Test Drive: 2012 Nissan Leaf SL

2012 Nissan Leaf SL. Click image to enlarge

The first time out, I found myself watching the battery gauge almost obsessively. The first couple of bars that indicate the charge drop quickly, but then it stays in the mid-range for a while. The second time out I was more familiar with the car and so didn’t look at the screen as often, but these were short trips of about 30 kilometres each. On the third day, I took it out for a longer drive. The vehicle gives plenty of warning, but even though the gauge still showed 25 kilometres left, it was a bit disconcerting to see the flashing “Low Battery” and turtle icon come on, and the battery level was dropping fairly quickly as I drove. A screen on the car’s computer estimates how many kilometres can be added to the total remaining if electrical draws such as the climate system are turned off. I got home with about 12 kilometres left. General Motors coined the term “range anxiety,” and it’s an apt one, since the only way to get the car home when it runs down is via a tow truck, and I was indeed getting anxious. (Some road assist companies in various global cities are experimenting with quick-charge units that could come to your aid, the equivalent of bringing a gas can to an empty conventional vehicle, but that’s not an option here yet.)

There’s no getting around it: if you’re going to buy a Leaf, you will have to schedule your driving. Once I got back into my driveway, I was home for the night, at least as far as that car was concerned. You have to plan your trips and schedule your charging (there’s at least one smartphone application under development that, when it’s released, will coordinate your electronic datebook and the car’s information to let you know what errands you can run or when they could best be scheduled). It’s almost like public transit in a way, where you have to know the schedules and routes, and be at the bus stop or train station on time. At the moment, the ideal Leaf customer would most likely be an urban dweller who drives a limited amount each day, and has access to a second car or to public transit or car-sharing for longer trips or when the Leaf is charging.

2012 Nissan Leaf SL. Click image to enlarge

As for the cost of fuel, I wasn’t able to determine my electricity costs during the short time I drove the Leaf, but it’s going to be part of the puzzle. (I spoke to a couple of people who described the Leaf as being “free” to drive, since I wasn’t paying at the pumps; for many, the electric car still remains a mystery.) My power is also hydroelectric or nuclear, but in many areas, the Leaf’s lack of tailpipe emissions is offset by those of the coal-fired generating plants that supply its fuel. You can go for “greener” transportation, but short of walking barefoot, nothing is absolutely “green.”

The Leaf is a very decent machine as far as the driving experience goes, but overall, when it comes to electric cars, I think the extended-range units – ones that switch over to gasoline when the battery’s depleted – are going to be the most popular. Certainly there will be buyers who want to get away from gas entirely, and for them, this is a great car to drive. As long as most people want personal mobility that’s available whenever they want to use it, though, the pure battery-electric car is going to remain a low-volume option, and one that’s going to stay expensive for while.