In 2012 we dipped our toes into the Electric Vehicle waters with a Ford Fusion hybrid. The Fusion uses the gas engine to charge the battery. The small battery can propel the car up to around 25 mph on level ground. Seeing how far I could drive in EV only mode become something of a sport and was the first step towards an all-electric vehicle.
In 2013 the Nissan Leaf was updated with a more efficient heater that got more range in cold weather. We calculated that it would be “just enough” battery to cover Jen’s 40 mile daily commute in mid-winter when headlights, defrosters, and heaters are needed in both directions. We stepped into the shallow end of the BEV market by signing a 3 year lease on a Leaf. The only issue we ran into was only having a Level 1 (120V) charger at home. During the coldest weeks of winter, charging is slower and plugging in when she arrived home wasn’t enough time to get a full charge by morning. After a week of very cold days, by Friday she wouldn’t have enough range and would take the Fusion instead. I got permission to install a Level 2 charge in our rented home, but never did.
In 2016 Nissan introduced the 107 mile battery. When our lease ended I handed our Nissan dealer the 2013 keys and leased a ’16 Leaf. That 30 miles of extra range let the Leaf do a bit more. We took it up to Steven’s Pass skiing, to Lummi Island for the weekend, and to Meany Lodge. We had to limit the highway speed to 60 and bring the charger so we could plug in upon arrival. When explaining the range limits to people, I found myself saying the ’13 Leaf battery was good enough 90% of the time. The ’16 battery was good enough 98% of the time.
Now my Nissan dealer has Leafs with 151 mile batteries. By the end of the month they’ll have the Leaf+ in stock with a 226 mile battery. Our lease ends in May. If we lease another leaf, it will finally be good enough.