New Nissan Leaf 2026 review

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New Nissan Leaf 2026 review

AUTOMOTIVE 22.02.2026

New Nissan Leaf 2026 review

The name ‘Leaf’ stands like no other for the early breakthrough of electric mobility in everyday life. Now Nissan is bringing back the Leaf as a completely repositioned model – not as a classic compact car as before, but as an aerodynamically designed electric crossover in a family-friendly size. The central promise: long range, modern assistance and infotainment technology, and an entry-level price that currently stands out in the German market. At the same time, the equipment list shows that the aggressive price has not been achieved without compromises – especially in terms of charging and the winter suitability of the basic version.

Pricing strategy: starting at £35,950 – and a clear focus on volume
Nissan is focusing on a clear spread for the new Leaf (model year 2026): the entry-level price starts at £35,950 (recommended retail price, typically plus delivery). The variants are priced up to £48,000.

Noteworthy: the smaller battery is only available in the basic version. Those who want more range and more comfort technology automatically end up with the larger battery and thus in a significantly higher price range. Although the Leaf is advertised at a ‘competitive price’, the configurations that are realistically in high demand (larger battery, more comfort) are in a price range where there is strong competition.

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Two drive systems, two batteries – both front-wheel drive

Technically, Nissan is pursuing a two-pronged approach:
- Basic version: 130 kW (176 hp) on the front axle, coupled with a battery with a net capacity of 52.9 kWh
- Long-range version: 160 kW (217 hp) on the front axle, coupled with a net capacity of 75.1 kWh

Torque figures are 345 Nm (small battery) and 355 Nm (large battery). Acceleration to 100 km/h is stated as around 8.3 seconds (52 kWh version) and around 7.6 seconds (75 kWh version); the top speed is 160 km/h.

For many buyers, however, it is not so much the sprint time that is decisive as the consumption: here, the Leaf is extremely efficient. Depending on the version, 13.7 to 13.8 kWh/100 km (WLTP) are reported – a value that is remarkably low in this vehicle class.

- Range: up to 624 kilometres – but not in the basic version
- The range figures vary significantly depending on the battery:
- 52 kWh version: depending on the homologation status and equipment details, figures in the range of around 436 to 445 km (WLTP) are quoted
- 75 kWh version: up to 624 km (WLTP)

It is important to note the usual caveat: WLTP is a comparative standard. Temperature, speed, load, tyres and topography can significantly affect the actual results, especially in winter.

Charging: 11 kW AC – and this is where savings are made
The new Leaf comes standard with an 11 kW on-board charger (three-phase) for alternating current. A 22 kW option is not available. This may sound like a minor detail at first, but it is a real issue in everyday life – especially where many public AC charging points are designed for 22 kW or where users without their own wallbox are dependent on AC charging. An 11 kW vehicle only uses half of this infrastructure – and therefore takes longer to charge.

When it comes to fast charging (DC), Nissan clearly distinguishes between the versions:
- 52 kW variant: up to 105 kW DC
- 75 kWh variant: up to 150 kW DC

For both, the target is to achieve 20 to 80 per cent in under 30 minutes – but under the right conditions (charging power of the station, battery temperature, ambient temperature, preconditioning, etc.). This is precisely where another difference that is crucial for buyers comes into play.

Winter suitability: heat pump as standard – battery heating not
Positive: a heat pump for the interior is provided to reduce the energy required for everyday heating. This is an important efficiency detail for a family car with year-round ambitions.

The catch: active battery heating is linked to the large battery. For the 52 kWh base version, this means that although heating the interior remains more efficient than with pure resistance heating thanks to the heat pump, the battery temperature can become a bottleneck when fast charging in winter. If the battery is cold, it naturally accepts less power; without active battery heating, charging can be noticeably slower. This is a relevant point for long-distance drivers who want reliable fast charging even in frosty conditions.

Those who frequently drive in winter must therefore weigh up the pros and cons: the low entry-level price is attractive, but the winter fast-charging performance is likely to be more predictable, especially in the 75 kWh version.

Body and interior space: crossover format with a family focus
With a length of 4.35 metres, a width of 1.81 metres (without mirrors) and a height of 1.55 metres, the Leaf is clearly positioned in the compact crossover segment. The wheelbase of 2.69 metres promises decent space, even in the back seat.

Nissan quotes a boot capacity of 437 litres in normal mode and up to 1,052 litres with the rear seats folded down (depending on the measurement standard/loading scenario). Another interesting feature for families is that, depending on the equipment level, the Leaf is equipped with practical solutions such as a modular luggage compartment system and an optional electric tailgate.

The Leaf is also suitable for everyday use when it comes to trailers: up to 975 kg is specified for braked trailers (unbraked up to 750 kg). This means it cannot replace a large towing vehicle, but it is suitable for smaller trailers or leisure activities.

Equipment lines: four levels – and clear technology thresholds
Nissan offers the Leaf in Engage, Engage+, Advance and Evolve versions. The equipment is designed in such a way that certain technological highlights are only available in the higher lines.

Engage (base model, the only line also available with a 52 kWh battery):
Here, Nissan focuses on functional but modern basic equipment. This includes 18-inch alloy wheels, two 12.3-inch displays (infotainment and driver information), the 11-kW AC charger, vehicle-to-load capability (V2L, adapter required) and a wide range of assistance systems. Features such as keyless entry, dual-zone automatic climate control and smartphone integration are also included. Those who want heated seats and steering wheel in winter can add this via a winter package.

Engage+ (only with 75 kWh battery):
This level represents a major leap forward in infotainment: two 14-inch displays, NissanConnect with integrated Google functions, 15 W inductive smartphone charging and ProPILOT with Navi-Link. The latter aims to link the assistance functions more closely with navigation data, for example for more predictive adjustments to route planning.

Advance (only with 75 kWh battery):
Here, comfort takes centre stage: head-up display, dimmable panoramic glass roof, exterior design upgrades (including more distinctive light signatures), electric tailgate and enhanced comfort details such as heated steering wheel and heated front seats.

Evolve (top version, only with 75 kWh battery):
The top version focuses on premium elements: 19-inch wheels, a Bose audio system, electrically adjustable front seats including a massage function for the driver, and the Vehicle-to-Load adapter.

Infotainment and connectivity: Google ecosystem, OTA and remote access
A central part of the reorientation is the digital platform. From the higher lines upwards, infotainment with integrated Google functions is planned, including map navigation, voice assistance and app ecosystem. This is supplemented by over-the-air updates and app-based remote functions (e.g. charging planning, pre-conditioning, vehicle status). Also relevant for fast charging: battery preconditioning is communicated to improve charging performance, depending on conditions.

The Leaf 2026 in everyday use: strong on efficiency, but with clear target groups
The bottom line is that the new Nissan Leaf is a deliberately designed alternative to many ‘ever heavier, ever more powerful’ electric SUVs. The data focuses on efficiency, everyday usability and a comparatively low entry-level price. At the same time, those who charge a lot using public AC charging points will have to make do with 11 kW. And those who regularly rely on fast DC charging stops in winter should check very carefully whether the battery heater is included in the selected version.

It is precisely this combination that makes the Leaf 2026 so interesting: it is neither a pure economy model nor an uncompromising technology carrier – but a strategically calculated crossover that is particularly impressive in practice when the configuration, charging profile and area of application are all compatible.

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AC Schnitzer: When Iconic Tuners Fall Silent

The announced end of AC Schnitzer by the close of 2026 is far more than the disappearance of a well-known tuning brand. It is a warning signal with meaning far beyond the BMW enthusiast scene. When a company that for decades stood for sporty BMW refinement, forged wheels, suspension upgrades, exhaust systems and a distinctly German form of engineering passion can no longer operate its manufacturing and tuning business economically in Germany, the issue is no longer just about one brand. It becomes a question about Germany as an automotive business location. AC Schnitzer therefore turns into a symbolic case: one that reflects weakening competitiveness, a cost structure that has become increasingly hard to carry and a growing public impression that politics is reacting too slowly, too cautiously and too late.That is why the topic strikes such a deep emotional nerve. AC Schnitzer was never merely a supplier of aftermarket parts. The company represented an entire culture of refinement, balancing factory-like elegance with a more rebellious edge. For many BMW fans, it was part of the national automotive landscape: Aachen, BMW, motorsport associations, complete vehicle programs, distinctive forged wheels, aerodynamic components, performance kits and memorable special builds. In that sense, the end of AC Schnitzer is not simply a balance-sheet story. It is also the loss of a piece of industrial identity.The reasons behind the closure are revealing because they expose exactly the chain of problems that German industry has been discussing for years. At the core lies a toxic mix of rising development and production costs, slow approval procedures, intensifying international competition and shifting demand. The most striking point is the complaint about the length of the German approval system. If aftermarket parts reach the market many months after foreign competitors have already launched theirs, a specialist niche player loses precisely what matters most: timing, visibility and margins. On top of that come more expensive raw materials, volatile exchange rates, supplier disruptions, tariffs in important export markets, hesitant consumer spending and the gradual decline of the combustion-engine culture that once fueled large parts of the tuning scene. AC Schnitzer is therefore not describing a single isolated problem, but a concentration of structural burdens.

Maybach: Between Glory and a Turning Point

The new Mercedes-Maybach S-Class is far more than a carefully polished update of a familiar ultra-luxury limousine. It arrives at a moment when Mercedes is sharpening the very top of its portfolio, comprehensively modernizing the S-Class and expanding Maybach into a distinct luxury universe that now stretches from chauffeur-driven saloon to electric SUV and exclusive roadster. That is precisely why this model matters. The new Maybach is meant to feel more digital, more individual and more visibly luxurious, while still preserving the essence that made the name so powerful in the first place: serenity, space, comfort and ceremonial presence.Its exterior already makes that ambition unmistakable. The limousine remains an imposing figure at roughly 5.48 meters in length, yet the revised design pushes its presence even further. The grille grows larger, light becomes a central design instrument, Maybach insignia and other elements take on a more theatrical role, and new wheel designs sharpen the visual stance. Even smaller details, such as projected lettering when entering the car or rose-gold accents inside the headlamps, underline the idea that luxury here is not merely owned but staged. Buyers who prefer a darker, more dramatic interpretation still have that option as well. This is not design built around understatement. It is design built around effect.Inside, Mercedes makes its 2026 understanding of luxury even clearer. The new Mercedes-Maybach S-Class adopts the sweeping Superscreen layout, introduces MB.OS to a Maybach model and combines digital sophistication with a deliberate emphasis on tactile richness. The rear compartment remains the true centerpiece. Executive seating, chauffeur-oriented comfort, generous legroom, larger rear displays and a long list of comfort details create the impression of a private lounge on wheels rather than a conventional car cabin. At the same time, Maybach is moving toward a broader definition of exclusivity. Most telling is the availability of a leather-free interior using linen and recycled polyester. It signals that premium craftsmanship is no longer tied exclusively to traditional opulence, but increasingly to material intelligence, sensory quality and curated individuality.

Mercedes new electric VLE: Price and performance?

Mercedes is not simply pushing the V-Class into the electric age; it is changing the vehicle’s very character. With the VLE, the familiar people carrier becomes something much closer to a rolling grand limousine. That is the real message behind this reboot. In the future, Mercedes will draw a clearer line between the VLE, positioned roughly on E-Class territory, and the even more luxurious VLS at the top end. This restart is therefore aimed not only at European families or hotel shuttles, but at a global market in which large luxury vans have long since become status objects.The technical leap is just as significant. The VLE is the first model to sit on a dedicated electric van architecture and it brings precisely the ingredients Mercedes wants to associate with its upper-class passenger cars: 800-volt technology, very fast charging, air suspension, rear-axle steering, a much more digital cockpit and an interior that feels more like a lounge than a traditional van. Up to eight seats, a highly flexible rear compartment, generous luggage space and strong towing credentials are all meant to prove that this is not merely a beautifully staged product, but a genuinely usable one. Mercedes wants to dissolve the old compromise: the VLE is supposed to be a business shuttle, a family car, a travel vehicle and a prestige product all at once.That inevitably puts range at the centre of the debate. On paper, the package is convincing: a large battery, a modern EV-first platform, strong aerodynamics, rapid charging and a clear attempt to present long-distance usability as something tangible rather than theoretical. All of that supports the idea that the official WLTP claim is not just marketing theatre. Even so, it would be a mistake to read that figure as an everyday guarantee. A vehicle of this size already weighs roughly three tonnes before passengers or luggage are added, and the heavier versions push total weight significantly higher still. Add several occupants, baggage, winter temperatures, climate control, large wheels and brisk motorway speeds, and the usable range will naturally fall. The VLE does not defeat physics; it simply shows how far current engineering can reduce the traditional drawbacks of large electric vehicles.

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