2018 Nissan Leaf Range Canada

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2018 Nissan Leaf Range Canada

2018 Nissan Leaf Range Canada welcome to our site find great offers on Nissan’s full line of reliable sedans, versatile crossovers, capable trucks and SUVs. The urge to persuade Canadians to opt for electric vehicles continues to push. And based on the early sales figures of the 2018 Nissan Leaf, it looks as promising as ever: Nissan met in the first two months of the second generation on the market enough presale, to 11 percent of the turnover of the car in its entire first Generation to achieve what has been trading here since July 2011.

Sure, the percentages on paper often look better than the actual numbers: that 11 percent is summed up to about 670 units, so we’re not just talking about success on the rogue scale. But whatever it cuts, if both supply and demand maintain this pace, Canada could finally be on the verge of an electric revolution. Is the new sheet that much better than the original? Yes, unambiguous and exponential. Is it better than its modern competition? Maybe if the value is your priority and you are willing to make some compromises.

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Is it ready for the primary vehicle status in Canadian driveways? Not quite yet. But as a viable and economical option for a fully electric second car – a role in which the blade always shone brightest – it still presents the most attractive movement.

The 2018 sheet is built on the same platform as the first generation, but the application of some new efficiencies has made it possible for Nissan to work a significant thrust in range and performance into the new model. One of them comes in the battery pack. It contains the same 192 cells, but the walls are thinner so that the thickness of the cells themselves increase by 0.9 mm. This means that the 40 kwh battery of the new blade occupies the same footprint as the 24 kwh battery of the previous generation. The nickel—metal hydride composition was replaced by a layered NMC layout (This is lithium-nickel-manganese-cobalt oxide for the chemical buffer).

Thus the range of the new sheet jumps to a total of 242 km, up to 70 km from the range of the previous generation 30 kwh battery.

However, the result of a larger battery is a longer charging time. With a Level 3 fast charger – the variety you rely on for the fast Midway Juice on longer drives – you will now receive a 65 percent charge in 30 minutes, and the journey to 80 percent will take 40 minutes. At home with a 240-volt device output or on the road with a level 2 charger it takes 7.5 hours to reach a full charge of empty. If you are stuck with a standard wall plug, look at a load time of more than 25 hours.

The need to install a level 2 charger at home was a hurdle for adoption for many drivers, and Nissan Canada mitigates that by incorporating a charging cable with each purchase that includes both a standard wall Plug and a device plug can plug in. That means if you already have a 240-volt outlet within 20 feet or so where you park your car, then you don’t need any additional cabling or equipment to get started. Unfortunately, it is not possible to buy additional cables at this stage, so you will have to collect them and take them with you if you often charge in several places.

As far as the transmission of electricity from the battery to the wheels is concerned, the electric motor in the second generation blade is unchanged, but a smaller and more optimized inverter – the part of the unit which is the DC energy of the battery in the AC energy That the engine needs to run, works – faster than the previous version, and the computer processing speed in the new sheet has doubled.

The combination means that the aggregate now produces 110 kw, 147 hp for a plus of 37 percent compared to the predecessor generation and 236 lb-ft torque for a plus of 26 percent – and, as is typical for an EV, most torque is almost instantaneous with such a lid Thumb on the go pedal. The difference that this makes in the drive feel of the blade is remarkable. Being behind the wheel of a leaf is no longer a sacrifice to be made in the name of the living green. It’s responsive and peppy and really decent fun under the right foot. It’s not exactly ‘ ring ready, but in homes where a spouse wants an affordable and efficient daily commuter and the other values driving fun, this car will settle a lot of arguments.

Speaking of Right foot: The 2018 sheet comes with a new drive mode called E-pedal, which is nissons response to the single-pedal regenerative driving. The shifter still contains D and B modes as in the previous generation, but there is now a separate e-pedal switch that exceeds both when it is activated. There is also a button for Eco mode, which softens the throttle response for improved efficiency, no matter what mode you are in. (It’s not just you — this seems confusing, although it’s much more intuitive in the real world.)

With the e-pedal the accelerator produces an acceleration as usual, but the removal of the foot activates the regenerative braking, which always works to a nahstopp when the friction brakes take over and the car stops completely without effect on the brake pedal. Required. Once you get used to the reaction times and holding distances, it is possible to drive completely with the accelerator and to regenerate more power than in the past.

The modulation of the accelerator also provides for a certain regeneration, for example, when you roll down hills, but use the regenerative braking to keep the speed. Drivers can choose to automatically switch off the E-pedal mode in the event of a power outage or to memorize the setting by restarting using the On-Board default menu.

I enjoy the intuitiveness of the e-pedal in active driving, but there is still need for improvement. Nissan prioritized drive here feel about raw regenerative power and you to react relatively smoothly and gently. I’m still more drawn to the Chevrolet push button-regenerative system because it’s more aggressive, both in response and in the much power it withdraws – you can actively watch how a Chevrolet Bolt recharges with reasonable use of Regeneration in city driving, though I haven’t gotten the same feeling of fulfilling the use of the e-pedal of the sheet for the same purpose, I also found it not nearly as easy to track how well I did it.

The solution seems simple: offer two e-pedal settings, one with the current smoother tuning and a second, much more aggressive mode for overachievers, ideally combined with a more detailed instrument cluster readout. Maybe that’s a change that could be integrated into future updates.

Even with all this technology, the greatest triumph of the new sheet can be found in its outer design. While the first generation was strangely bug–eyed and highly eccentric, the second generation integrates seamlessly into the Nissan formation with its characteristic v-motion lattice, floating top line and boomerang-shaped daytime running lights and Braking lights, while the subtle use of electric blue-cut marks them clearly as EV without it being cumbersome. Nissan has also been thinking about ergonomics here: While plugging a charger into the previous sheet required a squat, the ports of the new blade were reconfigured to facilitate the connection with a line of sight from standing.

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2018 Nissan Leaf Range Canada

Unfortunately – for my body, at least – this ergonomics does not follow into the interior. The seat is comfortable and offers a good hip support, but the steering wheel is not very far off, and with my short arms and legs I am at the end with my knees almost pushed against the dash paneling. The infotainment system integrates available Android-auto-and Apple-CarPlay (Huzzah!), but the wide layout means that the tuning button requires such a wide range for me that I have to rely on what is a surprising problem in a car from Small stature. Both the infotainment screen and the combination cluster feel smaller in this iteration and more difficult to glehnen at a glance. The buzzing button is the same and there are plenty of blue accents, but otherwise the interior is completely unobtrusive. And it doesn’t seem to be quieter in the new generation – a lot of street noise is still making its way into the cabin.

In the S-base model, which is rated at $35,998 before provincial incentives (currently $14,000 for Ontario, $8,000 for Quebec and $5,000 for British Columbia), the E-pedal mode is standard, as well as 16-inch wheels and the supplied charge cable level 1 and Level 2 and the level 3 Loading. Heated front and rear seats, a heated steering wheel and a battery heater are also included – as it turns out, it is more efficient to heat the body with the electric seats and the wheel than with the air – like LED headlights and daytime running lights and Keyl ESS entry.

The middle-class SV Trim is already the top seller and integrates all key technologies. In the price of $39,598, it includes the same features as the S trim plus active cruise control and ProPilot Assist, a 7-inch infotainment system touchscreen with navigation and EV-Telematics, Apple CarPlay and Android-auto functionality, SiriusXM satellite radio and and 17-inch alloy wheels. The improvements of the top tier SL trim are largely cosmetic. For $41,998, it includes leather seats with driver’s seat, all-round monitoring (as opposed to rear view only in lower trim bars), a premium Bose-seven loudspeaker audio system, heated exterior mirrors with integrated turning signals and the Driver attention alert. Security.

  • S: $35,998
  • SV: $39,598
  • SL: $41,998
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Sean Tucker is a writer specializing in consumer-focused coverage of the automotive and energy industries. As an automotive news journalist, I have contributed to US News and World Report, Yahoo Autos, MSN, Dub Magazine, and other publications. He has been on TV news as an expert guest to talk about automobile shopping.