Due later this year

Everything we know about the 2026 Nissan Leaf

Active thermal battery management and a NACS fast-charging port are new features.

Chad Kirchner – Jun 17, 2025 12:00 PM | 244

This is the third-generation Nissan Leaf, which goes on sale later this year as a 2026 model year EV. Credit: Nissan

The first-generation Nissan Leaf was an incredible achievement for the company and for the industry. A mass-market EV that wasn't priced out of reach was something the industry needed at the time.

That's important. Since then, things have stagnated. To say that the 2026 Leaf is the most important EV launch for Nissan since the original car would be an understatement. It must get it right, because the competition is too good not to.

Starting things off, the car is available with two battery options. There is a 52 kWh base pack and a 75 kWh longer-range option. Each option has an active thermal management system—a first for Leaf—to address DC fast-charging concerns. Those batteries also deliver more range, with up to 303 miles (488 km) on the S+ model.

The 52-kWh version makes 174 hp (130 kW), and the 75-kWh motor generates 215 hp (160 kW).

The Leaf adopts Nissan's new 3-in-1 EV powertrain, which integrates the motor, inverter, and reducer. This reduces packaging by 10 percent, and Nissan claims it improves responsiveness and refines the powertrain.

Native NACS

Instead of a slow and clunky CHAdeMO connector, the Leaf rocks a Tesla-style NACS port for DC fast charging. Interestingly, the car also has a SAE J-1772 connector for AC charging. The driver's side fender has the J plug, while the passenger side fender has the NACS.

Confusingly, the NACS connector is only for DC fast charging. If you're going to level 2 charge, you must use the J plug or a NACS connector with an adapter. It's weird, but the car will make it obvious to owners if they plug into the wrong connector.

When connected to a DC fast charger that can deliver 150 kW, both battery sizes will charge from 10 to 80 percent in 35 minutes. While not class-leading, it wipes the floor with the old model. It also supports a peak charging rate that is higher than its bigger sibling, the Ariya.

Leaf will support Plug and Charge, and both the updated Nissan Connect app and the built-in Google-based infotainment will point out which stations support it, assuming you opt for the SV+ trim or higher. The base model, regardless of battery size, won't have navigation baked in; however, it will still support wireless Apple CarPlay and Android Auto.

The updated infotainment system on the S+ trim and higher also has a feature that I've praised Mercedes-Benz for but have yet to see in any other EV. When you select the battery heater setting, the car will show you how much DC fast charging kilowatts the car can receive. It's not as granular as on a Mercedes-EQ product, but if you pull into an Electrify America station and only get 20 kW out of the charging station, but the car says you should be able to get greater than 100 kW, you'll have a better idea why.

Give EV drivers the choice

One other driving change Nissan made is the elimination of the one-pedal drive mode from the previous car. It's not a surprise, considering the company didn't ship Ariya with it, and Nissan representatives on hand stated that this is to help ease the transition from ICE vehicles to EVs.

While I can see how one pedal might be confusing to newbies, there is a button on the dash to control the car's e-Step modes (Nissan's name for lift-off regen), so integrating one-pedal is entirely a software solution and one I hope Nissan reconsiders before the vehicle ships.

There is a clever rear cargo area arrangement that the company called Divide-n-Hide. On the SV+ and Platinum+ trims, you get a cubby area for additional storage. The rear seats can fold completely flat for maximum cargo loading, or you can remove the divider for additional height and storage space. Nissan is quoting 20 cubic feet (566 L) of cargo capacity with the rear seats upright, or 55.5 cubic feet (1,572 L)) with the rear seats folded. For a car that doesn't seem that much bigger than the outgoing car, it has 25.5 more cubic feet (722 L) than is available in the outgoing car.

S+, SV+, Platinum+

At launch, there will be three different trims available. The S+ will be the base model with the big battery. An upgraded SV+ adds the Google-based navigation and some other niceties. The Platinum+ is fully loaded, including a power rear liftgate and a clever electrochromic dimming roof that looks like it was lifted straight from the Porsche Taycan.

For driving aids, all trims of the new Leaf will come standard with Nissan's ProPilot Assist. This SAE Level 2 driver's aid does all the lane-centering stuff you expect, but no Leaf will have the newest 2.0 version available, which is the version that allows hands-free driving in certain situations and is optional on versions of Ariya.

Launching a bit later will be the standard S trim, with the smaller battery. Nissan isn't quoting range on that version but is providing early range estimates for the other trims. The S+ with the 75 kWh battery pack is expected to achieve 303 miles on the EPA testing cycle. For the SV+, the range drops to 288 miles (464 km). Unfortunately, the Platinum+ version drops all the way to 259 miles (417 km). The Leaf's drag coefficient is 0.26, an improvement from the 0.29 of the current model, but as is often the case, the more expensive trims come with less aerodynamic wheels as well as added weight.

But none of that will matter if Nissan doesn't get the pricing right. While the company isn't talking pricing, I did pester Nissan extensively. A Nissan rep told Ars that "we are aligned" on the importance of pricing.

The closer the S trim starts to $30,000 the better. It may be difficult, considering the potential loss of all federal EV incentives and the uncertainty about tariffs—the new Leaf is built in Japan unlike the current model). A base model at $30,000 or a little under would be an excellent starting price, and the S+ with the longer range starting a little less than what the Equinox EV starts at would be an excellent place for this car to live.

Ultimately, that'll determine the Leaf's success or failure. We'll learn pricing closer to the on-sale date later this year.

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