Nissan Leaf is fun and speedy — but looks like a cross between a DeLorean and a hearse
This second generation electric hatchback may not have the oomph — or the looks — of a Tesla, but it still maintains a solid surge from the line
YOU never meet anyone called Gaylord any more do you? It’s a real name, I swear.
The last time I heard it was in the Ben Stiller film comedy Meet The Parents.
You don’t get many girls nowadays called Fanny either, not since the days of Enid Blyton’s Famous Five and camp sitcoms such as ’Allo ’Allo!.
Why? Well it’s obvious. But if you need it spelling out, it’s because no parent is sadistic enough to condemn their offspring to a lifetime of being bullied and stacking shelves in the local library.
Names are important. They shape how the world sees us — and the same is true for cars.
That’s why I think most manufacturers in the industry are wrongly naming their electric or hybrid cars.
Let’s consider some of the bigger players for a second. The Renault Zoe. No self-respecting bloke wants to say he drives a “Zoe”.
The car is named after a girl, for God’s sake.
The Hyundai Ioniq is just plain stupid. So is the Toyota Mirai. And the e-Up from VW sounds like a greeting in Yorkshire.
This week I have been driving the Nissan Leaf. I hate the name.
I know just what Nissan is trying to do — it is making us think about how green and polar bear-friendly the car is.
But, and I’ve said this before, electric cars are not bought by people who avoid washing and like chaining themselves to trees.
They’re mainly bought by those who realise they can save a fortune by never using a petrol pump again.
More than that though, a namby-pamby name like Leaf doesn’t do the car justice. This car is fast, it’s fun and it’s downright impressive.
Having instant maximum torque from the moment you toe-poke the pedal is an absolute delight.
The Leaf is no Tesla baiter but it still delivers a head-snapping surge from the line, which maintains momentum all the way through to its top speed of 90mph.
Sure, that’s not a huge figure. But it’s enough to get you at least three points and a fat fine. The 0-62 time is 7.9 seconds.
Again, Porsche isn’t worried but at the same time it’s pretty nippy for what is essentially a family hatchback. And the fact it doesn’t have to gather revs to achieve its speed makes it feel even faster.
The second generation Leaf is nippier and travels further, thanks to an upgrade in battery from 30kWh to 40kWh.
This affords it an official range of 168 miles but you’ll need to be doing plenty of city driving to achieve that, making the most of the regenerative braking.
I managed 140 miles, with a long stint on the M11, on a full charge.
KEY FACTS
NISSAN LEAF
Price: £25,190
Battery: 40kWh (147bhp)
Economy: 168 miles per charge
0-62mph: 7.9 seconds
Top speed: 89mph
Length: 4.5 metres
CO2: Zero
It’s clearly not for those who have to visit their granny in northern Scotland or rely on a car for business mileage.
But for families looking for a second runaround, or someone who only drives locally, the Leaf could make total sense.
There is a lot to like about this car but my favourite function is the e-Pedal mode.
It essentially turns the Leaf into a single-pedal vehicle, ratcheting up “engine braking”, which in turn converts the stopping force into energy for the battery.
Don’t worry, there’s still a normal brake pedal for when a dog runs out from behind a parked car.
The biggest downside though, and it’s a biggie, is how bad it looks.
Nissan had the opportunity to give the Leaf a makeover with this second generation.
Instead, it looks like the love child of the DeLorean and a hearse.
It almost looks as bad as its name.
Quick-thinking Lotus still loud and proud
LOTUS has been tinkering with its toy box again.
After making the super- hardcore Cup 430, the team in Hethel, Norfolk, has toned it down a touch to create the Sport 410.
It is a more road-friendly, yet still ballistically fast, take on the Exige.
At its lightest, thanks to various carbon fibre option boxes to tick, it weighs in at a little over a tonne.
In today’s money that is super- light. It’s so light that 410bhp seems a monstrous amount for it.
You get from 0 to 62mph in 3.4 seconds and the hard top will crack 180mph (145mph for the soft top, which is still more than you will ever need).
The 3.5-litre supercharged V6 makes an incredible noise and wails as it catapults you into the distance.
It also fires you through the gears remarkably quickly.
KEY FACTS
LOTUS EXIGE SPORT 410
Price: £85,600
Engine: 3.5-litre supercharged V6
Economy: 26.6mpg
0-62mph: 3.4 seconds
Top speed: 180mph
Length: 4.1 metres
CO2: 240g/km
As you run out of revs in one, you switch to the next, only to blitz through it just as fast. Looking down at the speedo reveals big numbers multiplying quickly.
In the twists, its lack of weight and smart dampers are great fun. You can sling it around and, being a Lotus, it won’t complain. If anything, it will goad you to go faster. Inside, there is not much to play with.
The experience is all about driving and having a good time while doing so.
It is not cheap at £85,600 – Porsche money in fact – but a Cayman GTS does not have as much power and weighs more.
The Cayman is the day-to-day car for people who want a bit of everything.
The Exige is the car for those who want to have a pure, lightweight but loud sports car. Lotus cars may be on the older side but they are still brilliant.
Alex Goy
Reader’s car of the week
LAST week my colleague Leon Poultney reviewed the new Hyundai i40, which took over from the Sonata. He wasn’t hugely complimentary about the Sonata.
But Mike Daniels, of Bungay, Suffolk, proves it’s all just a question of taste.
Mike says: “This is my very reliable and very underrated 2005 Hyundai Sonata CDX auto. It’s a pleasure to drive and I find the 2.4-litre engine really economical.
It’s done 63,000 miles.”
To see your pride and joy here, send a picture and brief description to [email protected].
MOST READ IN MOTORS
Bike news — Building a racer
IF you are thinking of getting into racing, there are a few things you need to be prepared for.
You don’t just buy a race bike. You have to craft a standard machine into exactly your preference, for your class of racing and to your budget.
This is why, over the past few months, we have been following the build of a Suzuki GSX-R1000R, all the way from the showroom to a racetrack weapon in the National Superstock 1000 championship.
If you have ever tried it, you will know building a bike is hard work.
The GSX-R1000R was ripped apart, which meant taking off all the road tack and excess plastic – from the fairings to the lights and even the exhaust.
In the racing world, 1hp is equivalent to about 2kg of weight, so anything you can get rid of is a bonus.
When the bike is naked, you also get the chance to check all the individual nuts and bolts. You want to know everything is tight before you blast down a track at nearly 200mph.
The next stage of the build is the worst part (worst for your wallet anyway). Regulations mean you need a load of kit just to make the bike legal, let alone fast.
Suspension, fairings, handlebars, levers, foot pegs and crash protection are the first things to get sorted externally, while internally all the wiring needs to be spot on.
With a new exhaust system and ECU, everything needs to be mapped for the best power delivery on a rolling road, as when you’ve got almost 200bhp on your right wrist things can get a little bit tasty.
Once built and off the workbench, it is time to run the bike in like any normal machine.
Put a couple of hundred miles through the engine smoothly before giving it an oil and filter change.
This is where you can make sure everything is working properly, create a good base setting and make sure the bike is comfortable to ride.
Then it’s time for the testing. Do some club racing and get to know the bike in its racing form.
If you want to check out how the build is going, head over to Bike World on YouTube or catch it on Amazon Prime.