2026 Nissan Leaf: our test drive in Copenhagen

I’ve always found the Nissan Leaf to be a rather boring car — even though I fully recognize its pioneering role. Boring in design, boring to drive: a good vehicle mainly for city use, spacious yet compact, and nothing more. This third generation, however, is trying to be something different.

Okay, it’s less “Japanese” now, since it shares the CMF-EV platform with the Renault Mégane and Scenic. The batteries are also from Renault and are assembled in the UK, just like the car itself. But at least stylistically, this is the most interesting Nissan Europe has seen in quite some years (there’s also the Nissan 400Z, but sadly we don’t get it here). The new Leaf pays homage to Nissan’s past and identity — even the stylized “2” and “3” in the rear lights spell out “Nissan.” It’s sleek, available in beautiful colors, and visually distinctive. With a claimed range of 622 km from its 75 kWh battery, the Leaf offers the longest range in its segment, with efficiency around 14 kWh/100 km — confirmed during our test in Denmark’s already chilly weather.

But otherwise, it doesn’t particularly excel at anything. It’s still a good car — family-friendly yet compact, now suitable for longer trips. The suspension is soft and comfortable, the seats are cozy, and the infotainment finally includes Google services with Route Planner. The steering is precise, though somewhat over-assisted. My test car even featured Bose speakers built into the headrests and overall good materials, except for a few too many hard plastics.

The biggest letdown, however, is charging: a peak of 150 kW DC, with a 20–80% charge taking 30 minutes under ideal conditions. That’s simply too long for 2025 — I expected more.

In short, the Leaf is once again a benchmark for range. But once again, it’s a good — yet boring — car. Which, in a way, makes it a true Leaf.

What we like:

• Bold and recognizable styling

• New infotainment with Google integration

• Excellent driving range

What we don’t like:

• Charging still too slow

• Awkward ergonomics of the 14-inch displays

• Too many hard plastics

Prices in Scandinavia

• Denmark: from 284,900 DKK;
• Sweden: tbd;
• Norway: tbd

The design stands out

In my opinion, the new Leaf is the most visually interesting model Nissan has introduced in recent years. Despite its crossover proportions, the design manages to stand out clearly from the many competitors — especially the more anonymous Chinese ones.

The front end is clean, featuring a raised Nissan logo and slim, sharp headlights. The rear is even more original, with an intriguing 3D effect in the taillights that repeat the Nissan logo in stylized form: they represent a “2” and a “3,” which together symbolize the meaning behind the Japanese brand’s name. It’s a shame that these lights are reserved for the higher trims — the base versions get flatter, more conventional taillamps.

The design is Japanese, but production takes place at Nissan’s Sunderland plant in the UK, where the battery packs are also assembled, built just a short distance from the main factory. The platform, however, is the CMF-EV — shared with the Renault Scénic E-Tech — and still a result of the Renault-Nissan Alliance.

Inside, the top-trim model I tested is well-finished and pleasant, with a nice mix of colors and materials. There’s also a Bose audio system with speakers integrated into the headrests.

The digital cluster and infotainment rely on two 14.3-inch displays — unfortunately positioned too vertically, to the point that the central one is actually easier to view from the passenger seat than from the driver’s. Nonetheless, resolution is good, and Nissan now integrates all Google services with a refreshed and responsive interface. Google Maps is well integrated, offering fast searches, accurate trip planning, and automatic management of charging stops.

The driving position is fairly high, with limited adjustment range. Rear space, however, suffers from the compact dimensions: if the driver, like me, is over 1.90 meters tall, rear legroom becomes tight. That said, rear passengers do get to enjoy a large panoramic roof (optional) with matte dimming adjustable over nine levels.

Range and efficiency

Nissan presents the Leaf as the electric car with the greatest range in its segment: 622 km WLTP with the 75 kWh battery (445 km with the 52 kWh one). Credit goes to aerodynamic optimization, which results in an average consumption of around 14 kWh/100 km, at least during this first drive (though it should be noted we rarely exceeded 80 km/h).

The weak point, however, is charging. With the smaller battery it peaks at 105 kW, and 150 kW with the larger one, allowing a 20–80% top-up in a claimed 30 minutes under ideal conditions — realistically closer to 40 minutes for 10–80%. Some rivals now do significantly better, but this is the first Leaf to adopt the CCS2 charging standard, replacing the outdated CHAdeMO used in previous generations.

On country roads, the Leaf performs at its best: the chassis feels precise and well balanced, the steering is direct, and the front end has plenty of grip. It’s agile and lively on twisty stretches, though less convincing on straight roads or highways, where the suspension struggles slightly over bumps. The version with the larger battery delivers 218 hp and front-wheel drive, with 0–100 km/h in 7.6 seconds. Power delivery is smooth, with no wheelspin, and easy to modulate both in city driving and on the motorway.

The main flaw is cabin noise: aerodynamic whistling is noticeable even at suburban speeds, likely amplified by the large side mirrors. But overall, the Leaf is comfortable, and long trips are enjoyable — thanks to both its generous range and the excellent Bose sound system.