Nissan Leaf vs Polar Vortex 2014

The Leaf is both the best and the worst winter car I have ever driven. It has made commuting during a terrible winter not only bearable, but enjoyable at times for various reasons. But batteries don't like the cold, do they?

Electricity and Snow: They Mix!

First, the good. You see, when ordering a Leaf, you automatically get upmarket bits you wouldn't expect on a car like this, like heated seats front and rear, heated mirrors, and even a heated leather steering wheel. Another great benefit - the climate control works nearly instantaneously even in frigid weather, because there is no lag time where you are waiting for the car's engine to warm up. 

Gas and diesel engines also don't like to crank over in sub-zero weather. With the Leaf, you just push a button and away you go, with no drama every single time. You also never freeze your ass off pumping gas, and that's a convenience that cannot be overstated. 

Thanks, but no thanks.

Even better - you can turn on the heated seats, wheel, and climate control remotely from anywhere with an internet connection, and there are many smartphone apps available to do just that. There is even a climate control timer function for those who have a regular schedule. The heated steering wheel, which I at first considered a throwaway feature, has over the winter become as essential to my morning routine as a cup of coffee.

Driving the Leaf on snow-covered roads is acceptable, just like every front-wheel-drive vehicle sold today. Even in a year like this, with record snowfall, getting stuck is not a worry. If you feel you need SUV ground clearance and all-wheel drive for a couple inches of snow, best look elsewhere.

Yes, but does it have a heated steering wheel?

Range Matters, or Not.

Of course, all this glorious comfort doesn't come without its price. In winter, the worry of an reduced range is a real issue. To give an example, earlier in the week I drove in 15 degree temps, 30 miles round trip, mostly on I-75. That used up 75% of an estimated charge, so I could realistically go another 10 miles before needing to recharge. That's a total range of 40 miles, for those like me that can't do maths. Driving slower, taking surface streets, and turning off the heater at times might get me a total range of about 65 miles in this weather.

And if this blog isn't geeky enough, let's plot some graphs.

October Average Economy

This graph shows my daily average economy in the line graph. Over on the left, you can see the average economy is 4.8 miles/kWh. 

January Average Economy

This time, you can see the average economy is 3.0 miles/kWh, a nearly 40% decrease from October. The route was the same, so the only real differences were temperature, climate control usage, and snow cover. The average temperature during this time period was 16.4 degrees. In October, the mean temperature was 53.3 degrees.

So the winter range is pretty paltry, about half of summer's maximum distance. For many in this area, that's all you need to hear to know the Leaf wouldn't work for you. I will talk about Detroit's charging infrastructure some other time, but if you can't plug in at the office, 45 miles round trip is probably the maximum I would consider safe.

That said, even on the worst days, with blowing snow and wind chills of 40 below, the Leaf completed the 30 mile round trip commute with energy to spare, and I haven't felt the need to skimp on climate control preheating 15 minutes before leaving work.

One Last Thing.

I even hesitate to mention it - I really don't want to jinx myself. The thing that worries me most about the Leaf in winter in Detroit? No spare tire, and the tires themselves aren't run-flats either. Detroit is home to some brutal potholes, and a few sinkholes too. They pop up when you least expect them, and multiply overnight. I dread using the included (no joke) can of fix-a-flat and portable compressor on one of these sub-zero nights.