"La eficiencia eléctrica es el factor principal" - Shunsuke Shigemoto sobre el nuevo Nissan Leaf

Anyone who remembers the early days of electric mobility will be well aware of the Nissan Leaf. The model was unveiled in Yokohama in August 2009 and is regarded as the first mass-produced electric car designed as such from the outset. Early adopters, however, also remember its practical limitations: repeated rapid charging via CHAdeMO on long journeys would cause the battery to overheat, resulting in throttled charging power. Rapid charging became painfully slow – giving rise to the term “Rapidgate”.

The new third-generation Nissan Leaf aims to consign these technical shortcomings of its pioneering predecessor to the past. It builds on 15 years of EV expertise. According to Shunsuke Shigemoto, Vice President of ePowertrain Technology, Research and Advanced Engineering at Nissan’s UK development centre in Cranfield, the Leaf has been fundamentally redeveloped to appeal to both EV newcomers and experienced users alike. The new “AmpR Medium” platform, also underpinning the Renault Megane E-Tech, enables a larger 75 kWh battery while retaining compact vehicle dimensions. As a result, it achieves a WLTP range of over 600 kilometres – thanks to improved battery energy density, optimised aerodynamics, and an efficient electric drivetrain.

In this exclusive interview with electrive.com on the sidelines of EVS38 in Gothenburg, Shigemoto emphasises everyday usability: more interior space, a flat vehicle floor, and improved charging performance with a constant 150 kW DC and a flat charging curve. The new Leaf deliberately forgoes an 800-volt system, as it is unnecessary for this vehicle segment. A newly developed, highly efficient motor and modern battery thermal management ensure reliable performance in all weather conditions. Nissan is also introducing vehicle-to-grid (V2G) capability with the new Leaf. For Shigemoto, it is the best vehicle of his career to date – a forward-looking EV designed to set new benchmarks in an increasingly mature market. Why he is so confident in this assessment, you can read here:

In 2010, the Nissan Leaf was a pioneer – a true trailblazer in electric mobility. How would you describe the latest, third-generation version that Nissan has just unveiled?

In 2010, no one had a battery-electric car with a lithium-ion battery inside. It was a key milestone not just for Nissan, but probably for the whole industry and the battery EV segment. Since then, we’ve seen technical advancements from all OEMs. Today, customers have gained experience – we’ve sold 700,000 Leafs globally, with 290,000 in Europe, and people are starting to understand what a battery EV is.

For example, with the outgoing Leaf, some customers who chose a bigger battery realised they only needed a small one, or vice versa. So I think the market has matured to a point where customers know what they want from a car.

But it is still a fraction of the overall market, and we’re still going to see many first-time EV buyers. We’ve designed the new Leaf to fulfil the needs of this mature audience while also welcoming newcomers, making the car intuitive, easy to drive, and simple to operate. That’s the key focus of this new Leaf. It’s a reinvention – not just the styling and performance, but also making sure we don’t forget first-time EV buyers.

Would you say that Nissan was too early with the first Leaf?

I don’t think so. We all have to start somewhere. A good example is the first Prius. It took them about ten years to establish what a hybrid is, and then the rest is history. I think it’s similar for battery-electric cars – it took a significant amount of time for people to convince themselves to buy one. But now, with infrastructure available almost everywhere, customers feel more confident buying BEVs. We started in 2010, and that’s brought us to where we are today. If we’d started later, I’m not sure we’d be here talking about the new Leaf or have the infrastructure that exists now.

Looking under the chassis: What are the three most significant technical advancements that differentiate the new Leaf from the original 2010 model?

Oh, it’s everything, really. It was very difficult to drive 800 kilometres with the first-generation Leaf. You didn’t have the energy density we have today. The aerodynamics weren’t as good as they are with the new Leaf, and the electrical efficiency of the electric powertrain wasn’t at the level we have now. So these are the major technological advancements we see with the new Leaf – better battery energy density, improved aerodynamics, and much higher e-powertrain efficiency.

What advantages does the new “AmpR Medium” platform offer for the latest Nissan Leaf?

The new platform, which is also used for the Ariya, has a shorter wheelbase. It’s a full flat platform, allowing us to store more battery within a footprint quite similar to the second-generation Leaf. That one was 60 kWh, and now we’re at 75 kWh. Another benefit is the HVAC unit placement [note from the editor: Heating, Ventilation, and Air Conditioning]. With the new platform, it’s moved into the motor bay, so even with a bigger battery underneath, passenger space has increased. For example, there’s much more room between the driver and passenger because the HVAC unit isn’t in the middle, and rear passengers gain about 80mm of extra knee room. Shoulder room has also improved thanks to this clever packaging.

And from a practical standpoint, what does that mean for everyday customers?

It means, for instance, with that extra 80mm of knee room, you no longer need to move the passenger or driver’s seat to fit a rear-facing child seat. Previously, with the Leaf, to install the latest, safest child seats, you often had to adjust the front seats to fit them properly. So that’s one clear example of how this caters to modern customer requirements.

The larger 75 kWh battery is said to deliver over 600 kilometres of range. How did you achieve that, and what role does the efficient powertrain play?

We’ve been repeating certification and homologation tests, and we’re consistently seeing results of 604 kilometres with the bigger battery. The WLTP average speed is roughly 50 kph, so while aerodynamics are important, electrical efficiency is the main factor. Lower internal resistance in the battery, and higher efficiency within the e-powertrain, both contribute to WLTP range.

For high-speed driving, like at 130 kph on motorways, aerodynamic drag becomes dominant. We’ve made the car very slippery, with a Cd value of 0.25 – which is top benchmark for us. So improving electrical efficiency and aerodynamics both make the car more efficient overall.

You said there is a new special motor in the Leaf. What makes it so efficient?

We revised the stator and rotor – the internal components – and optimised where to place the magnets most efficiently. The motor has a very small volume because we wanted to reduce the use of rare earth materials. We ran many simulations to achieve the optimum shape and magnet placement. Secondly, inside the inverter, instead of using IGBT, we revised the design and materials of the chips that transfer power, resulting in better overall efficiency.

Was this motor developed in-house or purchased?

It’s a purchased motor at the end of the day, but we co-developed it with the supplier.

On charging power – the maximum DC charging of 150 kW doesn’t sound that impressive. For a new EV launching in 2025, isn’t that rather low?

We’re definitely expecting that question. But I want to emphasise, the Leaf has a flat charging curve. For example, with thermal management, it consistently charges around 150 kW. In numbers, 15 minutes of charging gives you roughly 250 km WLTP range. And in 30 minutes, from 10% to 80% SOC, you get about 420 km range. So in our view, that’s not insignificant. This charging capacity lets the car cover distances similar to a Qashqai e-Power of over 800 km, arriving maybe ten minutes later. That’s the perspective behind these numbers.

But why didn’t you go for an 800-volt system?

800 volt is always on our radar, and we are considering it. But for this vehicle size, battery size, and performance targets, we didn’t really need to move to 800 volts.

The first Nissan Leaf had issues with battery thermal management. What can customers expect from the third-generation Leaf in summer and winter conditions?

The first and second-generation Leafs had air-cooled batteries, and in certain situations charging or regeneration was limited. The third-generation Leaf now has a liquid-cooled battery, so it can always operate at its optimum temperature. If it’s very cold outside, we warm the battery; if it’s hot, we cool it. We want consistent charging performance in all conditions. We’ve tested it extensively in the Nordics during winter and in southern Europe during high summer, and charging performance has been very consistent.

Looking at global electric mobility evolution – what message does the new Nissan Leaf send, 15 years after the original model?

The new Leaf is a compelling package that competes with many other OEMs. It appeals to customers who are already keen on EVs and those still deciding whether to transition from e-Power or internal combustion. Long-distance family travel was a key factor, especially in Europe, and now we have a product that meets today’s demands.

Another new element is the V2G function. Previously, with the first Leaf, we offered V2H. Now, we’re going to offer vehicle-to-grid, which we hope will benefit household electricity tariffs and help integrate more renewables into the grid.

Finally, the Leaf isn’t the only newcomer, as Nissan will release other models. Which of the new EVs will be the most important for European customers?

For me, it’s definitely the new Leaf at this point. Maybe I’ll fall in love with the Juke or another model later on, but today, after over 20 years working at Nissan, the new Leaf is by far the best car I’ve developed. I’m very confident it will be well accepted by our customers.

Mr. Shigemoto, thank you for this interview.