2018 Nissan Leaf: What's It Like to Live With?

What do you want to know about?

• Introduction
• Monthly Update for May 2018
• Monthly Update for June 2018
• Monthly Update for July 2018
• Monthly Update for August 2018
• Monthly Update for September 2018
• Monthly Update for October 2018
• Monthly Update for November 2018
• Monthly Update for December 2018
• Monthly Update for January 2019
• Monthly Update for February 2019
• Wrap-Up

Introduction

The all-new 2018 Nissan Leaf is here, and not a moment too soon. The original 2011 Nissan Leaf wasn't the first electric car ever made, but one could argue that it was the first practical volume-selling electric car, one that proved EVs could be more desirable than some glorified golf cart.

It helped that the Leaf was no boutique sports car or a captive fleet car available only to utility companies, or even a lease-only special you'd need to return after three years. The Leaf debuted with 73 miles of range — decent for the time — and it was the first EV built with the much-needed SAE J1772 standard charge socket, which helped public charge networks and 240-volt home charging technology to flourish.

Since then, EVs have grown to include numerous new vehicles with interesting designs, higher-capacity batteries and increasing range. Nissan added modest range enhancements occasionally, but facing new competition, the Leaf felt increasingly dated. Nissan has finally gone off and redesigned it, but it's clear that the 2018 Nissan Leaf is rooted at the value end of today's EV spectrum.

What Did We Buy?
The 2018 Nissan Leaf represents another EV milestone: It's the first electric car in production long enough to undergo a full redesign. It's not the most complete redesign we've ever encountered — it rides on the same basic chassis and offers the same interior dimensions — but the changes are nevertheless significant.

Power comes from a more energetic electric motor that can churn out 147 horsepower and a healthy 236 pound-feet of torque (up from 107 hp and 187 lb-ft, respectively). It can travel 151 miles on a full charge thanks to a redesigned lithium-ion battery pack with 33 percent more capacity. And the new Leaf can finally be driven in one-pedal fashion thanks to its new e-Pedal lift-throttle braking feature.

As before, there are three trim levels: S, SV and SL. The base S is equipped with 16-inch steel wheels and a basic four-speaker AM/FM/XM stereo, but it offers automatic emergency braking and a smart-key system. The value-driven SV adds 17-inch aluminum wheels, foglights, adaptive cruise control and a CHAdeMO DC fast-charge port. Inside, there's a nicer 7-inch touchscreen audio and a navigation system with HD radio, voice controls and Apple CarPlay/Android Auto smartphone integration.

We chose the SL, which has all the SV gear plus leather seating (with heated front seats and a power-adjustable driver seat), rear seat air-conditioning ducts, LED headlights and running lights, a cargo cover, and a seven-speaker Bose premium audio system. It comes with an auto-dimming rearview mirror, Nissan's wonderful 360-degree camera system, and an additional line of defense with blind-spot monitoring and rear cross-traffic alert systems.

What Options Does It Have?
The SL isn't missing much, but it doesn't come standard with all that the new Leaf offers, including the ProPilot Assist (PPA) system. An advanced lane-keeping system, PPA does a pretty fair approximation of Tesla's Autopilot, but for a lot less than the $5,000 Elon and company charge for theirs.

To get it, we added the $650 SL Technology package, which includes the two main components of ProPilot Assist: Steering Assist and advanced adaptive cruise control. Steering Assist guides the car between the lane lines instead of merely preventing lane departures in the style of most lane-keeping systems (although it'll do that too when PPA isn't engaged). Advanced adaptive cruise control is an upgrade to the standard system than enables it to slow down to zero mph in stop-and-go situations, with a hold function to keep the car stationary until the traffic flow resumes.

That's not the end of it. The SL Technology package also adds an electronic parking brake, automatic high beams, and pedestrian detection integrated into the automatic emergency braking system.

Beyond that, we equipped our Leaf with splash guards ($190) and thick carpeted floor and cargo area mats ($190). Add another $395 for our car's Scarlet Ember finish, a premium paint color and, all told, our loaded Leaf SL test car cost $38,510 before adding state-dependent variables such as tax and license fees. Note that our cost doesn't reflect crucial offsetting incentives such as the $7,500 federal tax credit or assorted state rebates such as the $2,500 EV mail-in rebate most buyers can get here in California.

Why We Bought It
We liked the 2011 Nissan Leaf well enough when we hosted one in our fleet seven years ago. But it was a bit of a slug, and the phrase "range anxiety" crept into our lexicon almost immediately — 73 miles of range just wasn't enough.

Now the Leaf has the beans to get out of its own way and it can go more than twice the original range on a single charge. But is it enough? After all, the Chevrolet Bolt is rated for 238 miles, and the mythical $35,000 Tesla Model 3 will be good for 220 miles, if it ever arrives.

Battery capacity costs money and consumes space, so there's no point buying and toting around more than you need. Perhaps the Leaf is "right-sized." We own both a Bolt and a long-range Model 3, so we're in an excellent position to get to the bottom of this.

Beyond that, we're eager to play around with the new e-Pedal system, and we plan to put ProPilot Assist through its paces, especially since Nissan intends to offer the system on the Rogue and its other mainstream cars.

More than anything, we're interested to see how Nissan managed to pull off a significant price drop in the face of many significant enhancements. After all, the S costs $690 less than before, the volume-selling SV is a full $1,710 cheaper, and the SL is only $590 more than last year. Will we see any evidence of cost-cutting or has EV technology simply become cheaper to make?

Follow along as we put our 2018 Nissan Leaf through a full year of daily rigor and duty. You'll find detailed impressions and regular updates on our 2018 Nissan Leaf SL during our long-term road test.

The manufacturer provided this vehicle for the purpose of evaluation.

Monthly Update for May 2018

Where Did We Drive It?
The 2018 Nissan Leaf joined our long-term fleet in late March, but this is the first monthly update. I'm not sure what happened to the April update, but hey, it's an imperfect world and things sometimes fall through the cracks. Our Leaf hasn't gone anywhere outside of the typical staff commutes, which is what you'd expect from a fairly new EV addition. Perhaps some brave soul will travel outside of the Southern California comfort zone soon. Stay tuned.

What Kind of Fuel Economy Did It Get?
Since the end of March, we've logged about 2,200 miles. Over that distance, one driver went as far as 129.8 miles on a single charge and reported 29 miles of range remaining. If that range was correct, the Leaf could have exceeded its advertised 151-mile range. Not too shabby.

Current odometer: 2,658 miles
Average lifetime consumption: 29.4 kWh/100 miles (114.6 miles per gallon equivalent)
EPA consumption rating: 30 kWh/100 miles (125 mpge)
Best fill: 23.8 kWh/100 miles (141.3 mpge)

Maintenance and Upkeep
None.

Logbook Highlights

Performance
"Nissan's e-Pedal gives you strong regenerative braking and as close as you can get to one-pedal driving. The regen is so strong, however, that it pushes you back and forth. It makes me slightly queasy and I'm the one driving! If you have passengers susceptible to motion sickness, I'd probably turn off this mode." — Ron Montoya, senior consumer advice editor

Interior
"What a difference a year makes. Last year, our Chevy Bolt was the talk of the party. It arrived as we were in the middle of our second time around with its larger counterpart, the Volt, but the pint-size EV became the clear favorite with its quicker charge times, seriously useful range, and seriously aggressive regen braking that allowed us to one-pedal drive it through horrible commutes.

"Yeah, the seats are hard, and the interior's a tapestry of plastic and loose-fitting upholstery. And sure, there was that one time it left Kurt stranded on the freeway. One time! Such is the personal price of innovation and early adoption.

"Now here's the Leaf. Interior? No contest. The Leaf crushes the Bolt. And the seats — look, even a bare oak rocking chair is more comfortable than the Bolt's seats. And these Leaf buckets aren't even the spiffy astronaut seats available in upper-range Nissans (or if they are, Nissan's not making much of a fuss about it). But they're plenty comfortable for me and a reminder that #evlife shouldn't require spinal sacrifices.

"Sure, the Bolt's got the Leaf beat on range and, by extension, convenience. That should change next year when a second Leaf arrives with 200-plus miles of range. But for now, for overall refinement, the Leaf wins." — Dan Frio, staff writer

"I'm much more comfortable in the Leaf than our long-term Chevy Bolt, but that's not to say the Leaf fits me. It's one of the only cars I've been in that made me feel like a giant. The whole thing seems designed for someone much smaller than my 6-foot frame. I fit in the car, but it's a bit like the automotive equivalent of holding one of those 7.5-ounce Coke cans." — Will Kaufman, associate staff writer

"Where's the clothes hook? Left the dry cleaners over the weekend and couldn't find a way to hang my clothes. Am I blind, or does this car really not have a hook?" — Carlos Lago, senior writer

MPG
"I got into the car on Monday evening with a 40 percent charge. The range estimate was at 65 miles. I did some quick math before deciding to take it home. I have a 40-mile round trip to work, and I needed to make a stop at Target a few miles away. In theory, I'd have roughly 20 miles to spare when I got back to work. I had forgotten that on the way home, I have to climb up a hill for about 13 miles. This caused the range estimate to drop fairly quickly. I got home with 22 percent of the battery remaining and an estimated 36 miles of range.

"I rolled the dice the following morning and drove to work on Eco mode with the e-pedal on. Now, my commute was working in my favor as it was mostly downhill. I arrived at work with a 19 percent battery and 29 miles of range remaining. Impressive regen effort from the e-pedal, but if it were my car (and I had a place to charge) I would've preferred to charge overnight." — Ron Montoya

"This was some pretty local/neighborhood driving (not going over 40 mph) and I didn't have to use the brake pedal the entire time. It's pretty easy to modulate the accelerator and do one-pedal driving." — Rich Kuras, content strategist

"I've tried to think of a better and more eloquent way to say this, but the Leaf is a bit of a dork box. And it's not just for the way it looks (EVs don't have to look weird), but for the way I sit in this thing. At 6 feet tall, I sit really high and everything inside the car seems so far below you, including the steering wheel, which doesn't telescope! I feel like an adult driving a Power Wheels truck — dorky." — Kurt Niebuhr, road test editor

Technology
"Can't get Bluetooth or Android Auto to work with my Google Pixel 2. The Bluetooth connection process fails at the end, and the screen never gets past the 'Starting Android Auto' prompt. I've tried forgetting the device from the car and vice versa, but no luck." — Carlos Lago

"Apparently letting the car sit for a bit and think about things is the key to getting Bluetooth/Android Auto to work because now it does. Yay, technology!" — Carlos Lago

"After the initial hiccup getting my phone to connect, I'm happy to report that Android Auto worked flawlessly all weekend. It booted quickly and automatically when I plugged in my phone, and it had no problem maintaining the connection (I hear Rex had some trouble with this)." — Carlos Lago

"The digital display in the IP [instrument panel] is a huge missed opportunity for Nissan. It's a decent size, has good resolution, and could easily display a nav screen of similar size to what's currently in the center of the dash. And that Nissan nav screen needs all the help it can get." — Kurt Niebuhr

"I like the fact that our Leaf has Apple CarPlay, but half the time it doesn't recognize my phone. When I plug it in, the infotainment system thinks it's a USB drive. Then I go to the smartphone menu and press the button. It asks me to reinsert the USB cord and then it finally goes into CarPlay mode. It's done this for me a few times now." — Ron Montoya

Miscellaneous
"The part number for the horn on this thing must be shared with a moped. I'm not looking for it to sound like a train, but it's completely ineffectual and can be drowned out by the din of regular traffic." — Kurt Niebuhr

Monthly Update for June 2018

Where Did We Drive It?
Our 2018 Nissan Leaf spent all of June handling commuting duty. We've found that most potential EV owners fixate on the Leaf's lack of range compared to its competitors. But fixating on the one odd road trip they'll take every few months rather than how they'll use the car 95 percent of the time is counterproductive. Meanwhile, the Leaf has dutifully shuttled our editors to and fro without any issues while welcoming converts to the electric mobility fold.

What Kind of Fuel Economy Did It Get?
We only added 353 miles in June, and all of it was local stop-and-go commuting by drivers who live close to the office. But we recently received our carpool sticker, which means we anticipate more long-distance commuters will pick it for their daily drive.

Current odometer: 3,011 miles
Average lifetime consumption: 29.4 kWh/100 miles (114.7 mpg equivalent)
EPA consumption rating: 30 kWh/100 miles (125 mpge)
Best fill: 23.8 kWh/100 miles (141.3 mpge)

Maintenance and Upkeep
None.

Logbook Highlights

Performance
"Thursday rush-hour traffic in L.A. is notoriously horrific, so it's always a good idea to leave the office by 3 p.m. and definitely before 4. Otherwise, you'll endure an hourlong drag of what is normally a 20-minute commute. When I couldn't get out of work until 5 p.m. last Thursday, I resigned myself to that rush-hour misery. But surprisingly, and thankfully, the Nissan Leaf made those 8 miles bearable and stress-free. Its quiet quickness, the regen braking, its light steering — it's the perfect car to get you through the stop-and-go. Since it's not a sports car, there's no frustration over imposed impotence, but at the same time it's quick when you need to get around slow pokes. I'd say all this makes it the perfect city car." — Caroline Pardilla, senior copy editor

Interior
"The Leaf has fast become one of my favorites. The interior borders on upscale, the seats are comfortable, and the ride is smooth. With its low center of gravity, coupled with instant electric thrust and propulsion, the Leaf is good fun in curves and cloverleafs.

"The Leaf's interior feels like Nissan's take on a Volkswagen Golf, a mainstream hatchback that aspires a little higher, and it's miles better than the Chevy Bolt, which feels like a budget rental car by comparison. Sure, it helps that we got the top-trim SL, but there's not a huge gap between the SL and the two lower trims. All share the same layered dash and panel textures that give the cabin some visual interest, and the same intuitive layout of common controls.

"As a hatchback, the Leaf should make anyone's short list, and if you were shopping an EV — and your heart's not set on a Tesla — the Leaf feels like the best one you can buy right now." — Dan Frio, staff writer

"Arg. Watch out for your charger cord when it's near the shifter. It can get hung up underneath the knob and not allow the full range of motion needed to select a gear." — Calvin Kim, road test engineer

Miscellaneous
"The carpool stickers finally arrived for our long-term Nissan Leaf." — Mike Schmidt, senior manager, vehicle testing operations

Monthly Update for July 2018

Where Did We Drive It?
With only 150 miles of range, you won't see us taking any long road trips in our 2018 Nissan Leaf. We are, however, using it for what it does best: commuting. Whether apartment hunting, traveling to a community theater, or running around to and from work, it does the job well. We've also learned that ProPilot Assist is a wonderful feature for those gridlocked trips home.

What Kind of Fuel Economy Did It Get?
Adding roughly 562 miles to our Leaf in July may not seem like much, but those covered many local trips from work to home. And it was at least more than June, when we racked up just 353 miles. My personal 60-plus-mile round trip accounted for at least one duty cycle and having the new HOV lane access stickers really helps.

Current odometer: 3,664 miles
Average lifetime consumption: 30 kilowatt-hours per 100 miles (112.5 miles per gallon equivalent)
EPA mpg rating: 30 kWh/100 miles (112 mpge)
Best fill mpg: 23.8 kWh/100 miles (141.3 mpge)

Maintenance and Upkeep
None.

Logbook Highlights

Technology
"It became a running joke every time I put the Leaf in reverse. The husband would say, 'You sound like you're driving a garbage truck!' Its beep-beep-beep warning comes courtesy of Nissan's Approaching Vehicle Sound for Pedestrians (VSP) system, to alert passers-by of the Leaf's presence." — Kathleen Clonts, copy chief

"I don't know about the rest of you, but I'm a huge proponent of the e-pedal. It reminds me of old R/C [radio control] cars. When you start putting the throttle down, it goes. When you start lifting off, it slows. When you're off all the way, it's stopped. I had Kathleen try it, and now she's a convert, too!" — Rex Tokeshi-Torres, vehicle testing technician

"Thank goodness for ProPilot Assist. It is such a sanity saver in L.A. traffic. Relying on it during the constant stop-and-go to maintain distance with the vehicle in front is just a relief." — Rex Tokeshi-Torres

Utility
"The Leaf has a pretty wimpy horn. It doesn't give you a lot of confidence that the overly aggressive drivers around you, in L.A. at least, are going to heed a warning when they encroach on your space." — Kathleen Clonts

Interior
"I can't get over how old our Leaf seems from the driver's seat. For one thing, I've been in this business since 2008, and I swear Nissan's still using the same touchscreen infotainment interface it had back then. Maybe it's changed a little, but seriously, there's no comparison between this dowdy screen and what you get in the Model 3 — or the Bolt EV, for that matter. Then there's the drab, charcoal-dominated color scheme inside our Leaf, which fits with the general lack of a wow factor anywhere you look. I've got no problem at all with the way the Leaf drives, but I have to wonder if its interior design and technology will meet shoppers' expectations for a new-generation electric car." — Josh Sadlier, senior manager of content strategy

MPG
"The Leaf's lifetime consumption average is 30 kWh/100 miles — an exact match of its EPA combined consumption rating. Our average 'projected range' (trip odometer at plug-in plus remaining miles) is 145 miles, which is very close to the Leaf's range rating of 151 miles. This is summer, and A/C use drains the battery, so the fact that we're consistently in the mid-140s is pretty impressive." — Dan Edmunds, director of vehicle testing

"The Leaf perhaps isn't the ideal car for a weekend of apartment hunting in L.A. if you don't have a charger. We managed to burn 110 miles between Friday afternoon, when I left work, and Saturday night. The Leaf was down to a paltry 12 percent charge, with 20 miles of range, as we arrived in Hermosa Beach to see some community theater. We found an open charging spot near the theater building. Score! But it was our first time charging the Leaf, and we somehow managed to muck up the plug-in, discovering later that absolutely nothing happened while we were off enjoying the show. Talk about range anxiety.

"We made it home to West Hollywood. But first thing the next morning, we found a DC fast charger less than a mile away and charged for a half-hour at a cost of $7, bumping the Leaf back up to 128 miles available (though not completely charged)." — Kathleen Clonts

Monthly Update for August 2018

Where Did We Drive It?
Our long-term 2018 Nissan Leaf has little choice but to remain a local runabout. This situation is not unique to the Leaf and will remain the case for nearly all EVs until a comprehensive network of fast EV chargers is deployed in sufficient numbers. August was no exception when the Leaf continued to serve as local transport and grocery-fetcher for our editors.

What Kind of Fuel Economy Did It Get?
Our Leaf's electricity consumption has been tracking extremely close to its EPA estimate. This despite a warm summer that necessitated heavier air-conditioning use, which has a deleterious effect on consumption and range. Rangewise, we haven't been brave enough to reach its outer limits, but the Leaf's rated 150 miles appears to be wholly realistic given our usage pattern, and even a bit conservative.

Average lifetime consumption: 30.3 kilowatt-hours per 100 miles (111.1 miles per gallon equivalent)
EPA consumption rating: 30 kWh/100 miles (27 city/34 highway)
Best fill consumption: 23.8 kWh/100 miles (141.3 mpge)
Best range: 129.8 miles
Current odometer: 4,218 miles

Maintenance and Upkeep
None.

Logbook Highlights
Comfort
"We ran around town in the Leaf quite a bit one weekend. My husband complained that he couldn't find a comfortable position in the passenger seat, partially due to the [battery] hump in the floor that sticks up a bit if the seat is pushed all the way to the rear." — Kathleen Clonts, copy chief           

Technology-Audio
"Although the infotainment screen is tiny, I like the Leaf's bird's-eye camera view. It packs in a lot of information that's digestible at a glance. Likewise, the backup screen's fish-eye view makes the most of the postage-stamp-size screen. A larger screen would certainly be welcome in any case." — Jason Kavanagh, senior road test engineer

"The audible lane departure warning is one of the most jarring sounds I've experienced in a modern vehicle. It's like the game of Operation. Only the lane markings are the metal-edge organ holes, delivering a shrill warning beep accompanied by a vibrating steering wheel. Its startling effect is exacerbated by the absence of engine noise. Don't know why it has to be so dramatic, but thankfully you can shut it off." — Jonathan Elfalan, road test manager

Performance
"I really dig the e-Pedal heavy regen effect in the new Leaf that makes one-pedal driving possible, though it sometimes takes a moment too long to reach its max deceleration level. I've also found that if I touch the brake pedal thinking that it'll provide a higher level of regen, it instead causes the Leaf to coast. This caught me off-guard a few times driving into work today." — Jonathan Elfalan

Cargo Space
"You won't be hauling couches in the Leaf, but there's enough cargo volume to swallow a week's worth of groceries for two people, even if those people have a voracious thirst for La Croix. Which, by the way, is pronounced 'La Croy' in its native state of Wisconsin. You might get punched in the mouth if you ask for 'La Cwah' there." — Jason Kavanagh

Miscellaneous
"The styling of this second-generation Leaf is more palatable (read: normal) than that of the first-gen car. That's a positive thing as the days of making an odd visual statement for the sake of highlighting an unconventional powertrain have passed. The Leaf still has got a ways to go in becoming an aspirational product, but Nissan made a wise, albeit incremental, move with the aesthetics of the sheet metal." — Jason Kavanagh

Monthly Update for September 2018

Where Did We Drive It?
It comes as no surprise that we did not drive our long-term 2018 Nissan Leaf to the farthest reaches of this great land in September. We did, however, generate more thoughts on this little electric vehicle's attributes in our day-to-day seat time commuting from various areas within the Los Angeles basin.

It's been insightful to gather reactions from neophyte drivers of electric vehicles (EVs), too. On two occasions this month, we heard objections to heavy regenerative braking effect. This was not in reference to the Leaf specifically, although its max deceleration effect via e-Pedal is similar to that of other EVs. But we've also heard the opposite from experienced EV owners. They rave about the one-pedal driving that heavy regen (like e-Pedal) facilitates.

We're in the latter camp. One-pedal driving rules. It will, apparently, take some time for those consumers who are new to the experience to adjust. But they'll come around. Eventually.

What Kind of Fuel Economy Did It Get?
The Leaf's electron consumption improved after the hot summer. In September, our Leaf's efficiency improved enough to move its lifetime consumption to a result that was a tick more efficient overall. It's now 30.2 kWh/100 miles, an improvement of 0.1 over the tally in August.

This is likely related to September's milder ambient temperatures that required less air-conditioning use. In an electric vehicle, A/C use can increase consumption by 10 percent or more. While the Leaf behaved more frugally during the month, we set no new range records.

Average lifetime consumption: 30.2 kilowatt-hours per 100 miles (111.4 miles per gallon equivalent)
EPA consumption rating: 30 kWh/100 miles (112 mpge)
Best fill consumption: 23.8 kWh/100 miles (141.3 mpge)
Best range: 129.8 miles
Current odometer: 4,814 miles

Maintenance and Upkeep
None.

Logbook Highlights
Technology-Audio

"Underscoring once again that semi-automated driving systems can cause as much trouble as they avoid, the Leaf's ProPilot Assist cruise control did something surprising and possibly dangerous. On a three-lane curve to the right, the system misinterpreted a car passing in the left lane as being in directly in the path of the Leaf, and applied the brakes — hard. I quickly canceled the system and continued driving without issue, but it's easy to see a situation in which this 'false positive' could result in some undesirable consequences from traffic behind the Leaf." — Kathleen Clonts, copy chief

Performance
"Man, the brake pedal modulation is pretty awful once you really get into the pedal. It's springy and terrible and difficult to meter precisely the amount of retardation you seek. Yes, e-Pedal is awesome, and it goes some way in reducing actual pedal use. But when more braking is required than e-Pedal provides, the Leaf's braking system does a crummy job of juggling regenerative slowing and the conventional friction brakes. In the wash, the driver gets mixed messages from the car and the pedal about what's going on, and this does not instill confidence. Confidence is key." — Jason Kavanagh, senior vehicle test engineer

Miscellaneous
"I've said this before, but I really enjoy driving the Leaf around the city. It's all about that torque that allows me to zip around slower-moving traffic when I need to. I love that. And since it does it so quietly, most drivers don't even know I'm doing it and therefore don't get offended by my proactive moves. Its size and rearview camera also make parking in congested L.A. areas, such as off Hollywood Boulevard, a breeze. Definitely a great car for city life." — Caroline Pardilla, senior copy editor

"Another reminder that you're driving an EV (if you weren't already clued in): the soothing chime emitted by the Leaf when you put it in reverse. It's not the icepick-in-brain beeping usually sounded by trucks backing up either, but a lower-decibel chime that those standing nearby will notice. Fortunately, it's not loud enough to annoy your neighbors across the street. Anyway, when I first heard it, I thought it was cute. Thank you, Leaf, for letting me know you're on the move." — Caroline Pardilla

"Since I work for Edmunds, my friends always ask for my opinion about the cars they're shopping. One such friend didn't, though, as she already had her heart set on the Chevy Bolt, and she was leaning toward a three-year lease on one. For her, it was all about that 238-mile range. But I felt it my duty to point out the Nissan Leaf and send her links to our long-term test. I mean, if you're shopping EVs you should at least consider it. Plus, our editors love it and picked it as their unanimous pick in a three-EV shootout involving the Tesla Model 3 and Chevy Bolt. If my friend had at least taken the Leaf for the test drive, I think she would have found it more attractive in terms of its better interior and stronger value."  — Caroline Pardilla

Monthly Update for October 2018

Where Did We Drive It?
Our long-term 2018 Nissan Leaf took a hiatus in October from its usual routine. Instead, it served duty for a colleague within the larger Edmunds employ, something that happens from time to time. It's a great way for folks outside of the editorial group to stay current (no pun intended) with the cars that we test.

The Leaf accumulated more than 1,000 miles in October and continues to tick along without raising any kind of fuss. And if you've ever seen the film The 40-Year-Old Virgin, well, this month somebody put a bike in it.

What Kind of Fuel Economy Did It Get?
The efficiency of our Leaf continued its trend of improvement. In October, its lifetime consumption bettered to the tune of 30.0 kWh/100 miles. That's an improvement of 0.2 kWh over the last month's result and puts the Leaf precisely in line with its EPA-rated consumption bogey.

Given that our Leaf has more than 5,000 miles on the odometer already, this is a pretty significant development. Driving style is a likely driving factor here, given that it spent so much time in the hands of just one person, and that person appears to have a light foot.

Average lifetime consumption: 30.0 kilowatt-hours per 100 miles (112.3 miles per gallon equivalent)
EPA consumption rating: 30 kWh/100 miles (112 mpge)
Best fill consumption: 23.8 kWh/100 miles (141.3 mpge)
Best range: 129.8 miles
Current odometer: 5,965 miles

Maintenance and Upkeep
None.

Logbook Highlights

Utility
"A colleague mentioned that he had purchased a used bike on Facebook Marketplace and asked if I was willing to pick it for him since the bike was located near my house. Before I took the Leaf, I watched various videos about the Leaf on Nissan's website. One of the videos showed how roomy the interior was and how it could even fit a bike in the rear.

"After watching, I was curious to see how true the video was. Well, here is proof that the Leaf can indeed carry a bike. That said, the video didn't show that you need to remove the front tire for this to work. In addition, I did have to scoot the passenger front seat forward a bit, but a passenger was still able to sit there comfortably." — Mike Schmidt, senior manager, vehicle testing operations

Comfort
"Last night, I chose our Leaf over the Jaguar F-Type. I had to drive across the city in rush-hour traffic, so the Leaf's calm and quiet demeanor won me over. It's the perfect commuting car. Had I chosen the F-Type, I'd be upset that I had no open roads, and the engine would constantly turn on and off in traffic. In any other scenario I'd choose the Jag, but for the daily drive, the Leaf is the way to go." — Ron Montoya, senior consumer advice editor    

"We recently had a Hyundai Kona Electric at the office. In my mind, the Kona is unquestionably the best mainstream electric on the market right now, but I think the Leaf is more comfortable to sit in. Now, the Leaf's driving position is unfixably awkward, so my impression is all down to Nissan's seats, which are softer and more supportive than the Kona's.

"Anyway, during those moments in the Kona where I was just sitting perfectly still at a light or in traffic, when I wasn't in motion or interacting with the Hyundai's superior infotainment or tech features, or cranking tunes on the Hyundai's superior stereo, I kind of missed the Leaf. At least my back did." — Will Kaufman, content strategist and news editor

MPG
"There is a soon-to-be-announced Nissan Leaf with an extended-range battery on the horizon. While the standard 150-mile range is more than sufficient for most people's needs, my 68-mile round-trip daily commute could give me a little range anxiety if I have unexpected errands. A guy's gotta have a little mileage cushion to keep the stress levels low, ya know. I'm really looking forward to the extended range, but I'm curious to see what the cost of that larger battery will be." — Rex Tokeshi-Torres, vehicle test technician

Monthly Update for November 2018

Where Did We Drive It?
As a battery-electric vehicle with modest range, our long-term 2018 Nissan Leaf will always be among the last choices for a trip of any significant distance. It's an ideal commuter, though, and continues to serve well in that capacity. We added roughly 1,000 miles of around-town use in November.

It's worth noting that a longer-range Nissan Leaf will soon be available. Whether this new version's inevitable higher price sours the Leaf's value proposition is something we're keen to watch. After all, a Leaf has an economy-car vibe.

What Kind of Fuel Economy Did It Get?
Our Leaf is on a roll. Over the past few months, its efficiency has steadily improved. Its lifetime consumption was sweetened by yet another 0.2 kWh compared to last month, now averaging 29.8 kWh/100 miles.

This improvement is actually even more significant than it appears. As miles accumulate, improving the average becomes that much more difficult. Think of adding a cup of water to a mostly full swimming pool versus adding it to a flask. The pool's level won't significantly change, but the flask's will.

We suspect that recent cooler ambient temperatures require less A/C use, improving efficiency. This trend might cease in December and January if the Leaf's cabin heater gets a workout instead. We'll see.

Average lifetime consumption: 29.8 kilowatt-hours per 100 miles (113.2 miles per gallon equivalent)
EPA consumption rating: 30 kWh/100 miles (112 mpge)
Best fill consumption: 23.8 kWh/100 miles (141.3 mpge)
Best range: 129.8 miles
Current odometer: 7,039 miles

Maintenance and Upkeep
None.

Logbook Highlights

MPG
"I don't have a 240-volt outlet at home, so when I have the Leaf, I'm a regular at the sole ChargePoint DC outlet in my area. It's located next to the service entrance of a local Honda dealer, funny enough. I try to arrive late at night when no one's around — no plug-in Claritys to contend with — and the Leaf charges to about 85 percent in an hour.

"It's been a pretty good solution but not without a hiccup. On a recent Saturday night, I rolled up with a 3 percent battery charge and fewer than 10 miles remaining. I wasn't worried since the fast charger was on my way home, and I knew I could make it.

"But when I swiped the ChargePoint card, the charger wouldn't authorize or initiate charging. I called the customer support number and spoke with a gentleman who tried to reboot the machine remotely. It didn't appear to work. I resigned myself to using the slower Level 2 charger nearby, if only for enough juice to get home and back to the fast charger the next morning.

"For good measure, I tried the fast charger once more. This time it authorized my card and fired up with its telltale whine. I connected and settled in for what I thought would be 45 minutes of charging. Ten minutes later, the machine kicked off and charging stopped. The LCD display read 'Machine Disabled.'

"The Leaf was on the plug long enough to load up with a 15 percent battery charge (27 miles). I ended up adding a bit more charge while bumming around at the mall the next day, then later that evening topping up again at the now-working fast charger.

"The lesson: Patience and flexibility are key when you're trying to charge out in the wilderness. Financial resources also help: Each fast-charge session at this station is $10 whether you stick around for a full charge or not. Oh, and the ChargePoint customer service people were good enough to refund our cost for the malfunction session." — Dan Frio, reviews editor

Miscellaneous
"The Leaf is the first EV that I really enjoy driving and the first EV I reach for when it's available. The Bolt was cool at first, but the seats are terrible, and the interior feels like a Tupperware bomb. I still like the way the Bolt moves away from a traffic signal, and the range is very useful. But I still pass it over when most other cars are available. It also has a habit of stranding us. The Model S? Please. Fast and fun, but I'd rather drive a car that works." — Dan Frio

Monthly Update for December 2018

Where Did We Drive It?
Our long-term 2018 Nissan Leaf continues in its role as a local runabout. It clocked a few hundred miles in December, largely serving commuting duty. Some cars are cut out for track use. Others are tailored for off-road use. For the Leaf, there's simply no other role outside of commuting for which this car is best suited.

How Much Electricity Did It Use?
Our Leaf's consumption has been steadily improving over the past few months and December was no exception. Its lifetime average improved by 0.1 kWh/100 miles to 29.7 kWh/100 miles once December's data was factored in.

Average lifetime consumption: 29.7 kilowatt-hours per 100 miles (113.4 miles per gallon equivalent)
EPA consumption rating: 30 kWh/100 miles (112 mpge)
Best fill consumption: 23.8 kWh/100 miles (141.3 mpge)
Best range: 129.8 miles
Current odometer: 7,451 miles

Maintenance and Upkeep
None.

Logbook Highlights

MPG
"I had the Leaf over a three-day weekend, and it was low on juice after two days of tooling around town. It was down to just 9 miles until empty as I pulled into the garage at the Edmunds headquarters to hit the ChargePoint. On the plus side, the Leaf gives you several alerts that you're low on charge, with a glowing icon (the low battery charge indicator) and a blinking display of the dwindling number of miles until empty. A large warning alert also comes up on the display reading 'Battery charge is low / Charge now.'" — Kathleen Clonts, copy chief          

Technology
"Why can't I just say 'FM 89.3'? Instead, voice commands require that I first say 'Audio.' And THEN, after I wait for the next set of visual prompts to load and a second audio prompt to play, I can say 'FM 89.3.'" — Will Kaufman, content strategist and news editor

Comfort
"Cranked the heat on a chilly morning, and it worked really well. Clearly, SoCal isn't an area with a 'real' winter, but I think buyers would be satisfied with the flow of hot air from the dashboard vents." — Kathleen Clonts

Monthly Update for January 2019

Where Did We Drive It?
If you're a regular reader of our long-term 2018 Nissan Leaf updates, you can probably predict the words that follow this sentence: The little electric runabout was tasked with commute duty for most of January.

That may sound repetitive, but we think this usage pattern of getting editors to and from the office likely represents how a typical buyer would use the Leaf almost exclusively.

How Much Electricity Did It Use?
After months of steady improvement, our Leaf's lifetime average consumption ticked upward (worse) once January's charging performance was factored in. It's now sitting at 29.8 kWh/100 miles, an increase of 0.1 kWh/100 miles over its average at the end of December. Chalk up the loss of efficiency to lead foots and/or cold butts who placed more severe demands on the Leaf's heating system.

Average lifetime consumption: 29.8 kilowatt-hours per 100 miles (113.2 miles per gallon equivalent)
EPA consumption rating: 30 kWh/100 miles (112 mpge)
Best fill consumption: 23.8 kWh/100 miles (141.3 mpge)
Best range: 129.8 miles
Current odometer: 8,169 miles

Maintenance and Upkeep
None.

Logbook Highlights

Utility
"Part of the Leaf's audio system is in the trunk, which is intrusive and takes up a bit of space. It's part of the Bose Energy Efficient Premium Audio System, but I'd rather it was more space-efficient and/or stuffed below the floor. It's not the 1990s anymore. I don't want to see the sub in my trunk." — Kurt Niebuhr, vehicle test editor

Technology
"In the 'Adventures With ProPilot' category, I decided to give it another chance when I was largely alone in the right lane of the 405 freeway. But it let me down again, trying to steer toward an exit ramp rather than continuing straight. This system could be better." — Kathleen Clonts, copy chief

"I really wish the Leaf's adaptive cruise was just a bit better. It's slow to respond and accelerate, making it feel really laggy in stop-and-go traffic. That's a shame. The Leaf is otherwise pretty ideal for an L.A. commute. But when things get really boring, you can't just leave it to take care of the throttle for you." — Will Kaufman, content strategist and news editor

Monthly Update for February 2019

Where Did We Drive It?
Our long-term 2018 Nissan Leaf is nearing the end of its stay with us. It's yet to breach 10,000 miles, which is half of what we strive to achieve after a year of use. Its low odometer count isn't altogether surprising given the Leaf's electric powertrain.

Really, the issue is equal parts range and charging infrastructure or lack thereof. This area is one that Tesla has an indisputably huge lead. Other manufacturers really need to get on the ball in deploying high-speed charging across this great land if their EVs are to have any hope of tapping into their latent popularity, regardless of how terrific the cars themselves are.

Yes, the argument that EVs are most often charged at home is valid and true, but it is inescapable that consumers will nevertheless balk at dropping many tens of thousands of dollars on a vehicle that they perceive to have a fundamental limitation in its driving envelope.

How Much Electricity Did It Use?
February represents the second consecutive month in which our Leaf's lifetime average consumption increased (worsened). Its consumption characteristics this month eroded its lifetime average to the tune of 0.1 kWh/100 miles.

But its lifetime average of 29.9 kWh/100 miles is still a skinny whisker better than the 30 kWh/100 miles that Nissan claims. Remember, a lower number here is better.

Our Leaf also logged its highest-ever range in February at 130.7 miles. Given that Nissan rates its range at 151 miles, it seems the only thing required to best our result is courage.

Average lifetime consumption: 29.9 kilowatt-hours per 100 miles (112.6 miles per gallon equivalent)
EPA consumption rating: 30 kWh/100 miles (112 mpge)
Best fill consumption: 23.8 kWh/100 miles (141.3 mpge)
Best range: 130.7 miles
Current odometer: 8,612 miles

Maintenance and Upkeep
None.

Logbook Highlights

Performance
"In Los Angeles, there aren't a lot of opportunities to reach the posted speed limit on freeways during the morning commute. A recent rainy day apparently scared people from driving on Interstate 10, and I was able to drive the Leaf at a solid freeway pace for several miles. It handled quite well in the wet. It's no all-wheel-drive SUV of course, and you wouldn't want to hit a big puddle often. I did once and felt it slip a bit, but it maintained its composure. Overall I was impressed by how the Leaf dealt with the heavy rain." — Kathleen Clonts, copy chief

"I realize that elevated speeds aren't exactly an EV's thing, but the Leaf seems a little more ill-suited to them than other EVs. Its acceleration really tapers off at speeds over 65 mph. Here, the Leaf needs a boot full of throttle to pass anything. And at those speeds, its range plummets. Cars such as the Bolt, Kona and Model 3 seem to be more immune to the effects of open freeway cruising on range by comparison. I know the Leaf has a smaller battery, but it's more a question of efficiency. It seems other EVs are simply more efficient over a wider range of speed." — Kurt Niebuhr, vehicle test editor

Comfort
"I was looking forward to some toasty hands on one chilly morning, but the Leaf's heated steering wheel isn't working. At least, that's what it felt like." — Kathleen Clonts

Miscellaneous
"The horn on this car does nothing. Rather, it works in the sense that it makes a sound, but it's beyond meek. It sounds like a toy, not a car." — Kurt Niebuhr

Wrap-Up

What We Got
For 2018, the Nissan Leaf received a comprehensive refresh with new styling, additional range and more performance. You'd be forgiven for thinking that's not much of a big deal. After all, we previously had a 2011 Leaf in our long-term fleet, a car with which the 2018 model still shares its underlying platform. The 2018 Leaf is significant, however, in that it marks the first instance of an electric vehicle entering its second generation.

The 2018 Leaf's more potent thrust is courtesy of a more powerful electric drivetrain that generates 147 horsepower and 236 pound-feet of torque. These figures represent big jumps from the first-generation Leaf's 107 hp and 187 lb-ft. Range also increased to 151 miles courtesy of a new battery that can hold 33% more charge.

Other noteworthy upgrades in the second-generation Leaf include a standard 6.6-kW charger (previous base Leafs came with a standard 3.3-kW unit) and a so-called e-Pedal, which allows stronger regenerative braking. Seasoned EV drivers gravitate toward the one-pedal driving style facilitated by the more pronounced slowing effect this system bestows upon the driving experience. As do we.

Among Leafs, the trim levels are fairly straightforward. All of them have the same battery and electric motor, so the choice comes down to features. The Leaf we tested was an SL trim, which allowed us to evaluate its additional comfort, convenience and driver assistance features. It was also equipped with a few options such as the SL Technology package, which includes adaptive cruise and a lane keeping system with enhanced capability.

After a year, our impressions of the redesigned Leaf were consistent. Naturally, this EV would never be the car of choice for a long drive, owing to a sparse quick-charging infrastructure. But its characteristically seamless and alert acceleration in city driving made it a convincing foil for commute duty. The e-Pedal received plaudits for providing largely one-pedal driving in these driving circumstances.

The driving position in the second-gen Leaf is no better than its predecessor's, and it's still begging for a telescoping steering wheel. This dearth of adjustability is less of a liability for drivers of shorter stature, but several editors griped about it.

On the plus side, our Leaf required no maintenance during its time with us, during which it accumulated just shy of 9,500 miles. This mileage is significantly less than most of our fleet cars accrue after a year, but again it comes down to the Leaf's aforementioned inherent short-haul nature.

Nevertheless, the Leaf got the nod over our long-term Tesla Model 3 and long-term Chevrolet Bolt as the entry-level EV of choice in our EV comparison video. It did so not because it was demonstrably superior in any respect to the others. On the contrary, the Tesla and the Chevy handily beat the Leaf in terms of range and performance.

But the Leaf's lowest price of entry and good-enough range are enough to make it a potent value among these EVs.

Read on for more impressions of our long-term 2018 Nissan Leaf.

Performance

"Thursday rush-hour traffic in L.A. is notoriously horrific, so it's always a good idea to leave the office by 3 p.m. and definitely before 4. Otherwise, you'll endure an hourlong drag of what is normally a 20-minute commute. When I couldn't get out of work until 5 p.m. last Thursday, I resigned myself to rush-hour misery.

"But surprisingly, and thankfully, the Nissan Leaf made those 8 miles bearable and stress-free. Its quiet quickness, the regen braking, its light steering — it's the perfect car to get you through the stop-and-go slog. Since it's not a sports car, there's no frustration over imposed impotence, but at the same time it's quick when you need to get around slowpokes. I'd say all this makes it the perfect city car." — Caroline Pardilla

"Man, the brake pedal modulation is pretty awful once you really get into the pedal. It's springy and terrible and difficult to meter precisely the amount of retardation you seek. Yes, e-Pedal is awesome, and it goes some way in reducing actual pedal use. But when more braking is required than e-Pedal provides, the Leaf's braking system does a crummy job of juggling regenerative slowing and the conventional friction brakes. In the wash, the driver gets mixed messages from the car and the pedal about what's going on, and this does not instill confidence. Confidence is key." — Jason Kavanagh

MPG

"I got into the car on Monday evening with a 40% charge. The range estimate was at 65 miles. I did some quick math before deciding to take it home. I have a 40-mile round trip to work, and I needed to make a stop at Target a few miles away. In theory, I'd have roughly 20 miles to spare when I got back to work. I had forgotten that on the way home I have to climb up a hill for about 13 miles, which caused the range estimate to drop fairly quickly. I got home with 22% of the battery remaining and an estimated 36 miles of range.

"I rolled the dice the following morning and drove to work on Eco mode with the e-Pedal on. Now my commute was working in my favor as it was mostly downhill. I arrived at work with a 19% battery and 29 miles of range remaining. Impressive regen effort from the e-Pedal. But if it were my car (and I had a place to charge), I would've preferred to charge overnight." — Ron Montoya

"I had the Leaf over a three-day weekend, and it was low on juice after two days of tooling around town. It was down to just 9 miles until empty as I pulled into the garage at the Edmunds headquarters to hit the ChargePoint. On the plus side, the Leaf gives you several alerts that you're low on charge, with a glowing icon (the low battery charge indicator) and a blinking display of the dwindling number of miles until empty. A large warning alert also comes up on the display reading 'Battery charge is low/Charge now.'" — Kathleen Clonts

"There is a soon-to-be-announced Nissan Leaf with an extended-range battery on the horizon. While the standard 150-mile range is more than sufficient for most people's needs, my 68-mile round-trip daily commute could give me a little range anxiety if I have unexpected errands. A guy's gotta have a little mileage cushion to keep the stress levels low, ya know. I'm really looking forward to the extended range, but I'm curious to see what the cost of that larger battery will be." — Rex Tokeshi-Torres

Comfort

"Last night, I chose our Leaf over the Jaguar F-Type. I had to drive across the city in rush-hour traffic, so the Leaf's calm and quiet demeanor won me over. It's the perfect commuting car. Had I chosen the F-Type, I'd be upset that I had no open roads, and the engine would constantly turn on and off in traffic. In any other scenario, I'd choose the Jag. But for the daily drive, the Leaf is the way to go." — Ron Montoya

"We ran around town in the Leaf quite a bit one weekend. My husband complained that he couldn't find a comfortable position in the passenger seat, partially due to the [battery] hump in the floor that sticks up a bit if the seat is pushed all the way to the rear." — Kathleen Clonts

Cargo Space

"You won't be hauling couches in the Leaf, but there's enough cargo volume to swallow a week's worth of groceries for two people, even if those people have a voracious thirst for La Croix. Which, by the way, is pronounced 'La Croy' in its native state of Wisconsin. You might get punched in the mouth if you ask for 'La Cwah' there." — Jason Kavanagh

Interior

"The Leaf has fast become one of my favorites. The interior borders on upscale, the seats are comfortable, and the ride is smooth. With its low center of gravity, coupled with instant electric thrust and propulsion, the Leaf is good fun in curves and cloverleafs.

"The Leaf's interior feels like Nissan's take on a Volkswagen Golf, a mainstream hatchback that aspires a little higher. And it's miles better than the Chevy Bolt, which feels like a budget rental car by comparison. Sure, it helps that we got the top-trim SL, but there's not a huge gap between the SL and the two lower trims. All share the same layered dash and panel textures that give the cabin some visual interest and the same intuitive layout of common controls.

"As a hatchback, the Leaf should make anyone's short list. And if you were shopping an EV — and your heart's not set on a Tesla — the Leaf feels like the best one you can buy right now." — Dan Frio

"I'm much more comfortable in the Leaf than in our long-term Chevy Bolt, but that's not to say the Leaf fits me. It's one of the only cars I've been in that made me feel like a giant. The whole thing seems designed for someone much shorter than my 6-foot frame. I fit in the car, but it's a bit like the automotive equivalent of holding one of those 7.5-ounce Coke cans." — Will Kaufman

Audio and Technology

"I wish the Leaf's adaptive cruise was just a bit better. It's slow to respond and accelerate, making it feel extra laggy in stop-and-go traffic. That's a shame. The Leaf is otherwise pretty ideal for an L.A. commute. But when things get boring, you can't just leave it to take care of the throttle for you." — Will Kaufman

"The audible lane departure warning is one of the most jarring sounds I've experienced in a modern vehicle. It's like the game of Operation where the lane markings are the metal-edge organ holes, delivering a shrill warning beep accompanied by a vibrating steering wheel. The absence of engine noise exacerbates its startling effect. Don't know why it has to be so dramatic, but thankfully you can shut it off." — Jonathan Elfalan

Miscellaneous

"The horn on this car does nothing. Rather, it works in the sense that it makes a sound, but it's beyond meek. It sounds like a toy, not a car." — Kurt Niebuhr

"The styling of this second-generation Leaf is more palatable (read: normal) than that of the first-gen car. That's a positive thing as the days of making an odd visual statement for the sake of highlighting an unconventional powertrain have passed. The Leaf still has got a ways to go in becoming an aspirational product, but Nissan made a wise, albeit incremental, move with the aesthetics of the sheet metal." — Jason Kavanagh

Maintenance & Repairs

Regular Maintenance:
Our Leaf was as reliable as an anvil. It never faltered, acted up, stranded us or even required any routine maintenance. After a year and just shy of 10,000 miles, our Leaf asked nothing of our wallet, nor were there any out-of-pocket expenses for unplanned maintenance.

We followed Schedule 2 for less severe conditions (7,500-mile or 6-month intervals), which calls for a tire rotation at 7,500 miles. However, we observed such little difference in wear among its tires that we deemed rotation unnecessary.

Service Campaigns:
None.

Fuel Economy and Resale Value

Observed Fuel Economy:
The EPA rates the Leaf at 30 kWh/100 miles (112 mpge) combined. We beat this estimate with an average of 29.9 kWh/100 miles over 9,365 miles. Our best observed charge economy was 29.3 kWh/100 miles; the worst observed was 39.3 kWh/100 miles.

Its maximum range is rated at 151 miles. Our highest observed range on a single charge was 130.7 miles.

Resale and Depreciation:
Our 2018 Nissan Leaf SL stickered for $38,510. Over the course of a year, we added 9,365 miles to the odometer. In this condition, Edmunds TMV calculator valued the Leaf at $25,318 based on a private-party sale.

That works out to 34.3% depreciation, which is far worse than our fleet average of roughly 22%. Consider that most of our long-term cars rack up more than 20,000 miles and the Leaf's depreciation looks even more worrisome. EVs fare very poorly when it comes to depreciation due primarily to the steadily improving range of newer models, and the Leaf is no exception.

Summing Up

Pros:
The Leaf's affordability, good-enough range and e-Pedal are its standout attributes that initially set the hook. That it required not a single penny of maintenance and never once stranded us during its year in our care sweetened the experience.

Cons:
A bland driving experience and suboptimal driving position plus some quibbles about the efficacy of its driver assistance features garnered repeat attention. There's a general economy-car vibe to the Leaf that didn't alleviate as the miles piled on.

Bottom Line:
The Leaf isn't the flashiest or speediest EV, but its combination of versatility and range is compelling for the price. New competitors have ramped up the pressure on the Leaf, so we recommend sticking with the lower trim levels of the Leaf to lean into its value-heavy proposition.

The manufacturer provided Edmunds this vehicle for the purposes of evaluation.