Nissan unveiled its third-generation Leaf earlier this year, but we were allowed some initial drive impressions on Wednesday. Of course, the first thing that stands out about the new Leaf is its design. Nissan says it’s adopting a subcompact crossover style instead of the hatchback style in the previous two iterations.

I’ve always had a soft spot in my heart for the quirky design of the first-generation Leaf, but the design was polarizing to say the least. The second-generation Leaf was more widely palatable, but bland and almost forgettable. The design team at Nissan stepped up hugely with the 2026 Leaf, channeling looks from the Nissan Ariya, which shares the same EV platform.

Although it’s styled in a way that looks more like a typical crossover than its predecessors, with its arched roofline, in practice, the 2026 Leaf still feels hatchback-ish, and in fact remains close to the dimensions of the previous generation. Whatever the case, the design is sleeker than ever, especially in the rear, accentuated by the 3D holographic taillights that pay homage to the Nissan name in Japanese Kanji characters. I particularly loved the two-tone Seabreeze Blue Pearl color option, as it’s a lot more fun than some of the dull colors that OEMs produce these days.

The front of the Leaf is very Ariya-looking, with stacked lighting and a light bar, while the side panels feature intentional lines with flush door handles to help promote aerodynamics. Speaking of which, Nissan worked hard to improve efficiency. This starts with a design with a drag coefficient of 0.26 Cd, an improvement over the second-gen’s 0.29 Cd. There’s also a new three-in-one powertrain, which combines the motor, inverter, and reducer, improving weight.

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Nissan will offer the 2026 Leaf with two battery options: 75kWh and 52kWh batteries. The larger battery will be available first, while the 52kWh version is still being tested. The Leaf I drove was the top-of-the-line Platinum+ version, which features large 19-inch aluminum alloy wheels, a dimming panoramic roof, and V2L interior outlets. Because of the extra weight of the wheels and roof, the Plat+ version is EPA rated at 259 miles of range, while the SV+ and S+ garner 288 and 303 miles of range, respectively.

Perhaps the most critical update that Nissan has made to the Leaf is with charging. There are not one, but two charging ports, with one on each front fender. The port on the driver’s side is a typical Level 1/2 J1772 port for at-home AC charging. You’ll find a NACS port on the opposite fender for 150kw DC fast charging on Tesla’s Supercharger network. This setup means you can park head-in at a Supercharger location and easily plug and charge.

Thanks to the vehicle’s improvements in efficiency, thermal management, and charging infrastructure, the vehicle can charge from 10 to 80 percent in just 35 minutes, a marked improvement over previous generations. This, when combined with the S+ version’s real-world range that eclipses 300 miles, results in a product that’s much better equipped to handle grocery shopping and longer road trips.

The Plat+ version features interior V2L interior outlets, which provide up to 1500W of power. You can also connect an adapter to the J1227 port and use the battery to provide electricity during power outages, or as a portable power supply to power fridges, e-bikes, and other appliances, with a max discharge of 3.45 kW.

But how is the new Nissan Leaf to drive? That’s where my experience gets a little more interesting. It’s a front-wheel drive 160kw single motor vehicle with up to 214 hp and 262 lb-ft of torque. With a curb weight north of 4000 lbs for the 75kWh config, it’s not exactly what I would label peppy. It can competently merge into highway traffic, but that’s about the extent of the performance.

In my brief driving test, I was happy with the interior cabin design of the front driver’s seat. The dual 14.3-inch screens provided all the relevant information needed, including route planning powered by Google Maps. The Zero Gravity spinal support seats kept my back and legs feeling comfortable after a few hours of driving, and visibility was in line with what you’d expect from a hatchback/crossover style.

Nissan incorporated a multi-link independent rear suspension and upgraded rack electronic steering, which made for a comfortable ride, although feedback was fairly muted, and body roll was an issue through tight corners. It’s a big improvement over the second-generation, but it’s not the most inspiring ride in terms of sporty feel, despite adjustable steering and acceleration settings that range from Normal to Sport. The turning radius was good, though, something that we Model Y drivers long for.

As a longtime EV driver, I found the lack of true one-pedal driving most disappointing. There are four different regen settings, with the highest offering moderate regen, but one-pedal driving is not an option, even though Nissan offered it on the previous Leaf generation. This concerns the company and Japanese cultural standards more than technical ability. Clearly, one-pedal driving could be implemented, but Nissan isn’t on board with offering it yet.

While the front seats provided a comfortable driver and passenger experience, the rest of the vehicle left me wanting more space. Rear passengers, especially those six feet and above, will have to make do with minimal leg and headroom. In addition, cargo space in the rear isn’t a lot, and there’s limited space under the trunk’s subfloor for things like charging hardware.

Oh, and like previous Leafs, there is no frunk. Truth be told, I’m getting more hatchback vibes out of the experience than crossover, but it’s basically all needless nomenclature at this point.

The third-generation Leaf is a good vehicle, and thanks to its sub $30,000 starting price, it should be poised to sell well. One of the significant things that this car has going for it is curb appeal. Like the design or not, it’s a head-turner that looks like it costs more than it does from the outside. That’s half the battle, getting people to consider the Leaf an option, and I think the styling will get people to want to do just that.

I’m slightly less positive about the driving dynamics, but it’s fine. Remember that my daily driver is a Model Y performance, which is over the top for getting from point A to point B. The Nissan Leaf is much improved over its predecessors, but it’s not what I would describe as a blast to drive. It’s perfect for grocery shopping and everyday tasks like commuting to work; most people moving from a similarly performing ICE car will be satisfied.

It’s a bit of a harder sell for a family, but that’s where the Ariya comes into play. Rear seat room is limited, and there’s not a lot of storage space in the rear, although folding the rear seats down provides significantly more cargo space. For couples or those with small children, it’s a more realistic endeavor.

The Platinum+ version I tested is for those who want all of the bells and whistles, like the 19-inch wheels, dimming panoramic roof, V2L interior outlets, and 3D signature taillights. That version starts at $38,990, and garners 259 miles of range due to the weight of the roof and wheels. I think the SV+ is the more sensible option, though. At sub-35K you get 288 miles, dual 14.3 inch displays, heated seats, Google Maps, video playback while parked, and more.

The 2026 Leaf is far from a driver’s vehicle but has good range, fast charging, and excellent exterior styling. We’ll have more coverage on the Leaf as we get more hands-on time. In the meantime, what are your thoughts?