This vehicle is currently in stock at Warrington Motors Fiat, Peugeot and Vauxhall and can be purchased from Warrington Motors Vauxhall.
Nissan Leaf has some good equipment including Satellite Navigation, climate control, parking sensors, alarm, alloy wheels, cloth seat trim, cruise control, folding rear seats, front fog lights, height adjustable drivers seat, isofix child seat anchor points, steering wheel rake adjustment, ABS, electric mirrors, remote locking, traction control
We pride ourselves in only providing cars of the highest of standards - all vehicles are taken through a pre-delivery inspection and are fully HPI checked for your peace of mind. We price our vehicles for sale on the basis of age, condition and mileage. The vehicles for sale may have previously been used for business or hire purposes and so may have had multiple users. Where we hold documents relating to vehicle history, these are available for inspection on request and we are happy to address any specific queries before you view or make an offer to purchase any vehicle.
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Please quote reference VA14KBZ_13256
All vehicles can be purchased from your local Motorparks dealer regardless of their physical stock location.
Best part-ex price paid
Qualifies for Warranty4life
Automatic rain sensing wipers, Electric front/rear windows, Rear wiper
ABS/EBD, Brake energy regeneration, Hill start assist, Traction control, VDC Dynamic Vehicle Control
Bluetooth system, Voice control system
Cruise control + speed limiter, Rear view camera, Speed sensitive power steering
Push button starter
Carwings Navigation system, Telematics system, Trip computer
Body colour door mirrors, Electrically adjustable and folding door mirrors
Gloss black centre console
PTC (Positive Temp Co-efficent) heater
6 speakers, Steering wheel mounted audio/telephone controls, USB/iPod connection
Exterior Body Features
Body colour bumpers, Chrome door handles
Automatic headlights, Daytime running lights, Follow me home headlights, Front fog lights
Climate control, Heat pump system with remote control, Rear heater duct
3.3kw charger, Driver's armrest, Illuminated glovebox, Mode 3 Type 2/ 32A/7-Pin cable, Quick charge port, Rear assist grips, Suede fabric upholstery, Tilt adjustable steering wheel
3 point front seatbelts with pre-tensioners, 3x3 point rear seatbelts, Driver and passenger airbags, Front and rear curtain airbags, Front seatbelt pretensioners + load limiters, Height adjustable front seatbelts, Seatbelt reminder for driver and front passenger, Side airbags, Tyre pressure monitoring system, VSP sound for pedestrian
60/40 split folding rear seat, Front head restraints, Front seatback pocket, Height adjustable front seats, Isofix child seat preparation, Rear head restraints
Alarm, Deadlock, Immobiliser, Intelligent Key, Remote central locking
Wheels - Alloy
17" alloy wheels
Wheels - Spare
Tyre puncture repair kit
|Badge Engine CC:||0|
|Based On ID:||N|
|Coin Series:||Acenta Flex|
|Insurance Group 1 - 50 Effective January 07:||20E|
|Man Corrosion Perforation Guarantee - Years:||12|
|Manufacturers Paintwork Guarantee - Years:||3|
|NCAP Adult Occupant Protection %:||89|
|NCAP Child Occupant Protection %:||83|
|NCAP Overall Rating - Effective February 09:||5|
|NCAP Pedestrian Protection %:||65|
|NCAP Safety Assist %:||84|
|Service Interval Frequency - Months:||12|
|Service Interval Mileage:||18000|
|Standard manufacturers warranty - Mileage:||60000|
|Standard manufacturers warranty - Years:||3|
|Timing Belt Interval Frequency - Months:||N|
|Timing Belt Interval Mileage:||N|
|Vehicle Homologation Class:||M1|
|Battery Capacity in kWh:||24|
|Battery Charge Type 1 kW:||3.3|
|Battery Charge Type 1 Percentage:||0-100|
|Battery Charge Type 1 Time (Minutes):||480|
|Battery Charge Type 2 kW:||50|
|Battery Charge Type 2 Percentage:||0-80|
|Battery Charge Type 2 Time (Minutes):||30|
|Battery Charge Type 3 kW:||N|
|Battery Charge Type 3 Percentage:||N|
|Battery Charge Type 3 Time (Minutes):||N|
|Battery Charge Type 4 kW:||N|
|Battery Charge Type 4 Percentage:||N|
|Battery Charge Type 4 Time (Minutes):||N|
|Coupler/Connector Type:||Type 1|
|NEDC Electricity Consumption kWh/100 km:||15|
|NEDC Maximum EV Range Miles:||124|
|Standard manufacturers Battery warranty - Mileage:||60000|
|Standard manufacturers Battery warranty - Years:||5|
|Noise Level dB(A):||N|
|Standard Euro Emissions:||N|
|Cylinders - Bore (mm):||N|
|Cylinders - Stroke (mm):||N|
|Engine Layout:||FRONT TRANSVERSE|
|Number of Valves:||N|
|EC Combined (mpg):||N|
|EC Directive 1999/100/EC Applies:||N|
|EC Extra Urban (mpg):||N|
|EC Urban (mpg):||N|
|0 to 62 mph (secs):||11.5|
|Engine Power - BHP:||109|
|Engine Power - KW:||80|
|Engine Power - PS:||True|
|Engine Power - RPM:||10500|
|Engine Torque - LBS.FT:||187|
|Engine Torque - MKG:||25.9|
|Engine Torque - NM:||254|
|Engine Torque - RPM:||N|
|Tyre Size Front:||215/50 R17|
|Tyre Size Rear:||215/50 R17|
|Tyre Size Spare:||TYRE REPAIR KIT|
|Wheel Type:||17" ALLOY|
|Height (including roof rails):||N|
|Width (including mirrors):||1967|
|Fuel Tank Capacity (Litres):||N|
|Gross Vehicle Weight:||1945|
|Luggage Capacity (Seats Down):||720|
|Luggage Capacity (Seats Up):||370|
|Max. Loading Weight:||452|
|Max. Roof Load:||N|
|Max. Towing Weight - Braked:||N|
|Max. Towing Weight - Unbraked:||N|
|No. of Seats:||5|
|Turning Circle - Kerb to Kerb:||10.8|
By Andy Enright
One of the big manufacturers had to be the first to take the plunge with a properly-developed all-electric car and it just so happened to be Nissan with its intriguing LEAF. While the car was the darling of those who wanted to make an environmental statement, was it ever any good as a practical everyday proposition? What's more, does it have what it takes to stand up as a credible used buy? Here's what to look for if you're considering something a bit different to the norm.
5dr family hatchback (EV [Visia, Acenta, Tekna])
We'd had electric cars before the Nissan LEAF first made landfall in summer 2011 but they were rather half-baked things; quadricycles that didn't pass mass manufacturer safety legislation and converted citycars with little in the way of design flair. The LEAF was the first pure electric car developed from the ground up by a major manufacturer and it surprised more than a few people with the way it drove and the way it was marketed. Despite many industry commentators predicting it to be the thick end of £40,000 at launch, the asking price of £23,350 undercut many more prosaic diesel hatchbacks and brought electric motoring within the reach of many. To understand quite what a breakthrough this was, consider that this undercut the tiny Mitsubishi i-MiEV, the converted kei-car that was previously the state of the EV art. The LEAF was massively more sophisticated. For a start, it could seat five in comfort with a decent-sized boot. Its styling was modern, but it didn't look like something from toy town. It was based on the EV-11 electric car prototype which was in turn developed from the Nissan Tiida, but the LEAF was very much its own thing. The first wave of customers were the predictable contenders of organisations and local authorities looking to make a green statement, but after that a more diverse set of buyers started looking to the LEAF. Sales were hardly massive, with less than 1,500 cars shifted in the first two years on sale. The reasons were easy to identify. Although it was well priced for a specific EV, it was too expensive to compete with similarly-sized cars and the range of the car in real world conditions rarely matched up to Nissan's claims. The payback period over a petrol model was so long that unlike a Toyota Prius hybrid, the LEAF could rarely, if ever, be bought as a hard-nosed financial decision. Still, Nissan listened and brought out a substantially improved model in 2013. This had a better range, revised styling, more luggage space and better equipment provision. It drove better than ever too.
If you weren't clued into the fact that the Nissan LEAF was an electric car, you might not at first guess. The silhouette looks much like any other car in the Focus/Astra class and although the exterior detailing looks modern, it's far from wacky. There's plenty of front overhang to comply with European pedestrian protection regulations and the air intake in the front end even fools you into thinking there might be some sort of internal combustion engineering under the bonnet. The lack of a tail pipe will be the main giveaway that here is something not altogether conventional. There's decent space inside, with a bright and airy cabin, decent quality materials used throughout, respectable rear legroom and okay rear headroom. The boot is a reasonable size too, given the need to package the battery packs. In the later revised model, the luggage capacity went up by 40-litres to a respectable 370-litres. The rear seats do fold if you need more space, the later car moving the charger from the rear of the LEAF to under the bonnet. Doing this turned the LEAF into a far more practical proposition as there was now no obstacle in the middle of the boot floor when the seats are folded.
Refer to Car & Driving for an exact up-to-date valuation section. Click here and we will email it to you.
Reported reliability has thus far been impeccable, due in no small part to the inherent simplicity of the LEAF's drivetrain. The Leaf doesn't have a transmission as such, instead relying on a reduction gear. The motor is always connected to the drive shafts. This makes it very simple and very reliable - much more so than any type of transmission in any other vehicle. Check that the annual battery checks have been conducted but other than that, there's really not too much to look out for other than the usual supermarket and kerb bumps and scrapes. The pale coloured interior finishes can look grubby very quickly so think twice before getting in with those brand new indigo denims on.
(approx values for a 2011 LEAF) What replacement parts are you really going to use? There's no clutch, no exhaust, no spark plugs, no filters, no alternator and no starter motor to worry about. Brakes and tyres are about the only consumables you really need to keep on top of and they're relatively cheap with front brake pads costing around £20 per set while the Bridgestone Ecopia tyres in the LEAF's modest 205/55R16 size are around £67 per corner.
Go for the kind of early LEAF we're focusing on here and you'll get a maximum quoted range of 110 miles - though Nissan could do better than that as evidenced by the way that the later revised model managed to eke this out to a claimed 124 miles. In the real world, owners report that 85 miles on a full charge is very good going. Indulge in 'hypermiling' tactics and you might well get over 100 miles but this is usually a pretty antisocial way to drive, preserving momentum through junctions where possible and limiting speed on the open road. The thing most people don't realise when considering the LEAF is that it's extremely good fun to drive. Most see an appliance, the ultimate incarnation of the car as white goods, but that's far from the case. Mounting all those batteries so low in the chassis means that the LEAF has a centre of gravity many supercars would envy and it handles well as a result, even though you do have to bear in mind that you're carrying around 300kg more than you would in a similarly-sized petrol hatchback. The post-2013 model year cars featured smoother damper settings to reduce float and deliver a more agile and dynamic drive without adversely affecting ride comfort. The steering system was also given a touch more weight to provide steering feel more in tune with European tastes while the performance of the brakes was improved to make them more progressive in use, while also increasing the amount of energy recovered. Changes were also made to the Eco driving mode. A 'B' setting on the transmission increased regenerative braking during deceleration while a separate 'Eco' button on the steering wheel extended driving range by altering the throttle mapping to discourage rapid acceleration. The two systems could be operated independently of one another, unlike in the original LEAF.
Some cars stack up better as used cars than they ever did as new ones. File the Nissan LEAF in that category. Residual values haven't been as strong as Nissan would have liked which spells bargains for the used buyer. An excellent reliability record coupled with the fact that every car you look at is going to be a relatively pampered low mileage example also simplifies the used buying process. If a LEAF fits into your lifestyle, it earns a strong recommendation from us.
By Jonathan Crouch
Plugging our cars into the mains electricity supply when we get home at night might still might seem about as natural as shovelling coal into them before setting off in the morning, but all the signs are that's going to change. Hybrid cars were a first step in the direction of increased use of electricity to drive our vehicles and fully electric models will be the next. Owning a car that will never go near a filling station forecourt except to use the jet wash or inflate its tyres might take some getting used to but Nissan has long been confident that its LEAF all-electric family hatch can make the transition a painless one. In 2013, the brand upgraded the first generation version of this design with an increased range and quicker charging time. This is the version we check out here as a potential used buy.
5dr family hatchback (EV [Visia, Acenta, Tekna])
The 'LEAF' name is an acronym for 'Leading Environmentally friendly Affordable Family car' - which is exactly what this was when first we saw it launched in 2011 as the first purpose-designed pure electric vehicle on the market. Back then, the only other offering in this segment was hastily converted citycar design sold under different badges by Mitsubishi, Peugeot and Citroen. In comparison, the prospect of spending similar money on a larger, more advanced Nissan LEAF seemed like a no-brainer decision for anyone seriously considering a car of this sort. The problem for Nissan, in the UK at least, was that in the early years of the 21st century's second decade, hardly anyone was considering buying a full-electric family vehicle. And certainly not one costing close to £30,000. A LEAF might have been better than anything else on offer in this era but it was still beset by the usual EV issues of low operating range and patchy public charging infrastructure. It was, in short, a car ahead of its time. By 2013 though, there were signs that things might be changing and that the public might be warming to this model. By this time, the cost of electric technology had come down and the number of public charging points had dramatically increased. Plus the whole idea of owning a pure electric car had been more widely accepted. It was a change in mindset Nissan aimed to capitalise on by re-launching the LEAF with a smarter, more practical interior and a longer operating range. This model sold until an all-new second generation LEAF which a much longer operating range was introduced at the end of 2017.
The LEAF was the first mass production electric vehicle to be designed from the ground up for purely battery power. Early EVs were merely conversions of cars originally created with petrol engines. Even if you didn't know this, you could perhaps guess the fact from a glance at this dramatic-looking Nissan. For example, since, as an all-electric car, there was no need to fit a bulky engine in the front, it has a stubby and sharply-angled nose that produces a smart wedge profile and aids the strong aerodynamic performance. With this revised post-'13-era model - British-built in Sunderland - that nose also had to also accommodate the bulky charger and inverter which previously took up space in the boot, but the designers managed to sort that without affecting the bonnet line. So, as with the original version of this MK1 model, the so-called 'smart fluidity' looks remain a little unorthodox - subtle grille changes are the only visual update over the 2011-era model. That and the addition of an LED light under the charger lid which makes it a bit easier to connect up at night. Otherwise, nothing's really very different and the futuristic styling remained unaltered - but then many will feel that to be wholly appropriate for such a groundbreaking car. The quirkiest detail is probably the raised profile of the blue LED headlamps, positioned to channel air away from the wing mirrors and reduce road noise. Things get a little more bulbous around a rear end dominated by a kicked-up roofline and gently curved vertical tail lights - and of course notable for the total absence of an exhaust pipe. There is of course a battery instead, as before a 48-module lithium-ion powerpack that isn't housed in the boot but under the vehicle's floor, helping create the low centre of gravity that helps so much with the handling. But the perhaps the most important thing is the overall size. At around 4.5m long, this was the first pure electric car big enough for proper family use, no more than around 200kgs heavier than a similarly shaped conventional model and offering cabin space and overall dimensions very comparable to that of a conventional Ford Focus-style family hatchback. Back in 2013, no other EV on the market could offer you more rear seat space. Thanks to redesigned front seats that freed up another 53mm of legroom for rearward folk, the bench in the back of this post-'13-era model can comfortably accommodate three adults on short journeys, two on longer ones and a trio of kids all day long. The important practical news with this revised MK1 model LEAF though, lies further back. We mentioned earlier that the charger and the inverter the battery pack needs were moved forward from the boot to the bonnet in this revised MK1 model. Well that made a big difference to the cargo area. Luggage space in this post-'13-era design is rated at 330-litres, a 40-litre increase over the original car - about the size of a piece of airline carry-on baggage (though top models lose 15-litres of that thanks to the need to house the sub-woofer of the punchy Bose stereo). More importantly, when you push the 60/40 split-folding rear bench forward (something you can't do in a rival Renault Fluence ZE all-electric hatch model from this era), you get a completely flat loading floor. True, the total cargo room on offer isn't especially big: the 1,100-litre total potential seats-folded luggage area that you'd expect when travelling two-up in a conventional family hatch is reduced here to just 680-litres. But we can't see that unduly bothering too many potential buyers. The reason the boot isn't bigger is that the lithium-ion battery pack is mounted beneath the floor of the vehicle, a more pleasing consequence of which is the slightly raised driving position you get behind the wheel. On this improved MK1 LEAF model, there's also the bonus that you can further adjust your seat for height should you want to. Unfortunately, the more pressing change needed in this cabin - the adoption of a reach-adjustable steering wheel - was in 2013 still on Nissan's to-do list. Still, you can move the thing up and down and with a bit of jiggling about, it's possibly to achieve a pretty comfortable driving position. In a cabin that seems very different from that of the original model - until you realise that apart from the adoption of a foot-operated handbrake, the only major change is the adoption of a darker palette of plastics. The original light-coloured trim looked very modern but proved pretty impractical for the cold muddy climates of Northern Europe and Scandinavia. As with the original MK1 LEAF design, there's an appropriately futuristically styled split-level dash, with blue-tinted graphics that look pretty conventional until you peer closer and find that they're primarily geared towards advising you just how much further you can go before a charging top-up is needed. A mobile 'phone-style percentage reading is also included on this revised model. The graphics advise you of your success in regenerating electricity and there's an eco-indicator to display the status of electricity consumption, with little tamaguchi-like trees growing on the display, depending upon how frugally you're driving. Further range information is provided by various functions that reside on the large telematics screen positioned in the middle of the centre console, powered by a system Nissan calls Carwings. Mid and top-spec models got it as standard and were priced from new to include a five year subscription to the system, which was updated in this revised post-'13-era model to be even more useful. As well as the usual stereo, sat nav and Bluetooth functions you'd get with a conventional infotainment set-up, this one also knows where every public charging point is and is always ready to direct you to one. You can also access Carwings remotely via your PC or smartphone, planning a trip in advance or setting a timer to cool down or warm up the car before a journey so that you don't have to use valuable battery power doing so once on the move. The heating and windscreen demister aren't as 'off limits' in this respect as they were in the original LEAF model though, thanks to a heating system in mid and top-range models that in this revised version was 70% less power-hungry.
Refer to Car & Driving for an exact up-to-date valuation section. Click here and we will email it to you.
Reported reliability has thus far been impeccable, due in no small part to the inherent simplicity of the LEAF's drivetrain. The Leaf doesn't have a transmission as such, instead relying on a reduction gear. The motor is always connected to the drive shafts. This makes it very simple and very reliable - much more so than any type of transmission in any other vehicle. Check that the annual battery checks have been conducted but other than that, there's really not too much to look out for other than the usual supermarket and kerb bumps and scrapes. If possible check the car's battery health before purchase. One that has had lots of regular charges is better than one that's been stood at 100% for days on end. This improved LEAF reverted to a traditional handbrake which seems to be more resilient. It also appears to have a more resilient battery. Some buyers in our survey reported a leaking roof seal and many have reported some uneven tyre wear. There was a recall for checking the steering on earlier version of this improved LEAF: check it was done. One buyer we found had the brake regeneration sensor fail at about 50,000 miles. Another owner experienced a bit of suspension wobble at 70mph. Look for uneven tyre wear, especially at the rear as some cars are known to have tracking issues that are hard to fix. Also, listen for a slight clonking sound from the rear wheels when reversing slowly. Also check for tiny rust spots on the door sills when the doors are open and where the rear screen meets the bootlid. It seems the paint is very soft and prone to scratches, so ideally you'd get a LEAF in a colour that disguises it - i.e not black!
(approx values for a 2014 LEAF) What replacement parts are you really going to use? There's no clutch, no exhaust, no spark plugs, no filters, no alternator and no starter motor to worry about. Brakes and tyres are about the only consumables you really need to keep on top of and they're relatively cheap with front brake pads costing around £20 per set while the Bridgestone Ecopia tyres in the LEAF's modest 205/55R16 size are around £67 per corner. We found a pair of brake discs at about £56, which seems reasonable. Wiper blades are at the £10 to £12 mark and a wing mirror glass would be about £15 to £20. A wheel bearing kit starts from around £186.
Let's start with the headlines. This improved post-'13-era MK1 model LEAF can travel nearly 20% further than the previous version could on a single charge and, if you get the right specced model, you can finish that charge in half the time. If that's enough to get your interest, then let's get behind the wheel and see what it's like to drive. Get yourself settled and if you've tried an early 2011 or 2012-era MK1 model LEAF, you'll find that things here aren't very different. If you haven't, then the whole experience will seem very futuristic. Initially, it feels just like the Focus-sized family hatchback it is. But release the parking brake (changed to foot-operated functionality in this post-'13-era car) then push the starter and the electric experience begins. Virtual instrument graphics spring up in front of you accompanied by a cheery chime before a few seconds later, you're ready to pull the mouse-shaped auto gear selector into 'Drive' (electric cars are of course always automatic) and set off. But before you do, a quick check is needed of the all-important range indicator, designated by an instrument display bar graph and the mileage figure displayed beneath it. It's a display you're going to get very used to staring at since it'll determine exactly how and when you can use this car. In the mid-part of the 21st century's second decade, brands like Tesla were showing that a range of 250 miles or more was quite possible with very expensive electric vehicles. Affordable EVs though from this period though, couldn't get anywhere close to that but amongst these, this Nissan could claim the mantle of 'best of the rest' thanks to an increase in claimed operating range from 110 to 129 miles for this revised post-'13-era LEAF model. That was achieved thanks to a 30kg weight reduction and the installation (on mid and top-range variants) of a clever heat pump using three times less energy than would normally be required to heat the car. How? By drawing that energy from the air outside, a technology approach well established in domestic use. In the real world of course, you won't regularly achieve the kind of total range Nissan talks about unless you habitually drive like a nun. But the difference the 2013 model year changes made allowed a three figure operating range to be for owners less of a pipe dream and more of an achievable reality, especially if they were able to make good use of the useful 'B' mode in the gearbox. Select it rather than the usual 'Drive' setting and you'll increase the energy that can be harvested from regenerative braking and therefore extend the distance you can travel. In our tests, we commonly got around 80 miles out of a single charge, but that'll still be sufficient to satisfy the 80% of drivers whose daily mileage is less than that. Of course, range is less of an issue if charging is quick and easy. When one day, the 50kW rapid chargers that can replenish a depleted battery to around 80% of its capacity in just 30 minutes are commonplace on our major routes, no one will think twice about taking an EV vehicle on a longer trip. Currently though, such a journey takes a little more forward planning - though a couple of things do make that process easier. First, if you do get to the perspiration point when, 7-8 miles from empty, you find a voice prompting you to find a recharging point as a 'low charge' turtle' graphic appears on the dash, there's always the Carwings telematics system that most LEAF trim levels offer to help you out. This always knows where the nearest public charging point is and can direct you straight to it. Some owners helped themselves to avoid that scenario by paying extra for an optional 6.6kW on-board charging system which was designed to halve charging time to as little as four hours - and does, providing you can find a 7-pin socket to plug it into. As you might expect, over-exercising of your right foot depletes the batteries very quickly and means plugging in much more often. In fact, it's actually more tempting than you'd think to drive this car quicker than you intend to. Or at least it is powering off from rest. Come to a LEAF with electrical expectations based around milk floats and golf carts and the way that 100% of the torque is available right off the bat never fails to feels shocking. From rest to 30mph, this Nissan accelerates faster than a petrol V6, but progress slows as the revs rise culminating in an 11.5s 0-62mph time that's no better - but certainly no worse - than a conventionally-powered rival diesel model. Power comes courtesy of a 360-volt electric motor putting out the equivalent of 109PS and a pokey 280Nm of torque as this unit revs, rather promisingly, to over 10,000rpm. It'll only do 90mph flat-out, but of course, outright speed isn't the point of this car. No, its natural habitat is an urban one that'll see you trundling along in eerie silence. Actually, it's not quite silent. While designers of conventional cars bust a gut to get noise levels down, Nissan actually had to add sound to this one to counter public fears that quiet electric vehicles might, as they approached, unpleasantly surprise unwary pedestrians and the visually impaired. Hence the speaker fitted in the engine bay that produces a low whine at under 15mph to warn the pavement-bound of your impending arrival. Those LEAF owners of a nastier disposition can switch this off. In town, it makes most sense to drive this car in its 'Eco' setting, which on the original version of this car combined a slower throttle response with extra regenerative braking to increase operating range by about 10%. The problem with that was that on the open road, where you don't want a slow throttle response, owners couldn't get the benefits of extra regenerative braking. Which is why on this revised model, the two systems were re-designed so that they operated independently. Get beyond the city limits and you can disable the lethargic throttle response via an 'Eco' steering wheel button but at the same time snick the gearlever from 'D' to 'B' to still harvest the extra braking energy. And handling on faster twisty roads? On the original version of this car, this ought to have been quite good thanks to a centre of gravity the same as that in Nissan's 370z sportscar and near-perfect weight distribution. The trouble was with that car that the steering was so ridiculously light and devoid of feel that at the wheel, you felt absolutely no inclination at all to drive it with any kind of verve. With this revised MK1 model, the engineers improved things, with revised damper settings that improved high speed stability and ensured that the car no longer 'floated' rather weirdly when it encountered mid-corner bumps. A bit more weight was added to the steering too. It's still not what you'd call responsive but you do at least get a little more feel for what the wheels are doing beneath you than was the case with the original MK1 model. Turn-in is actually quite sharp and there's plenty of grip - though also still plenty of body roll. Most importantly though for potential buyers, the ride is very good.
Nissan is a brand that knows what it's talking about when it comes to electric power, with an EV history that stretches all the way back to 1947. Only with the introduction of lithium-ion battery technology in the 1990s though, did their EV development really take off and a car like their original LEAF become possible. Early all-electric adopters liked it but wished it were cheaper, better to drive and could go further on a quicker charge. So in 2013, Nissan delivered this improved model offering small but significant improvements in all these areas. Of course operating range, improved though it was, still remained an issue. Nissan wouldn't get around to properly improving that until the second generation version of this design was launched in 2017. That may not matter to you though, especially if your LEAF is to be a second or third family car used for short trips only. Even with that caveat, a LEAF won't be for everyone of course. Those without a garage will join single-car families and long distance commuters in dismissing it out of hand. But then, no car is for everyone. As the Japanese brand points out, you wouldn't buy a GTR supercar for family use or a Navara pick-up as a city run-around. Where Nissan did succeed with this improved MK1 model LEAF though, was in offering a relatively affordable family-sized pure electric car that was much more free of compromise, a model you could pretty painlessly switch into from something conventional. For the right sort of customer, it's a very forward-thinking kind of used car buy.
Mr Brian Francis - 25/06/2019, owner of a Nissan Leaf 80kW Tekna 30kWh 5dr Auto
User rating: 4/5
Mr Julian Elliott - 17/05/2018, owner of a Nissan Leaf Tekna 5dr Auto
User rating: 5/5
Mr Peter Assheton - 21/10/2017, owner of a Nissan Leaf Tekna 30kW 5dr Auto
User rating: 4.5/5