pretty much maintains that rate of charge until it stops charging at 94%. These are approximate numbers but if you want exact figures there are posts on Ioniq forum that provide the exact info. I suspect the 39kwh Ioniq will be similar to the new Kona and Niro which start to drop at 70%.

I recently done 250 miles in the leaf and it was a breeze as well. 18% to 83% in 39 mins adding 120 miles range. 2nd charge (which I might have got away without, but i'm not that brave!) started slower at 36kwh but if I had to hang around would have taken the same time as Ryan's first charge. It's only if you need to do 300+ in a 2018 leaf you will notice any problems and frankly if I have to go 300 miles it won't be in a car. Nothing agains't the Ioniq though, cracking motor.

TrueDesireHD, the Hyundai Ioniq really may have 28 kWh of usable battery (30,5 kWh in total), but Nissan Leaf has 36 kWh usable (and not 40 kWh as claimed, this is the gross capacity). Since the Ioniq is 10-20% more efficient, the difference between these two is far smaller than you may think. You should reconsider your options. If range is really an issue, consider buying the Chevrolet Bolt 60 kWh, Hyundai Kona 40 or 64 kWh or Kia Niro 64 kWh. Any of these charges at about 45 kW on 50 kW chargers. Hyundai and Kia are capable to go beyond 70 kW on the coming faster (100 kW+) CCS rapid chargers where Ioniq charges at 60-70 kW. Any of these three is far superior to any Nissan.

David N especially if you plan to cover higher miles. The Leaf is a great car and had Nissan been honest about its capabilities on launch I don’t think it would have had half the bad press it has.

EVs should always be regarded as your second car, you use 95% of the time.... A 40kw battery is perfect size. Any bigger, just takes too long to charge at home or on the road. Personally their should also be a smaller, lower cost leaf model (leaf mini) with 24kw battery and 100 mile max range. This fetish with range is madness.

Your right on many points mate I like to think of you being part of the first wave me in the second but its the third wave of owners that will get the real benefits and I'm not talking about the 60kwh leaf I'm talking about the next 2022 leaf and other bevs in around 4 years time. 60kwh will be the bare minimum density of batteries will be much smaller lighter and the motors hugely more efficient then and only then can the prices start to drop. Sadly along with all of that will be the end of vlog like mine as range and duration will be of no concern. Cheers

Yeh I tried to get a ev that made plans for the future this time as we sold our ice and now just have the leaf24. This is way I ordered a kona I needed a car that can do all journeys and this ev I will keep until 2024 when warranty runs out the hopefully solid state and self drive is available.

Mark, the answer is: Tesla, Hyundai, Kia. Possibly Jaguar or Audi. Skip the rest.

Mark Fitzpatrick I do wonder if the Leaf would sell so well here if we had the Bolt as an option?

MIchael Goode that’s the issue now for Nissan. They aren’t the only option anymore!

EV Opinion Absolutely. 12 months ago Nissan had very little competition yet we all knew that the Kona was coming. Nissan's strategy clearly was not to compete with the Kona but also they made a fatal error in their judgement. A bigger battery equals longer range but by not managing that battery they have taken away much of the benefit of that against say a 30kwh Leaf or even an Ioniq. How could they have been so naive? I never imagined that I'd ever own a Hyundai but it looks ever more likely as our first EV.

Everyone keeps forgetting that the Leaf is still just a city car. We have a 24kwh Leaf we have had it for 1.5 years and only once has it traveled more than 150km in 1 day. The Nissan has one thing that no other car had and that's 97% reliability. Would I buy a 40kwh Leaf? No but at the same time I would not buy a Kona or any other EV as our 24kwh Leaf is perfect. We drive 500km per week and save $100+ per week over petrol prices, currently it costs $2.41 per litre, which is 3x more expensive than the USA pay. We save $5000 per year in fuel savings alone and it cost us $10,000 to change from our ICE car to this Leaf and it's paid it's self off in just 2 years.

Looks like Nissan just wants to keep the LEAF as a city-car... That's ashame.. I prefer its looks... But unfortunately, I'm in "the states," where we won;t/can't get Kona EV or Kira Niro any time soon (eg, maybe 2+ years from now)... sad...

The future of EV cars is to replace ICE so to view Leaf as a "city car" is going to make the Leaf lose out until a larger battery version is available. Kona and the Niro on the horizon are going to blow nissan out of the water as their crossover styling is more in keeping with current fashion and their EV application is better than Nissan. I wouldn't consider an EV unless I had a range comparable to ICE after all I dont want to be charging everyday.

do you drive it in minus 40 degree weather?

You don't struggle with 99% of journeys thats why. I've done over 5k miles including a couple of 250 mile trips with 0 issues

The problem with bigger batteries is they don't charge very quick, with the exception of Tesla but who can afford one of them?

This car is fit for purpose for most people, so it needs no excuses. If you're doing less than 150 miles per day (i.e. most people), then you'll never need a rapid charger. If you're travelling up to 250 miles in a day, then you can manage with one rapid charge somewhere in your journey. I don't know about you, but after 2 hours of driving, I'm ready for a leg stretch, and some rehydration. That takes 20 - 40 minutes; long enough to recharge the car for the next couple of hours of driving. At that point, most people need a break, rehydration and food. If you're using motorway services, that process can take a big chunk out of an hour; plenty of time to recharge the car, even at throttled charging speeds. I've never had to drive more than 400 miles in a day, and really wouldn't want to drive for that distance in any case. On British roads, speeds are generally not as high as people. like to think, so 400 miles can take easily more than 8 hours of driving time, plus your essential breaks. From first hand experience in conducting traffic monitoring surveys professionally, it's plain that, on a lightly-used A road (the A16, for example), the average speed of cars is no more than 48 mph in daytime, and for many stretches, it is about 40 mph, with some sections as slow as 35 mph. B roads generally cut average speeds to between 30 and 35 mph. From my personal measurements on motorways, average speeds were generally between 40 and 55 mph, and almost never higher than 60 mph, even when travelling at close to speed limits as much as possible. I don't speed, so accept that some cars might attain faster average speeds, but my driving license has to stay clean. In a nutshell, purchase the car which does what you want it to do; never buy a car which doesn't suit your needs, and then you'll never need to complain about its short range.

RWBHere, I agree with most of what you have said but I think you've missed the point. Nissan more or less implied that the Leaf 2.0 was an electric car you can drive for long distances in because of the larger battery pack. Just because the distances you travel are comparatively short doesn't mean that's what most people have in mind when they buy a car. If say a salesman or woman needs a car to travel from the South of England to Scotland two or three times a month and buys a Nissan Leaf 2.0 thinking they only need to make 3 short stops to rapid charge and have a cup of coffee and something to eat. They won't be too pleased when the third time they need to charge the rapid charge is throttled back and it take 2 hours to charge. Making an 8 hour journey into a 10 hour journey. They wont be too pleased either when they are told to only drive at 55 miles an hour to keep the battery cool. In other countries such as the USA people go on road trips where the distances can be much further. One of the main reasons people that drive petrol and diesel cars now don't wont to buy and electric cars is because of the charging times. All they'll see is the difference between the time it takes to fill up their car 3 times and the time it takes to charge their car 3 times. They wont be thinking of the time they spend eating and drinking. They'll be thinking about 15 minutes or 4 1/2 hours. The whole point about Rapid Chargers is that they are RAPID. (Unless you charge 3 times in a Leaf 2.0.) Don't get me wrong, I drive an electric car but I think the Nissan Leaf 2.0 will not encourage people to buy electric cars.

Fancy a Bev Mate? And a very valid one. Unfortunately it’s one of those things that is difficult to test unless you have a set of both wheels available?

Jonathan Porterfield and James Coates are driving two 30kw Leafs up to Scotland at the weekend. One is an Acenta and the other a Tekna with the bigger wheels, could be interesting to see if it makes any noticeable difference.

Ross McMillan I saw they were doing that but didn’t realise they were in different cars. Will be interesting to see what happens?

Hi George. Are you close to your eagerly awaited 20,000 mile report. I’m really looking forward to seeing it.

irishjg1 Hi mate 1500miles to go :) not long now. Cheers

Stephen clay it think that’s a sensible option. There are too many choices now or in the near future to just think the Leaf is the only affordable option.

Such a shame no other bev has an e pedal they could easily develop one of the best features on any fuel powered vehicles including the past century it's that good. Cheers

Fancy a Bev Mate? I think most BEVs have some form of regen braking. Epedal is just one iteration. I personally like Mitsubishi’s variable regen braking with 6 different levels available from steering wheel paddles - but that is the only one I’ve used on a PHEV. I can’t see the 40 kWh LEAF being that popular in Australia where in Summer ambient temps regularly hit 40C+. Still not available here.

@@mondotv4216 The E pedal isn't regenerative braking mate yes all bevs have regen the E pedal means you can drive one footed even up and down steep hills. No other bev has it mate. Sorry I thought you knew what it was. Hope this explains why the leaf is unlike others. Cheers

Fancy a Bev Mate? Actually ePedal is a form of regen braking - just more aggressive than some other iterations plus it incorporates hill hold and brings the car to a complete stop (must be using friction brake for last 5 kms/h). The original Tesla roadster had it, the BMW i3 has it (one pedal driving - they don’t call it ePedal). My Mitsubishi Outlander PHEV nearly has it, in B5 it’s pretty aggressive but not quite much as the LEAF as the battery pack can’t quite take the charge that the LEAF can (only 12kWh) but you can almost do one pedal driving after the initial 15% is used from the battery. The only real difference is it won’t bring the car to a complete stop unless it’s slightly uphill - but where it’s really useful (in heavy traffic or twisty roads) I’ve gone my entire 25km commute without using the friction brake until except at 1 set of lights and parking. So I think I’d love the even stronger ePedal. Unfortunately can’t test drive a LEAF in Oz as Nissan is dragging the chain downunder.

Si F-N indeed it will. Hopefully they will reduce the prices once the 60kwh one is launched 👍

Wobby 1 I guess if it suits your needs it’s a great car, if it doesn’t then forget it and wait for one of the more reasonably priced, longer ranges EVs 👍

EV Opinion It’s not so much the price or the fact that it might suit some people. For me it’s the fact that Nissan have introduce a 40kw version of their leaf car that’s really no better than its predecessor, that’s what I find misleading. Sure it will work fine for some people but that’s really not the point, usually a bigger battery pack would mean a better or at least that’s what I would think. This is not an attack on anyone more an feeling of disappointment with Nissan.

Wobby 1 they should have been honest from the start and not advertised it as a go anywhere car!

Every EV throttles down the charging speed after a certain charging level, mostly at 50-60%, this is how Li-Ion batteries work. In smartphones, in laptops, in cars. Tesla is no exception. EVs actually offer higher charging speeds (comparing to battery size) at low SOC than phones etc. since they have a far better BMS. The key is, you leave having 60-70%, occasionally 80% if you had a lunch. Treat this 80% - 100% as a kind of "overcharge" which you do only at home before going for a long trip. Over night you have a lot of time. OK? Tesla? Superchargers are at a distance that you drive from one to the next. If you had a lunch at the first one (charging for 45 minutes or more), you may possibly skip one. Better? > So basically what I’m saying is if you are wanting to top up your Tesla and you are already at 60% SOC you are better off using a 50 kW rapid over a supercharger. No. If you have 60%, *you should not top up* at all, unless really needed (or having time in excess) ! And no, CHAdeMO could be faster only for a short period of time. At about 80%, it will be pretty the same as on Superchargers. As a result, it's no big difference.

The 30 kwhr leaf overheats after 4 consecutive rapid charges on a long run, I know, mine has done it on a cool evening. The 30 kwhr is more prone to battery degradation because of this, if you regularly go into the red. The 30 has it's problems as well but different ones.

Neal Archer Luckily I've not had to do two QCs in a trip yet... But yes, at one time QC, my battery temp bar was a bar or two short of the "red zone." It was kinda scary...

You are asking why? The answer is: planned obsolesce. They are doing this since the first Nissan Leaf 24 kWh. The market has forced them to make the future 2019 Leaf 60 kWh, but watch out for the price they will charge for it :( The conclusion is: they don't want to sell EV because they have very nice ICE cars in production.

Richard Petek spot on assessment. If Nissan has advertised the Leaf as a short / mid range car then people could have made an informed decision. Unfortunately they advertised it as a go anywhere car and it backfired on them!

Expert users like Nikki Bloomfield (Transport evolved) and Bjorn Nyland have publicly warned them about that issue. Nikki did that in September 2017: kzfaq.info/get/bejne/haiGaturst3Lj58.html They ignored that warning and swept it under the rug, the answer to Bjorn Nyland was "we did something to prevent battery degradation". Since March 2018 we know what they did. It has a name: rapidgate. kzfaq.info/get/bejne/nNWDjL1ox7zMiZ8.html Some people say the 40 kWh Leaf is a compliance car and I have to agree.

But that's just one charge, right?

Nigel, you may not know how EVs work. They charge fairly rapid up to about 60-70%, but then they start to throttle down. The problem with the Leaf is that when the battery is hot, the charge at low states of charge, instead of being at the nominal (maximal) speed, it slows down by 50%. In your case, when you plugged in for the second time, you probably were already at 90%, therefore it could charge only very slow. 650 miles (or 1040 km) in a longish day? You would blow it with a Leaf, it is one of the worst EVs for long trips. For that, buy a Tesla Model 3, a Hyundai Kona EV or a Kia Niro EV. You won't be disappointed. And avoid the rest.

Actually, the charging level should go between 20% and 70% and not 40-90. Beyond 70% SOC almost every EV charges significantly slower. It is a waste of time and it degrades the battery faster.

@@richardpetek712 Charging to 90% overnight at home before a road trip is easy if necessary (there might be more Tesla superchargers soon?) www.tesla.com/findus I've recently realised that 75% to 45% is a sweet spot, giving 30% dod (100 miles with the 310 mile long range Model 3 battery) with only 0.12 cycles of battery wear (shown by Accubattery on Android), with about 50 to 60% apparently the best idle level for the best calendar life i.e. topup to 60% daily for very short trips. A 7kw charge at home is C/10, probably very good for the battery life?

@Paul T, your proposal is hits precisely what I would suggest. I suggest two sources, but actually they will pretty much confirm what you have said: pushevs.com/2018/04/27/battery-charging-full-versus-partial/ batteryuniversity.com/index.php/learn/article/how_to_prolong_lithium_based_batteries Starting with a higher state of charge is for saving you some time on the road trip, not because of the lack of chargers. With the Tesla Model 3 Long Range, you can make a long leg in the beginning. At 120 km/h (75 mph) it has a consumption of roughly 20 kWh/100 km, so your first leg could be be about 320 km (200 miles) (75 kWh net capacity, 90% - 10% DOD). In real life, that's close to 3 hours of driving, you'd want a rest anyway. But there you can decide: you either can have a shorter break (about 20 minutes) to get to the next charger or a longer one (40-ish minutes) to skip one. insideevs.com/tesla-model-3-road-trip-champ/ But about twice per year you should calibrate your battery management system - charge to 100% and discharge very close to 0%, doing this very close to your garage and then charge once again to 100%, once. And you should subscribe to this guy, Bjorn Nyland. He is the accumulation of all technical and practical knowledge of nearly any EV in the world. kzfaq.info/get/bejne/rJp2qaWiva7GpmQ.html If he tests and makes even the #rapidgate Nissan Leaf usable for medium long trips, than you know that he is an expert. kzfaq.info/get/bejne/h9-ToK-C18_JgIk.html kzfaq.info/get/bejne/nNWDjL1ox7zMiZ8.html And whatever I suggest here, it applies to all EVs (Zoe, i3, Ioniq, Kona, iPace, Tesla ...). You just adjust distances according to the battery size. The only difference are driving speeds. If you want to optimise travel time, Teslas should drive faster since they Supercharge very fast. For all the others, 110-120 km/h is quite fine. On the other hand, e-Golf shouldn't drive beyond 100-110 km/h and Nissan Leaf is optimal at 90 km/h since both don't have a thermal management system (battery cooling). The exception for them are of course short trips where none of them needs rapid charging, but that's a special case.

Oh, and one small note - any charging speed below C/2 is optimal, so 7 kW or 11 kW doesn't matter, even at the smallest batteies which have about 30 kWh. Only rapid charging puts some strain on the battery, but you will read about it in that article. I just quoted that this becomes a problem only when you charge a *hot* battery very high. So doing some rapid charging won't do any significant harm to the battery (of course, with the exception of Nissan Leaf which has no cooling), but otherwise - forget it. A car is here to be used, not to be merely looked at and wasting hours while it slowly charges, just to save 0,0001% of degradation. After 15 or 20 years, at the end of its life, it is absolutely irrelevant if the battery has 5% or 10% degradation.

Jeroenimus trike adventures I think that if I had needed another charge my mood would have changed drastically. It isn’t a GT type car but seems good for local journeys up to about 250 miles👍

Does that apply to the 40 kWh version or the 60?

Only to the 60 kWh.

Ow much?

The answer is - the same. It all depends on the battery temperature on the start of the charging session. If it is between 20°C and 30°C, it charges at full speed, 39 kW (empty) up to 46 kW (63%), then it starts to taper down. If the battery is hotter than that at the start of the charging session, the charging process is slower - to avoid heating the battery beyond 50°C during the charging process.

What I mean is I've had a starting temp gauge at the same level and it has charged at full speed (for sure though, the bars temp range is a bit crap and no real idea of it its the top end of that temp or lower end) unless the charger is limited to a max charge speed - I know of 2 rapids in the area - one at around 35 other one at around 28 (not just my car/leaf). The rapid charger used in the vid may of been limited similarly

buck-eejit the read out said the car was driving for just over 6 hours. The issue would have been the next charge with the battery being so hot.

CRS1964 many thanks. Had an idea it couldn’t be the same.

Any mode change affects range only while driving in city or on highways where you often accelerate and brake / regenerate. Oh motorways, it has zero impact.

Daza do some of my best memories are from European tours, particularly the Alps, on a motorbike 😁👍

You have the Kia Niro EV? Nice. Nobody should compare Nissan Leaf to Hyundai or Kia. It would be devastating. Comparing a toddler to a grownup. It's unfair.

In the bellow- 40 kWh class it is by far the best EV, agreed! When we get to 50 kWh and more, it will be Model 3, Kona and Niro.

The shape of Leaf's battery prevents an efficient air cooling. Google it.

So they kept the same compromised shape from Leaf 1.0 on the new platform. They had a working solution from their Alliance partner that they could've designed into the Leaf 2.0 from the start (cheaper to do BIW modifications whilst designing prior to production) and didn't bother.

Water cooling could enable a constant 40-45 kW charging regardless of number of charging stops. 350 kW? Yes, but only on paper, and only Porsche Taycan will supposedly be able to use (a bigger part of) it. The currently fastest on CCS 2.0 is the Jaguar iPace at 82 kW. It is a long long path to 350 kW.

GerD Ne especially if it was your first experience of the issue. I think the ASA have been clear in their findings and Nissan a a little more specific on their wording now. I hope that has filtered down into dealers?

Actually there are three cars that could satisfy your needs for range without being a Tesla: Chevrolet Bolt, Hyundai Kona and Kia Niro. The problem is the charging network. If you look at Plugshare, www.plugshare.com , Tesla made a nice interstate network. Others made actually too many rapid chargers in Salt Lake City (or close to it) - and almost none on interstates where they are needed. The North-South route is barely doable with EVs with a 300 miles range while the East - West (Denver - Salt Lake City - Reno) is non-existent. The EV would need a range of almost 500 miles, which is nonsense. A couple of chargers in Nevada and a couple in Wyoming - and the problem is solved. But obviously nobody wants to install them. I might have a suspicion that this is on purpose. So I totally agree: on East Coast and West Coast EVs many EVs are perfectly OK, not only Teslas. But in almost half of the States in USA (which almost overlap with "red" states map, is this a coincidence?) only a Tesla makes sense as an EV. Give me ability to put up 100 stations, 400 chargers across USA (mostly copying places where Tesla has put up their own) and USA has a full EV coverage - for any EV with a decently long range of over 200 miles. When 1 charger, including installation, costs $50k, the whole investment is $30 million. Make it $50M. For major car manufacturers this is peanuts. Which, in result, it confirms that this is on purpose. Chrysler openly published "we won't invest in charging infrastructure". Yes, we noticed. This is another proof that their Bolt is only a compliance car for California.

Rob Beard I guess it depends where you live 🤔😂

Michael Kitchen indeed it is and I will be asking for a test when it arrives locally 😁👍