nissan leaf leasenissan leaf lease

2015 Nissan Leaf Lease
$
199
/Mo.

$1,999 Due at Signing

(Excludes tax, title, license and registration fees. Includes 1st month payment.)

MSRP $28,800

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Price Breakdown: Right now you can lease a new Nissan Leaf for only $199 per month. Can you imagine owning an electric car for under $200? There is $1999 due at signing which includes a down payment of $1800 plus first month’s lease payment. Total amount paid over the life of the lease is $7164 in monthly payments plus the $1800 down which comes to $8964 over 3 years or $2988 per year!
Mileage: You are allotted 36,000 miles over the 36 month period. So 12k miles per year of 1k mile per month. Your per day mileage amount should be about 32 miles to put on less miles then allowed. Anything over will cost $0.15 per mile meaning if you go over by 1000 miles it will cost you an extra $150.End of Lease: If you want to purchase the car at Lease End it will cost you $11,860. Combine that cost with the $8964 over the life of the lease brings you to $20,894 if you plan to lease then buy. The MSRP of the Nissan Leaf S is $28,800 but with all the associated charges it swells to $29,650. The lease price has the $8150 manufacture rebate already applied.Fine Print: There is a $7500 Federal Tax Incentive available on the Nissan Leaf and this is applied to the Lease price by Nissan USA in the form of a manufacture rebate which makes the lease very affordable. Here is the rest of the fine print from Nissan: Excludes taxes, title, and license. $1,999 initial payment required at consummation. (Includes $1,800 consumer down payment, $199 first month payment.) (INCLUDES $8,150 manufacturer’s rebate applied to $199/Month lease. Offer valid only when financed through Nissan Motor Acceptance Corporation.) Subject to residency restrictions.
2013 LEAF S Lease model 17013 subject to availability to well-qualified lessees through Nissan Motor Acceptance Corporation. $29,650 MSRP incl. destination charge. Net capitalized cost of $18,981 includes a $595 non-refundable acquisition fee. Dealer contribution may affect actual price set by dealer. Monthly payments total $7,164 At lease end, purchase for $11,860, plus purchase option fee up to $300 (except KS & WI), plus tax, or pay excess wear & use plus $0.15 per mile for mileage over 12,000 miles per year. Lessee is responsible for maintenance and repairs. A disposition fee is due at termination of lease term. No security deposit required. Must take delivery from new dealer stock. See participating dealer for details. Offer ends 01/02/2014.

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Leaf Overview

Electric cars are awesome. The Leaf is one of the fist mass produced cars that runs entirely free of gas. That’s right you pay nothing at the pump. The lease below is dirt cheap and if you have access to electricity you have the opportunity to drive the car having only pennies to pay.
Electric cars have a ton of torque that is available right away. The Nissan Leaf can blow the Toyota Prius Hybrid out of the water, but the Prius has open the eyes to the public to the delights of electric propulsion. Purely electric cars are still rare in the market, and even in the streets of our cities and roads of the countryside. This is unfortunate because the electric motor is a delight thanks to its quietness and refinement. The silence and lack of vibration contribute to an experience that, in addition to being enjoyable, is also something most motorists have never experienced.The look though is not so wonderful. Nissan could tap into the lines of the GT-R features of modernity and style conveying technology, but rather the styling of the Juke is what the Leaf seems to follow. With chubby flanks and daring strokes. The result, especially the line profile could be described as a fun loving minority, and probably attract more derogatory comments most. The prominent bluish treatment to married to pearly white of our test vehicle optical give a classy touch, but the figure lacks elegance.On the inside the atmosphere on board is pleasant, with materials whose costs are clearly cheap but that’s ok since the Leaf is not a luxury car rather a means of transportation. The equipment is complete, navigating the menus accessed via the touch screen takes a bit of adaptation but the equipment is functional, the bluetooth interface with a mobile phone is quite easy to establish. Like mode ‘B’ Toyota Prius, so it is possible to modulate the engine braking on downhill along the slope, and thus maintain a constant speed. Driving in Eco mode also reveals painful monastic torque limit making insertion into the difficult traffic.

Distributed under the floor to lower the center of gravity 192 Lithium Ion cells connected in series, providing a nominal voltage of 345 V and storing a total energy of 24 kWh and weighing – according to the most reliable source we could find – 294kg . Energy density would be 81 Wh / kg, significantly higher than the 55 Wh / kg announced by Toyota’s Prius Plug-In Hybrid. The batteries power an electric motor located under the front bonnet, driving the front wheels with a ratio of one-time reduction – no gearbox or drive – with a ratio of 7.9377. Synchronous AC motor develops a torque of 280 Nm from 0 to 2730 r / min and a maximum power of 109 hp from 2730 to 9800 rev / min, the maximum speed being at 10390 rev / min.

The performance on paper seems weak and slow (0-60 MPH in 11.9s, but on the road, the availability of maximum torque from the start makes dynamic acceleration up sometimes make bad motor of a front wheel and return light effects torque in the steering wheel. The constancy of the thrust is also surprisingly enjoyable, as the absence of vibration and silence, disturbed only by the electric motor making a hum. It seems that in case of repeated high loads, the muzzle slightly electronic current flow to prevent overheating valuable Lithium Ion cells. The phenomenon is perceptible by the lower torque, the needle temperature remains stubbornly in its middle position battery. Highway, the Leaf exceeds the speed limit with ease, even on steep inclines, this in a striking silence, disturbed only by the air flowing over the body.

On the dashboard, the charge indicator is divided into 12 bars (including 2 reserve), and the rule of thumb is around 10km per bar rolling without mannerism or exaggeration.
The rest of the instrumentation is not a great help in managing a range that is quickly becoming automanie. The remaining distance indicator dashboard is not a great help in this task, it is based on a tight integration window and it is therefore not uncommon to see a range of more than 180km displayed melt in 20km and 110km 2 bars, for lack of a favorable way. The indicator of average consumption is unnecessary, the chosen (kWh / km) unit relegating to display a value of 0.1 or 0.2 kWh / km, optimistic elsewhere. Remaining power indicator consumed or regenerated gives useful information on consumption and instant recovery, but does not embed a useful distance. Under such conditions, longer term within the adventure, like a Lausanne-Sion ( see box ) filled with emotion and binding in terms of logistics.

Like any electronic gadget with reduced autonomy, recharge ability can quickly become an obsession. If electricity is ubiquitous in our society, it is much less in places accessible by automobile. Garages buildings are seldom equipped, and if taken there, it will in most cases connected to a common counter, gage lively discussions with co-owners or managers while your Leaf swallows one or two tens of kWh daily. Alternatives exist, and we smoke surprised to discover that they allow to run the package, even free. Networks charging stations such as Park & Charge affiliated LEMnet network ( map ) permit to park (sometimes with a limit of 4 hours) and recharge the package (100 CHF / year for access to the whole of network). Some cities even offer free places charge. Two caveats, however. First, there is no way to secure the precious load against cable theft or malicious manipulation. Then, the network is sparse by region and incomparable with the density offered by some 3,600 gas stations available in Switzerland. It is therefore possible to pay very little energy consumption, but the most likely outcome is charged at night at home.

The charging time depends on the source available. The trap electrons in the nose of the car, revealing two shots, one for the normal load on 220V power, the other for fast charging with direct current. In the first case, the load current will be mostly limited to 8 amps time, which brings us to our second rule of thumb: 1 bar by 10km discharge and a recharge time per bar or a dozen hours for a full charge. The problem is not only related to the density of stations, but also charging time allowed by the station. A draft solution is through fast charging stations type 3 (400V DC instead of 220-240V AC), rare but effective since it allows to expect 80% of the load in 30 minutes, but at the cost accelerated aging batteries.

Nissan Leaf guarantee 3 years, with an extension to 5 years and 60k for specific components to electric propulsion. Precious batteries are undercover manufacturer, but irretrievably lose their ability with the cycles of charge / discharge. It is difficult to obtain categorical and reliable information on the subject, expect a residual capacity of 70 to 80% after five years of normal use seems – for now – be realistic.

Economically, the equation is difficult to solve. Nissan shows the Leaf 49950 CHF. With an estimated 250 Wh / km and average fuel price of 20 cents kWh private distribution, we arrive at an energy cost of 5 CHF/100km, the monetary equivalent of 2.6 L/100km of fuel to 1.90 CHF per liter, representing a saving of 6.50 CHF per 100km traveled with a conventional car consuming 6 L/100km and cost CHF 30’000. Browsing 80km per day – without intermediate realistic maximum load – it would take over 10 years to amortize the difference in purchase price. Tax incentives range from low to minimal Meets sound principles of federalism, the annual registration fees vary depending on the canton, with for example 25 CHF on annual Vaud, GE exemption under certain conditions, 50% Off Neuchâtel and Valais (see details on the website of the FOE ). The ecological equation is even more complex. Geographical considerations on energy supply, political pressure to stop nuclear power plants, greenhouse gas emissions, embodied energy, raw materials, we will not discuss the subject here.
Stress autonomy and rationally inaccessible to most scholarships economic balance make the Leaf a luxury, unnecessary objectively but subjectively desirable for the one who can afford it. Voluptuousness of electric propulsion, smooth and quiet, playful side of generous torque available at the first turn of the wheel. A kind of alter ego to city Tesla Roadster , driving without restraint or special consideration for its use, but rather because it offers an interesting alternative to boredom and different urban or commuting.
When the opportunity to have for the weekend of our Nissan Leaf test this, I hasten to accept. The prospect of experiencing a car “zero emission” electric propulsion attracts me. I spend my weekends traditionally to my second home, located at 121 km from the office, consisting of 110 km of motorway over 2 km drive from plain and 9 km climb (750m altitude). A quick check of the autonomy of the Nissan Leaf reassures me: 175 km I margin. I ask all the same advice from one of my fellow Californian owner for a year with an identical model. His answer on the feasibility of my journey, “it’ll be super-hot.” It also gives me a table consumption according to speed and driving tips. Suddenly, my plan to simply make my weekly trip becomes a project requiring careful planning.

After some research, I discovered the network stations and refills, the fact that the town at the foot of the final climb is particularly friendly electric cars by offering several charging points. The previous weekend, I review these stations and I selects one. Last verified by phone to learn that the current available at the chosen location is offered. On the day, my plan is clear: I leave office, I ride alone, I make a pit stop at the foot of the climb and everything should be fine.

I start with the negative electrodes of my sips of lithium ion batteries, evidenced by the 12 bars lit on the dashboard indicating the level of full load. Heavy traffic on Friday evening in Lausanne periphery forbids me all madness, the “ECO” mode selected, for that matter. I relieve the accelerator during the first climb, more for reasons not to overdo than conviction to make a decisive choice for my self. After few kilometers, the top bar of my charge indicator disappears, my goodness, I just go! So I decide to swallow the first 40 km rolling at a speed between 60-70 km / h uphill and 80-90 km / h downhill. Needless to say that these speeds and highway, I am a mobile chicane. No vehicle remains behind me, there-including buses or trucks, I drive at a speed much lower than the rest of traffic. It is stressful enough, and dissatisfaction expressed by motorists than me is quite annoying.

Now I have 70 km of highway plain, the table provided by the Nissan Leaf drivers geeks in Silicon Valley tells me to adopt reasonable speed to get hassle is 80 km / h, I selects regulator and take my pain with patience. I constantly monitors the remaining distance on my GPS and autonomy given my margin increased quietly I now have any doubt about my chances to get at least to the foot of the climb. I of course noted points interim emergency loads, I realize that I will not need it.

I arrived at the foot of the climb, my battery level indicator shows 3 bars, I take direction from the point of recharge, connect everything and I head to a terrace to kill time. Return one fifteen later, I won 2 bars on my charge level and discusses the rise serene mind while adopting a pace senator. I get home after consuming 3 bars on the rise. 3:15 after I left the office, I reached my destination but I mostly understood that this method of propulsion is still much progress to make in the capacity of the batteries as for the charging time, before proposing suitable cars to perform tasks as varied as traditional propulsion.