2026 Nissan LEAF Reviews, Pricing & Specs

The Nissan Leaf’s redesign was worth the long wait for a new model. Instead of attempting to blend in with gasoline cars like the outgoing second-generation Leaf, the new model finds its own styling path without resorting to EV cliches.

The friendly-looking front fascia lacks a grille, but Nissan didn’t simply leave a blank space. Instead, it curved the surface and extended the headlights into a smiling countenance. A high belt line makes the new Leaf seem taller than the outgoing version even though it isn’t. The redesigned model is virtually the same height, and a bit wider, but also three inches shorter. That compactness is emphasized by a chopped-off tail that recalls the Nissan Z sports car, with a strategically placed spoiler that contributes to a low 0.26 coefficient of drag, compared to 0.29 for the previous Leaf.

Some of these new styling features were made possible by sacrificing what had been one of the Leaf’s most distinctive elements: a charge port located in the center of the front fascia. That’s due to a switch to the North American Charging Standard (NACS) from the previous CHAdeMO standard, with a NACS DC fast-charging port on the passenger’s-side front fender and an SAE J1772 AC charging port on the opposite side.

Designers also hid a few Easter Eggs throughout the car in the form of shapes in patterns of two and three (the most obvious is the taillights, which have three elements in the corners and two on the surface of the rear hatch). That’s a nod to the Japanese pronunciation of “2-3”, which is “ni-san.” That iconography is also incorporated into the wheel designs, which include 18-inch and 19-inch alloys for the mid-level SV+ and top-level Platinum+, and 18-inch steel wheels for the Leaf S and Leaf S+ models.

The interior gets a similar rethink, with an unusual stepped dashboard that nestles the screens in their own alcove below the top of the dash, which is quite deep owing to the windshield’s laid-back angle. The computer-mouse shifter of the previous Leaf was replaced with more straightforward buttons, the “2-3” motif is repeated on the floor mats, and the steering wheel has a two-spoke design that ensures an unobstructed view of the instrument cluster.

While it does have some neat design features, the interior’s materials definitely remind you that this is a value-focused EV. A test drive will get you acquainted with all of the different types of plastic the auto industry is using these days. Nissan does offer a leather alternative called TailorFit made from 65% recycled materials that the automaker claims is softer and more durable than real stuff. It’s available on both rows of seats on Platinum+ models, as well as the front seats on SV+ models. It did feel less stiff and rubbery than typical leatherette upholstery, and it had a cool textured pattern.

The third-generation Leaf retains the single-motor front-wheel drive (FWD) powertrain configuration of its predecessors. Base Leaf S models generate 174 horsepower and 254 pound-feet of torque and have a 52-kilowatt-hour battery pack, while other trim levels are rated at 214 hp and 261 lb-ft of torque, with a 75-kWh pack. Last year’s SV Plus—the more powerful of two models available had 214 hp like the higher-output 2026 Leaf models, with 250 lb-ft and a 60-kWh pack.

This gives the base Leaf more horsepower than a base 2026 Toyota bZ or Hyundai Ioniq 5 in rear-wheel drive (RWD) standard-range forms, while higher trim levels come close to the 220 hp of the single-motor Chevrolet Equinox EV. However, even the base RWD Volkswagen ID.4 Pro has 282 hp, and Nissan doesn’t offer a dual-motor all-wheel drive (AWD) option like those EVs. Our Platinum+ test car—the heaviest spec available—felt reasonably peppy off the line and when accelerating to overtake at highway speeds, so it’s certainly adequate.

With this redesign the Leaf swaps its e-Pedal braking-control system for the e-Step version used in the larger Nissan Ariya. The e-Pedal system blended friction and regenerative braking, while e-Step is essentially a higher level of regen on top of the four accessible through the Leaf’s steering-wheel paddles. Both methods provided plenty of regen when needed—enough that we barely had to use the brake pedal on twisty roads—but it’s also good that Nissan offers options for lower regen for drivers that want it, or for highway driving when coasting can be more efficient.

The new Nissan Leaf has a multilink rear suspension in place of the old model’s torsion beam, giving it a planted feel while allowing for enough compliance to absorb bumps—even with our test car’s 19-inch wheels. However, despite its relatively small size, the Leaf didn’t feel particularly agile. The turning circle felt unusually large, and tight curves felt like work. The steering’s lack of precision was compounded by what felt like sudden weight transfer, which required frequent mid-corner corrections. We also noticed more wind and tire noise than expected. The Leaf isn’t a sports car or a luxury car, but it certainly could be more pleasant to drive than it is.

Because the new Nissan Leaf is fairly close in size to the old Leaf, interior space doesn’t change much. First-row headroom actually shrinks by 1.3 inches, while second-row legroom contracts by 1.7 inches. That still leaves the 2026 model with about two inches more front-seat headroom than a Subaru Solterra, and roughly the same rear-seat headroom as the rest of its competitive set. The 2026 Nissan Leaf also has the same amount of front-seat legroom as a Kia EV6, but passengers will find the rear seats a lot more cramped than in other EVs.

It's a similar story when it comes to cargo space. The new Leaf has 20 cubic feet of space behind its rear seats, compared to 23.6 cubic feet before. But folding the rear bench yields 55.5 cubic feet—a big improvement over the 2025 model’s 30 cubic feet. A motion-activated liftgate is available, but only on top Platinum+ models. But the Leaf offers the least cargo space in its competitive set with the rear seats in place, and only beats the EV6 with the rear seats folded.

While little else about the Leaf feels genuinely crossover-like, its step-in height should please crossover shoppers. It’s easier to get in an out of than in conventional hatchbacks, and once inside, Nissan’s Zero Gravity seats provide excellent support without feeling too hard. However, the Leaf’s front seats seemed a bit narrow, which did at least provide clearance for large door-panel storage bins. Those are definitely needed, as the covered storage space in the center console and cupholders is quite small. The slot-like wireless device charger was clever, though. It used minimal space, kept phones secure, and still allowed easy access to USB-C ports for connectivity.

Leaf S and S+ models have a 12.3-inch digital instrument cluster, while SV+ and Platinum+ models have 14.3-inch versions. Regardless of size, the screens are placed side-by-side to create the impression of one continuous display. The Leaf features standard wireless Apple CarPlay and Android Auto, and its new screens provide a stark contrast with the outgoing Leaf’s dated interface.

SV+ and Platinum+ models add Google built-in apps, as well as two rear USB-C ports and a wireless device charger in addition to the two front USB-C ports on lower trim levels. A four-speaker audio system is standard on S and S+ models, SV+ Plus get a six-speaker system, and Platinum+ models have a 10-speaker Bose Personal Plus system with speakers in the front headrests.

For what is our first drive of the redesigned Leaf, we were able to sample only a Platinum+ model with the larger screens, Google built-in apps, and Bose audio system. It was quite a contrast from the outdated previous-generation Leaf, but pretty much on the same level as more recent EVs from other brands. The headrest speakers elevated the audio system, though, if only because they made directions from Google Maps easier to hear.

Crucially, Google Maps can also help plan charging stops, and even automatically start preconditioning the battery pack as you approach a station for the best charging performance. However, this functionality isn’t available on the lower-level S and S+ models, and only a one-year complimentary subscription is included on the SV+ and Platinum+ (customers will have to pay for a data plan for continued use). And while the Leaf’s new liquid-cooled battery pack allows for pre-cooling in all models, a heater is a $300 option, limiting the range of conditions in which preconditioning is available.

Standard driver-assist features include: forward collision warning, automatic emergency braking (with pedestrian and cyclist detection), blind-spot monitoring, rear cross traffic alert, lane departure warning, lane keep assist, traffic sign recognition, driver monitoring, and a 360-degree camera system. The latter includes an extra-wide view and a simulated view through the hood—features normally limited to more high-end vehicles.

Nissan’ ProPilot Assist highway-driving system is also standard, combining automated lane-centering with adaptive cruise control. The basic version used in the Leaf can also recognize changes in the speed limit and prompt the driver to reset the speed, but it can’t execute automated lane changes or sync with the navigation systems like the versions available in the Nissan Ariya. In our test car, ProPilot Assist also wobbled a bit when trying to follow lanes, emphasizing that this is a basic version of a high-tech feature.

We drove the 2026 Nissan Leaf just as it was going on sale, so crash-test ratings from the Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA) weren’t available.

At press time, Nissan has range estimates for the bigger-battery models only. At 303 miles, the Leaf S+ is the first model in Leaf history to crack 300 miles, while the SV+ and Platinum+ still improve on the previous-generation Leaf at 288 miles and 259 miles, respectively.

As noted above, the new Leaf switches to the North American Charging Standard (NACS), allowing it to connect to Tesla Supercharger stations. However, it still offers just 150 kilowatts of DC fast-charging power, meaning a 10%-80% charge takes 35 minutes, according to Nissan. A more-powerful 7.2-kW onboard charger for Level 2 AC charging is now standard, though Nissan didn’t say how long a full charge will take. The 2026 Leaf also features Plug and Charge compatibility and vehicle-to-load (V2L) power-offboarding capability (the latter is only available on Platinum+ models).

Warranty coverage should be similar to the previous-generation Leaf. It starts with the same three-year/36,000-mile basic warranty and five-year/60,000-mile powertrain warranty as gasoline Nissan models. Nissan also includes a five-year/60,000-mile warranty for all “EV system” components, as well as eight-year/100,000-mile warranties covering the battery pack for both mechanical issues and loss of capacity beyond a set amount.

Nissan also hadn’t confirmed full-line pricing at the time of this Leaf review, but what we’ve seen so far is impressive. The Leaf S+ starts at $31,485 (all prices include a mandatory $1,495 destination charge) making it, for the moment, the least-expensive EV in the United States. The Leaf S will cost even less than that, while the SV+ and Platinum+ have base MSRPs of $35,275 and $40,485, respectively. We commend Nissan for fast-forwarding through 10 years of evolution while keeping the price essentially the same as it was when the previous-generation Leaf launched, adjusting for inflation and feature content, at least.

The new Leaf is stylish, offers impressive range and features for its price, and it's right-sized—big enough to be practical, but still resisting size creep. Charging performance and handling could still use improvement, and the inability to combine Google-based route planning with the maximum 303-mile range is a bit disappointing, but overall this is an impressive effort arriving at just the right time. Customers have been clamoring for more-affordable cars in general, and EVs in particular. Nissan has answered the call.