New Nissan LEAF Print Ad Mocks Tesla Motors

Nissan is using the outpouring of interest in the Tesla Model 3 as the basis of a new print ad appearing today in the New York Times, Los Angeles Times, USA Today, and The Wall Street Journal. The ad reminds people they don’t have to wait until 2017 (or 2018 or possibly 2019, given Tesla’s inability to get its products to market on time in the past) to drive an all electric car. All they need to do is hop on over to their nearest Nissan dealer and grab a shiny new LEAF. After federal rebates, a LEAF S can cost as little as $22, 360 including transportation.

Rather than take a chance on new technology that might not be ready for prime time, a buyer can get a car that has been honed and smoothed since 2010. That last part is a not so subtle dig at Tesla’s Model X, which has been experiencing its share of teething problems of late. Of course, some may quibble that the somewhat indifferent styling of the LEAF bears no more relationship to the svelte Model 3 than a fish does to a bicycle, but the major premise of the ad is correct. You can buy a LEAF before the sun goes down this afternoon. The Model 3? Who knows when it will be available?

“No one should have any reservations about getting an electric car today,” trumpets the new Nissan ad. Is this the sort of new direction Christian Meunier, Nissan’s sales and marketing chief for North America, was talking about when he announced a bold new advertising strategy recently? Most sales professionals believe that attacking the competition is usually less effective than touting the virtues of your own product. Still, the new ad has a certain sly appeal.

Actually, the ad ends up highlighting the current not so rosy prospect for electric cars in America. “Why wait when you can drive an all-electric Leaf now?” it asks. “And why drop $1,000 to stand in line when you can get $4,000 cash back and best-in-class range?” If the LEAF is such a great car, why is Nissan offering a substantial rebate to induce people to buy one?

Nissan originally expected to sell up to 150,000 Leafs a year in the U.S. market. In addition, it planned to offer an all electric Infiniti model and an electric version of its NV200 commercial van. (The electric NV200 is available in other markets.) But the bullish outlook for electric cars collapsed when gas prices tumbled last year. Consumer interest in electrics, plug-in hybrids, and hybrids plunged. Nissan LEAF sales were down 43% last year to 17,269 deliveries. During the first quarter of this year, sales fell another 28% to 2,931 vehicles

The electric car revolution may be alive and well in some countries, but in America, people will continue to gorge themselves on ground pounding behemoths until NYC is swallowed by the Atlantic Ocean, just as long as they can fill up for around 2 bucks a gallon. Nissan’s ad may be clever, but it pokes as much fun at itself as it does at Tesla. Like most other manufacturers, it is insanely jealous of Tesla for getting nearly 400,000 people to place a reservation on its Model 3.

How could Nissan do the same? That’s simple. Build a great electric car then sit back and watch the orders flow in. Somehow, that is a concept most car companies just can’t seem to understand.

Source: Automotive News

Electric Volkswagen Microbus On The Way?

Volkswagen is currently working on a new Microbus concept vehicle to be debuted at the Consumer Electronics Show in January, according to recent reports.

Interestingly, the new vehicle may end up as a production vehicle available as an electric — in addition to availability as a gas- or diesel-powered version — if you give much heed to rumors anyways.

The concept’s power train is rumored to utilize a fair amount of the same hardware that is used in the Audi R8 e-tron, as well as the Audi e-tron quattro SUV concept — making for a pretty interesting-sounding offering, especially when taking into account the rumored 250–310 mile targeted range.

Presumably, the electric version would take a bit of a backseat to the gas and diesel versions, considering Volkswagen’s actions to date. That said, a diesel offering isn’t looking likely to be a good bet for the American market considering all of the issues that the company is currently having there with the country’s Environmental Protection Agency — so perhaps that’s more incentive to focus on the electric version?

(For those who haven’t heard, the US Environmental Protection Agency is fining Volkswagen up to $18 billion for the use of specially designed “defeat device” software intended to deceive regulators testing the emissions levels of some of its diesel vehicles. The software works by determining when a vehicle is being tested, as opposed to being put to normal use, and adjusts the vehicle’s emissions controls accordingly. In other words, the car is only clean enough to pass these EPA tests when it is actually being tested. The issue is relating to around 482,000 4-cylinder Volkswagen + Audi diesel cars sold in the country since 2008. German engineering at its finest I suppose, eh?)

Back to the Volkswagen Microbus: As far as the electric version goes, there wouldn’t be much competition in the American market, as Nissan has yet to release the e-NV200 there (though perhaps Nissan will get around to it soon). An electric van with good range to it would likely get quite a bit of interest, so hopefully this concept will make it to the production vehicle phase.

VW Westfalia Camper Van Spiritual Successor: Nissan e-NV200 Camper

DalburyE Nissan e-NV200 camper van conversion by Hillside Leisure

If you've had your heart set on a modern interpretation of the old Volkswagen Westphalia camper van, you're in luck.

A British company called Hillside Leisure will offer a camper conversion of the Nissan e-NV200 small electric van.

Called the DalburyE, the electric camper van comes complete with a pop-up roof, gas stove, refrigerator, onboard water tank, and low-voltage LED lighting, according toTransport Evolved.

Based on small or mid-size vans, camper vans are still popular in Europe. They're a step up from camping in a tent, but their small size makes these vans a bit more manageable than a full-size recreational vehicle (RV) or trailer.

Hillside Leisure already offers conversions of the internal-combustion NV200, so modifying its plug-in sibling was fairly straightforward.

DalburyE Nissan e-NV200 camper van conversion by Hillside Leisure

No modifications were made to the electric powertrain, which includes an 80-kilowatt (110 horsepower) electric motor and 24-kilowatt-hour lithium-ion battery pack, both borrowed from the Nissan Leaf electric car.

Hillside Leisure estimates range at 106 miles per charge--on the optimistic European testing cycle--with a governed top speed of 76 mph.

These are the same figures quoted by Nissan for the U.K. version of the stock e-NV200, but the extra weight of the camping gear will likely blunt performance a bit.

At least many campsites and trailer parks already offer access to electrical outlets, so drivers can charge while they camp, albeit at a slower rate than with a conventional Level 2 charging station.

The e-NV200 is already on sale in Europe and Japan, but Nissan hasn't confirmed whether it will bring the electric van to the U.S.

If it does, a similar conversion could offer buyers a greener alternative to the traditional RV, provided they're willing to move at a slightly slower pace.

Source: Green Car Reports

Nissan e-NV200 Combi first drive review

What is it?

Aerodynamic revisions, a wider front track, lower centre of gravity and a faster-reacting drivetrain; all the stuff you’d expect Autocar to write about. Only here it relates to a van, or in correct parlance a LCV (Light Commercial Vehicle), the Nissan e-NV200.

What’s really significant here is that drivetrain, those enhancements coming thanks to a battery pack and electric motor borrowed from theNissan Leaf, making the e-NV200 the working class addition to Nissan’s push for greater electrification of its line-up.

While a couple of small pallets will fit in the back of the panel version there is at least a model with rear seats and windows. In the UK that will be the Nissan e-NV200 Combi, us Brits denied the plushest (relatively speaking) Evalia model, which brings MPV-like niceties such as picnic tables on the back of the front seats and proper plastic moulded door cards on the rear sliding doors.

UK-spec Combis start at £22,895 – or £17,895 if you want to lease rather than own the battery pack. Four grades are available, Tekna Rapid bringing the most car-like specification as standard, with alloy wheels, a multi-function steering wheel, auto lights and wipers and Nissan’s pre-heating or cooling CarWings system linked to your smartphone. Even it comes with push-stud fixings and rough material panels in place of those Evalia door cards and nowhere to picnic.

Most, Nissan admits, will be sold to taxi firms and fleet users, but it’s not unreasonable to expect the odd Leaf buyer who’s after a bit more space for a growing family eyeing the e-NV200 with a glimmer of desire.

The Leaf absolutely dominates the plug-in EV marketplace, Nissan having shifted 110,000 of them worldwide, and it hopes the e-NV200 will do much the same in the LCV arena. It arguably makes even more sense here too, as business operators with fixed or predictable mileage routes aren’t quite so stymied by range anxiety issues.

Range is 106 miles in perfect conditions, which is plenty given Nissan’s claims that some 35 per cent of vans don’t cover more than 80 miles a day. A growing urban and nationwide charging network and the e-NV200’s 80 per cent, 30-minute fast charge potential – which rises to as much as 12 hours if you plug into a conventional plug at home for a 100 per cent charge – help.

The ability to run in low emission zones and operate in near silence in noise-sensitive areas are also obvious advantages. As are lower servicing and running costs and the appealing tax and Congestion Charge avoidance potential of a plug-in over a diesel NV200 – Nissan equating these to around £16,127 for a London user over four years. That mileage would easily cover the school run; the additional space inside and the massive boot clearly useful if you’ve outgrown your family Leaf.

The revised aerodynamics up front bring some Leaf-like looks too, the nose stretching by 160mm to house the charging socket behind the central flap. Just 50mm is to house it, some 80mm accountable for high-speed crash protection and the remaining 30mm to pass pedestrian impact tests.

The re-profiled bumper mates with wider front wings, the e-NV200’s front track some 40mm wider than its diesel relation. That’s thanks to the adoption of the Leaf’s front axle, which is specifically designed to house the electric motor.

Craig Paterson, vehicle layout specialist at Nissan’s Technical Centre Europe, says this has been done to keep costs reasonable, the e-NV200’s drivetrain as unchanged from the Leaf as possible, down to things like motor mounts, even though the e-NV200 wasn’t originally conceived as a plug-in EV.

The battery pack is modified slightly to fit under the floor, that bringing the centre of gravity down over its diesel relation, although the kerb weight rises by around 230kg as a result.

What is it like?

Get in and it’s like a van, the upright driving position with its excellent view and the steering wheel position both screaming ‘commercial vehicle’. Depending on specification, there are some Leaf refinements: the centre console containing Leaf-like detailing, air-conditioning controls and central screen.

The instruments too are similar, at least the details of battery capacity and driving modes – operated by both the Eco button and the gearstick. That stick is more conventional than the Leaf’s somewhat awkward button-shaped shifter, the auto stick offering Drive and B modes. The latter ups the energy scavenging regenerative effect to the point where with planning you can drive the e-NV200 around town without touching the brake pedal.

Like the Leaf it’s not silent, the electrical noise more obvious in the larger interior of the e-NV200, which is less insulated for sound.

Neither can the e-NV200 hide its van status, the plastics superficially looking okay, but undeniably built to last rather than provide appealing tactile quality. The drive is, somewhat unsurprisingly, van-like, although that low centre of gravity gives it a more stable feel in corners over its diesel relation, while the electric motor’s instantaneous response is always amusing. 

It’ll manage the 0-62mph dash in 14 seconds, while top speed is 76mph – try to achieve these figures often, though, and you’ll be looking for a charger fairly quickly. Refinement is good, wind noise more obvious in the absence of dominant engine noise, the loss of vibration from the diesel motor the most significant gain. The steering steers and the brakes stop, which is pretty much all you could ask here, the suspension too riding decently.

Should I buy one?

The Nissan e-NV200 is all very predictable. It does everything a Leaf does, but with masses more space and a bit less sophistication on the road. If that appeals to you – and we can see why it might to some – then the e-NV200 Combi is the most practical EV you can buy.

Kyle Fortune

Nissan e-NV200 Combi

Price from £22,895 (or £17,895 with £61 monthly battery lease); 0-62mph14.0sec; Top speed 76mph; Economy Wh/km 165; CO2 0g/km (at tailpipe); Kerb weight 1571kg; Motor 80kw AC synchronous; Power107bhp; Torque 187lbft; Gearbox automatic

Source: Autocar

Nissan e-NV200 Revealed And Ready For Production

The Nissan e-NV200 electric van is a big part of Nissan’s EV plans, and the automaker has revealed the look and specs of the production model. With the same drivetrain and battery pack as the Nissan Leaf, but a lot more cargo space, small business owners have a legit option when it comes to zero-emissions delivery vehicles.

Nissan did more than just give the e-NV200 the Leaf’s drivetrain though. The 24 kWh battery pack was redesigned to sit low in the van, giving it a lower center of gravity and the same amount of cargo space as the standard NV200. However, the electric version gets a new face and an interior reminiscent of the Nissan Leaf, designed to differentiate the doubtlessly more-expensive model from its fuel-burning cousin.

Range is estimated at 72 to 75 miles per charge unloaded, though Nissan has improved the regenerative braking feature substantially over the Leaf. With all that cargo room and an emphasis on city driving, the regenerative braking feature could add extra mileage to the e-NV200’s driving range, though top speed is limited to just 75 MPH.

Speaking of which, the e-NV200 will have access to over 1,000 CHAdeMO fast-charging stations that can deliver an 80% charge in just 30 minutes. These chargers aren’t nearly as popular in America, which prefers the SAE Combo charger, though the European market is the more obvious target for the e-NV200, which can also be equipped as a taxicab with a second row of seats. The electric van will be built in Barcelona.

Pricing details haven’t been announced, though with a dealership arrival date sometime in June, we shouldn’t have long to wait to hear what the Nissan e-NV200 costs.

Source: Gas2.0

Nissan introduces the e-NV2000 electric van

e-NV200. Click to enlarge.

Nissan introduced the Nissan e-NV200 battery-electric compact commercial van, the second battery-electric vehicle in its global line-up, joining the Nissan LEAF.

The e-NV200’s electric drivetrain, based on that used in the LEAF, is combined with the cargo volume of the NV200 to create a practical and versatile vehicle capable of carrying people or goods. Although based on significant elements of the two existing vehicles, e-NV200 is a bespoke vehicle with a unique part count of more than 30%. When sales start in June, e-NV200 will be available as a van or as a five-seat people carrier in Combi or more luxurious Evalia guises.

e-NV200 underwent a full engineering development program as if it were new from the ground up. The drivetrain has been re-engineered in a number of significant areas to suit its new role, while changes have been made to the vehicle shell to ensure there has been no compromise to cargo space.

Differences between e-NV200 and NV200 include visual changes, a re-engineered chassis, interior revisions, a new battery pack, a higher capacity regenerative braking system and other modifications to ensure e-NV200 is better suited to its likely role as a city-based delivery vehicle for cargo and people.

Second-generation integrated electric powertrain. Source: Nissan. Click to enlarge.

Mechanically, e-NV200 owes much to the Nissan LEAF with independent front suspension by MacPherson strut. LEAF also provides the drivetrain, including its recently introduced second generation 80 kW AC synchronous motor, which is now fully integrated with the battery charger and inverter in one compact, self-contained unit.

There are some significant changes, however, for e-NV200. Most notable is the Lithium-ion battery which has been changed to allow it to fit under e-NV200’s floor without compromising the cargo area. The new pack, which is built at Nissan's plant in Sunderland, UK, and assembled in Barcelona, has the same number of modules—48—as in Leaf and the same 24 kWh capacity, but is packaged differently.

The battery module is set low in the vehicle under the load floor and is mounted in a reinforced zone for extra safety protection in the event of an impact. The battery mounting assembly also helps boost the torsional and lateral stiffness of the vehicle by 20% and 35% respectively over NV200.

The battery can be recharged overnight using a domestic 16-amp single-phase 3.3 kW supply which reduces to four hours if a 6.6 kW/32-amp supply is used. A dedicated CHAdeMO DC 50 kW quick charger can recharge the battery from 0-80 percent in 30 minutes or less if the battery is already partially charged.

More than 1,000 public CHAdeMO quick chargers are now installed across Europe; in addition, a number of companies have installed their own dedicated quick charging facilities at their home depots or offices.

The instant torque delivery typical of an electric vehicle means the battery-powered version accelerates faster than its conventional cousin: its 0-100 km/h time is quicker than the 1.5 dCi-powered NV200, with final figures to be confirmed later this year.

Another drivetrain change over LEAF determined by e-NV200’s likely usage pattern is a new braking system with a higher regenerative capacity. This takes advantage of the vehicle’s typical stop/start city driving modes, while Hill Start Assist is fitted as standard, holding the vehicle for two seconds after the footbrake is released to allow smooth starting.

Although mainly targeted at businesses, Nissan is also targeting e-NV200to private users with large families. The e-NV200’s homologated NEDC range of 170 km (106 miles) is greater than the average 100-kilometer (62-mile) daily driving distance of more than half the fleets which utilize this class of van; the payload and cargo area is the same as NV200’s.

The LCV version still has a cargo volume of 4.2 m³ and can carry two standard Euro pallets, while sliding side doors on both sides and wide opening rear doors ensure that loading and unloading is as easy as possible.

The proven and highly effective electric powertrain driving e-NV200 is ideally suited to the typical stop/start daily routine of a working vehicle. With no exhaust or noise pollution, e-NV200 is environmentally and people friendly, while the lack of fatigue-inducing noise and vibration from the drivetrain coupled with the single-speed transmission will provide genuine benefits to every hard working delivery or taxi driver. Fleet operators, meanwhile, will love the low running costs.

—Jean-Pierre Diernaz, Director of Electric Vehicles for Nissan Europe

A comprehensive real-world test program was undertaken in Japan and Europe with pre-production models handed over to companies including FedEx, Coca-Cola, DHL, IKEA, British Gas and the Japan Post Office to operate as part of their everyday fleets. Feedback from drivers and fleet managers has been used to fine tune e-NV200 before series production began at Nissan’s major LCV facility in Barcelona, Spain.

Source: Green Car Congress