2012 Nissan Leaf Review [Video]

An amazing step forward, just not big enough

2012 Nissan Leaf Review [Video]

Certain cars can’t accurately be judged on a choreographed press junket. Take a minivan for instance. To properly evaluate such a vehicle requires a road trip with a spouse and kids.


1. Using the new MPG Equivalent rating, the Leaf gets 99 mpge with 106 city and 92 highway.

2. With an EPA rated 100-mile range, look for about 70 miles in real world driving.

3. 3. For an additional $2,000 a charge port can be fitted to most houses allowing a charge time of roughly 7 hours. A special Quick Charger can also be used allowing for an 80 percent charge in 30 minutes, although you’ll need the top trim SL to get the right port on the car. Using just a 120-volt outlet, charging takes over 20 hours.

4. Leaf models start at $35,200 or $37,350 for the SL trim, minus a $7,500 tax credit.

Likewise, an electric car must be lived with in order to be judged. That said, I recently borrowed a Nissan Leaf for three days and set out to use it just as I would with any conventional internal combustion engine vehicle. That may sound simple enough for an urbanite, those for whom six miles is considered a commute, but for me it’s an 80 mile round trip.

And while Nissan may claim 100 miles as an EPA-rated ranged, they’ll also admit that the real-world distance is closer to 70 – just shy of the range I’d need to travel back and forth from work.


Understandably, almost no one in my situation would seriously look at purchasing an electric car with such a limited range. But being the curious sort, I wanted to know: How far has the technology come and could an electric car work for someone like me?

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After all, most Americans buy cars for the just in case factor. As in, it has all-wheel drive just in case it snows, or it as a third row just in case they need to drive their kids and their kids’ friends to the mall. In short, these features are no different than a 400-hp V8 in a Mustang. It may only be used once a week, or even less, but that’s the reason they bought the car.


For the American car buyer, a 300-mile range and the ability to double it with a quick stop at a gas station has become the norm, and in order to achieve mainstream acceptance, EVs need to do the same.

An official product launch with such a car would have carefully planned routes with chase cars should I get stranded and a long list of phone numbers of PR folks to assist me should I get lost. Not this time. Upon picking up the car I was given a special trickle charger that plugs into a conventional 120-volt household outlet, as well as a phone number of an emergency towing company.


As soon as I left the parking lot the range anxiety took hold, although to be honest it had actually started the week before when I confirmed the pickup day with Nissan. It was then that it hit me: I had calculated the distance to and from my house to the AutoGuide offices to see if it was possible, but the pickup location for the car was much further away. Nissan offered to drop the car off, but that would have been cheating, as I normally pick up Nissan pressers at the same depot.

A quick check on Google maps calmed by fears, slightly. The distance from the fleet center to my house on the other side of town was slightly less than 60 miles. So it should make it? Right?

Make it I did, though not without significant fretting, which began when I left the parking lot and became severe as I accelerated onto the highway. As I learned over the course of three days, electric cars are very much the opposite of gasoline ones when it comes to the type of driving that maximizes fuel economy.


Officially rated at 99 mpge (miles per gallon equivalent), the city rating is an incredible 106 mpg while the highway rating is 92. That may not sound significant, but when every mile counts, it is. Crawling along in gridlock the next day it was reassuring to see the mileage range number on the dash sit idle mile after mile. But on the highway the digits would often count down like the dying seconds on a scoreboard, a rather frightening distraction as I attempted to summon Jedi-like powers to slow the countdown to what I foresaw as my inevitable destination – stranded on the side of the road.

In fact, I became so paranoid of the quickly depleting energy supply that I switched off the climate control in order to conserve as much battery life as possible. As silly as that may sound, within the Leaf’s Carwings telematics system there’s a screen that will tell you how much range you can gain by doing just that. It’s not insignificant either, totaling three whole miles on this journey. A mild inconvenience on an ideal day, my worry of reaching home was so severe I did so even with the mercury sitting at the freezing point.

Nearing my house and off the highway the range reading ceased its recessionary stock market-like fall at 17 miles and my emotions switched from worry to a cocksure attitude as I decided to drop in to the grocery store – warming my now frozen toes in the process.


Arriving home I was confronted with the reality of not having a quick-charging station – something any Leaf owner would be sure to have installed for a cost of around $2,000. Nissan proudly proclaims a 7 hour charge time using a 240-volt outlet as well as a special quick charger than can boost the car’s battery to 80 percent in just 30 minutes. Using the supplied trickle-charger it takes over 20 hours, leaving me to wonder if I’d be able to make my morning commute on schedule.


While the car guy in me wants to discount an electric car as a fad, my inner car geek is fascinated by the incredibly new experience. Just a decade ago new technology only came to market in ultra expensive exotic cars and only to promote performance. Now cars like the Leaf and Prius are bringing revolutionary tech to a whole new segment of buyers.

Adding to the tech geekiness of the Leaf is the Carwings system, and the smartphone app associated with it. Nissan was kind enough to supply an iPhone with the car, with the app preloaded. With it you can check on the state of charge, showing the current range available and hours left until the battery is full. It will also allow you to schedule a charge time (ideal for targeting off-peak hours) or to turn on the car’s climate control system so it can warm up or cool down before you get there.


On the road, Carwings will let you know if your destination set in the navigation system is possible with the car’s current range, plus it can direct you to the nearest EV charging station.

As the sun set on my first day with the Leaf, the time left for a full charge was 10 hours. As I awoke the next day it informed me that with two hours left to go I currently had a 50-mile range. Not wanting to wait, I set off.

A discrepancy between the app and reality proved beneficial, with the car claiming a 75-mile range. Reassured, I had no issues making it to the office, and was thrilled to find the EV charging station nearby vacant. Of note, the location, just two blocks from work, was not listed on the Carwings system. Rather I found it through a simple Google search. Even better news, it was free – although the parking spot still cost $11.


On subsequent commutes my range anxiety decreased but never went away. The 7 hour charge port also helped give a more realistic idea of what an average Leaf buyer would experience, removing an added stress by having a car that’s capable of making a trip much more of the time.


As for the rest of the car, it’s a solid machine and surprisingly normal – something Nissan went to great lengths to focus on, even making the electric motor look like a 4-cylinder engine. Our test car, a top trim SL model, also featured plenty of convenience features like a heated steering wheel and seats.


Surprisingly, the Leaf isn’t tiny, especially in height, with a roof that’s just a half-inch shorter than a MINI Countryman. It’s also reasonable quick despite just 107 hp and thanks to the immediacy with which electric torque (207 lb-ft) is delivered, it feels like a sports car compared to the Prius.

Driving the car isn’t odd, despite the lack of engine noise. There’s enough sound generated from the tires and the air passing by the car. Others will hear your coming too, thanks to an “Approaching Vehicle Sound for Pedestrians” system that essentially emits noise from a speaker in the front of the car at speeds below 19 mph.


Designed to work within an urban environment, the Leaf certainly succeeds. Beyond that, it’s possible to live with (an impressive feat all on its own), but far from ideal. To reach into the mainstream it needs either an all-day driving range, or a charge time equivalent to a gas station fill up. Let’s be honest, 7 hours is impressive, but if EVs are to catch on, even 7 minutes is too long.

While not a roadblock to EV success, there is another issue that needs to be pointed out and one that became relevant over the course of three days with the Leaf. While the cost to own is actually quite affordable (starting at $27,700 after a $7,500 government rebate), the cost to operate isn’t the “pennies a day” number that’s often quoted.


Nissan officially says a full charge is roughly $2.75, which sounds minimal, but if you require a significant charge twice a day, you could be looking at $4.00 a day in electricity, or as high as $5.50 – hardly insignificant.  Now take the 50-mpg Prius. Drive it 80 miles a day as I do, using roughly 1.6 gallons of gas priced at $4.00 a gallon and the total cost is somewhere just north of $6.00. The difference? Hardly extreme. And the drawbacks of an electric car? Significant.

Related Reading
2012 Mitsubishi i Review
2011 Chevrolet Volt Review
2010 Toyota Prius Review
2012 Honda Civic Hybrid Review
2012 Nissan Leaf First Drive

  • caddiac

    I have a 2012 Leaf and agree with some of your analysis but take exception with some of you statements.  Electric cars do not have to be able to duplicate the performance of their I.C. cousins. They are ideal second cars where the range is not an issue.

    I drive my leaf about 60 miles a day charging to only 80% with a 240v charger provided under a pilot program by my power company.  The cost to operate?  Less than $35 per month.  My 98 Suburban K1500 on the other hand would run through about 3 tanks of gas in the same time period. The Suburbeast has a 42 gallon tank………

  • I see you compared it to the Prius, why not the Volt? Drive the Volt your 80 miles per day and you’re going to go through 1 gallon of gas and about $1 in electricity and have no range anxiety… 

  • That is of course if you can’t charge it at work…

  • solarharmonics

    I ran the numbers, and a California 2.4 kw solar panel system + Nissan Leaf SV (36 month lease), after all rebates, tax credits, and other savings, the monthly cost is $235. Email me @ Jamie@solarharmonics.com and I can send the spreadsheet.

  • Too much whining about range.  These cars aren’t designed to be “drive around all day” vehicles.  

  • RCG

    A great vehicle with excellent acceleration from a stop, quiet, nice ride and handling, and very much an eye catcher. I’ve calculated my total cost of ownership over 15 years, 180,000 miles as about $45000. $33000 initial cost after the $7500 tax credit, $5000 in electricity, and $7000 for repairs, tires, and insurance. That is about 25 cents per mile, lower than any conventional vehicle. The mileage is 4 miles per kWh in the city, which at 11 cents per kWh is about 150 MPG. In an area with cheaper electric, and when I get metered service for night charging @7.5 cents per kWh, it goes to over 200 MPG city! The vehicle is fun to drive and has great pickup from a stop.

  • Phyre3

    The last paragraph shows your bias in this unfair review, the Prius comparison is way off. The Prius will get 80 miles out of 6 dollars of gas true but the Leaf will get that same range in about 1 charge costing me less than $2. If you charge a Leaf 2 times you get 140-200 miles which would cost you about 12-16 dollars in a Prius. Also the quality of the ride is very different in the leaf and much better than the Prius.

  • Gorrillaprens

    It’s just what’s needed in a time where every thing is so over priced

  • annj

     Hi caddiac,

    I am interested in buying an electric car but worried about the slow charge time. What is the pilot program you mention? Do you know of any faster ways of charging and availability? Thanks.

  • sdavis3398

    annj:  If you live in California, you can get a  $2500 rebate on top of the $7500 tax credit.  That will more than cover the cost of the in-home charger installation.  Additionally, check with your employer about allowing you to plug in at work with the trickle charger.  (usually allowed for free!)

    The Leaf’s battery holds 24kWh.  Lets say you commute 40 miles each way as the author of the article did.  You tank up at night with your 240 volt charger with an off-peak tariff of say $.09/kWh.  You arrive at work with 8kWh of energy in the battery (around 24 miles).  So you plug in the 120 volt trickle charger for the next 7 hours.  By the time you leave work, you’ll have 22kWh in your battery.  Almost full capacity and WAY more than 40 miles of range.  So, at home lets say you’re now down to 6kWh.  Charging up overnight takes 5.5 hours and costs 18 x $.09 = $1.62.  Let’s assume you do this every work day during a month – 22 days. 

    Now compare fuel costs of the leaf with a car that averages 25mpg:
    Commute both ways 80 miles x 22 days = 1760 miles
    Leaf – $1.62 x 22 = $35.64  (almost on the nose with cardiac)
    25 mpg car – 1,760miles/25miles/gallon = 70.4 gallons x $3.80 = $267.52

    In other words, ownership costs are reduced by $230/month just in gas.  Add to that the oil changes and you’re at about $250/month in savings.  The Leaf can’t do everything, it can only do about 95 percent of what people need.  

  • Baltusrol

    A couple of comments about charging the Leaf or any BEV or PHEV.  As of August, 2012, most IOU customers (SDG&E, PG&E, SCE) have received a “smart” meter which allows for time based rates for residential customers.  This means that you can arrange for “time of use” rates that will be cheaper in the night and weekend off-peak hours.  So charging at night, when most home charging is done, is much less expensive than charging during the peak daytime hours.

    Too many reviewers conveniently ignore such things.  By assuming the highest possible electricity rates, an author not truly interested in objectivity can make the costs look higher than they actually need to be.

    Also, a quick note on the California rebate.  The $2,500 California rebate comes from a fund of limited size.  As of August, 2012 the funds remaining were under $1.5m, so it is expected that this fund will run out before the program’s design sunset of 2015.  Also note that for the Volt the California rebate is $1,500.

  • Miserman

    I was thinking the same thing.  The math is totally flawed.

  • guest

    lol this author wrote a pretty stupid article

  • gmo kills

    all electric cars need temporary one will hatch diesel electricity generator  till they improve battery efficiency/charge time so there will be no range anxiety… case solved

  • wshafer

    Thank you for the review.  I appreciated it.  I too was looking at EVs for a trip of about the same distance.  Your fears as you described them were my fears as well.  Glad to see I’m not the only one.

    What the critiques below fail to understand is that people like us who live outside of city limits are desperately looking for cars like this for longer daily trips.  Let’s face it, if all I was doing was inner-city driving, why would I spend an extra $20k to save possibly $40-50 a year!  Doesn’t make sense to me.  Instead cars like this seem more suited and would get a better market hold for longer day-to-day commutes, not traveling a block or two inside city limits.

    Guess I’ll keep looking at that Prius C for the time being.  Maybe in a few years, we’ll take another look at these.  Course by then Hybrids might even sport the same range and never need 20 hours or even 1/2 hour for 80% battery charges.  Who knows.

  • Patrick

    I have been having a few
    problems with my leaf which concerns me and people should be aware of: The main
    one is that I had to take the car in for service due to a computer/braking
    problem where the computer is unaware that the brakes are being pressed. The
    problem started as the car feeling like it is slipping for the first 1/2 second
    that the brakes are pressed, but has progressed to the point where I cannot
    turn the car on because you have to have your foot on the brake to start it!

    The problem is that the local NISSAN dealership cannot figure
    out why, and NISSAN America will not support the local dealership! The car has
    been in at the dealership for more than a week, with a life threatening hassard
    that Nissan is not addressing!

  • Motobiman

    And your fuel wont always be so cheap. Try the math at GBP6.00 a gallon….