The $44,000 Chevy Bolt versus the $44,000 Nissan Leaf: A battle of mass-market electric hatchbacks

Matthew DeBordMay 7, 2020, 01:25 IST

Business Insider

I compared a 2020 $44,000 Chevy Bolt EV Premium and a 2019 $44,000 Nissan Leaf SL Plus.
Both vehicles are Euro-style hatchbacks offering over 200 miles of range per charge.
The Leaf has been around since 2010, while the Bolt arrived in 2016.
The Bolt and Leaf are very evenly matched — but the Chevy's greater range and better technology gave it the upper hand on the Nissan's build-quality.
Visit Business Insider's homepage for more stories.

In the electric-vehicle marketplace, there aren't that many straight-up comparisons to be made. Tesla's vehicles span several segments and price strata — from SUVs to midsize sedans, from outright luxury cars to vehicles that sticker like upper-level mass-market rides. But Tesla doesn't sell an entry-level hatchback (it does have the Model Y crossover).

Meanwhile, EVs from Jaguar, Audi, and Porsche are aiming for the more well-heeled buyer.

Hyundai and Kia are making mass-market efforts, but we haven't tested any of their offerings.

That leaves us with the Chevy Bolt EV and the Nissan Leaf Plus — which, luckily, match up almost perfectly in terms of specs, dimensions, and amenities. Not to mention pricing.

In 2019, we tested the Leaf, and this year, I sampled the upgraded Chevy Bolt. These are both vehicles I've always liked and had driven on numerous occasions since their respective introductions in 2010 and 2016.

So it's comparison time! Read on to learn which took the crown:

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But the updated Chevy Bolt takes it!

Matthew DeBord/Insider

The Leaf Plus is ... more Leaf-y goodness!

Nissan Leaf SL Plus. Matthew DeBord/BI

Storage is good, about what you'd expect from a hatchback in this segment.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

The Leaf's nod to space-age-ness is its round, puck-like toggle shifter.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

Compared to the Bolt's industry-standard infotainment, the Leaf's is lacking.

Nissan Leaf SL Plus. Hollis Johnson/Business Insider

The Leaf's eight-inch color infotainment display looks good, but we aren't the biggest fans of the system's layout. It is easy to use, and Bluetooth device-pairing is a snap. You also have available Apple CarPlay and Android Auto.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

The Leaf's eight-inch color infotainment display looks good, but we aren't the biggest fans of the system's layout. It is easy to use, and Bluetooth device-pairing is a snap. You also have available Apple CarPlay and Android Auto.

The Leaf has always received criticism for its "tweener" nature. It's not a luxury car, but it's also not bare-bones. I've always thought it hits a sweet-spot for customers who aren't wealthy but who have the means to invest in an EV.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

The Leaf has always received criticism for its "tweener" nature. It's not a luxury car, but it's also not bare-bones. I've always thought it hits a sweet-spot for customers who aren't wealthy but who have the means to invest in an EV.

The back seat was about average, space-wise, for the segment.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

The Leaf's "Light Gray" interior was pleasant. It was a bit shy of premium, but the seats were comfy, and there was a reasonable amount of space to stow small items.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

The Leaf has regenerative braking. And when the e-Pedal feature is engaged, it's possible to drive the car using motor braking almost alone, putting power back into the battery.

A Nissan Leaf SV Plus we tested in Los Angeles in 2019. Bryan Logan/Business Insider

The Leaf has regenerative braking. And when the e-Pedal feature is engaged, it's possible to drive the car using motor braking almost alone, putting power back into the battery.

There's also an onboard charge cable for "trickle" top-offs using a regular wall outlet for 120V power. Using 240V, the Leaf Plus is back to 100% in 11.5 hours. Fast DC charging, however, can achieve 80% in 45 minutes.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

There's also an onboard charge cable for "trickle" top-offs using a regular wall outlet for 120V power. Using 240V, the Leaf Plus is back to 100% in 11.5 hours. Fast DC charging, however, can achieve 80% in 45 minutes.

Charging is unchanged from the Leaf we tested in 2018, at least as far as the ports go. There are two, one for 240V "Level 2" charging and one for fast DC charging. Our Leaf SL Plus had a 160 kWh electric motor, making a juicy 214 horsepower with 250 pound-feet of torque.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

Charging is unchanged from the Leaf we tested in 2018, at least as far as the ports go. There are two, one for 240V "Level 2" charging and one for fast DC charging. Our Leaf SL Plus had a 160 kWh electric motor, making a juicy 214 horsepower with 250 pound-feet of torque.

The Leaf's cargo area is an excellent 24 cubic feet, expandable to 30 with the rear seats dropped. The hatch's opening is a tad awkward, with a sort of oval shape.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

... That perhaps has turned off some US customers, who have basically abandoned small vehicles in favor of large SUVs and pickups.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

Overall, the Leaf projects a fairly European identity, and ...

Nissan Leaf SL Plus. Crystal Cox/Business Insider

The goal when the Leaf was launched was for the Japanese automaker to embrace a "zero emission" future. It hasn't quite worked out that way, but the company is making progress, and the Leaf is still with us.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

The goal when the Leaf was launched was for the Japanese automaker to embrace a "zero emission" future. It hasn't quite worked out that way, but the company is making progress, and the Leaf is still with us.

The 2019 Leaf, like the second-generation 2018 car, is much sleeker than the original. However, we're talking about a practical hatchback here, so let's not get too excited. Aerodynamics play a role in increasing EV range, so while the hatch design favors utility, the Leaf's front end has been engineered for airflow: the car has a 0.28 drag coefficient.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

The 2019 Leaf, like the second-generation 2018 car, is much sleeker than the original. However, we're talking about a practical hatchback here, so let's not get too excited. Aerodynamics play a role in increasing EV range, so while the hatch design favors utility, the Leaf's front end has been engineered for airflow: the car has a 0.28 drag coefficient.

Hatchback silhouettes aren't typically associated with automotive aggression, and EVs tend to project a mostly virtuous vibe. But the Leaf's fascia is rather bold. The LED headlights are a standout feature.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

Hatchback silhouettes aren't typically associated with automotive aggression, and EVs tend to project a mostly virtuous vibe. But the Leaf's fascia is rather bold. The LED headlights are a standout feature.

Our SL Plus trim level had a 62 kilowatt-hour battery. The larger pack adds roughly 70 miles of range compared to the standard Leaf's 151-mile battery.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

The Leaf is the top-selling EV globally, which makes sense as the car has been around since 2010. About 450,000 have been sold.

Nissan Leaf. Crystal Cox/Business Insider

When the Leaf hit the market, Tesla was selling but one vehicle, the expensive, high-performance original Roadster. There really wasn't a good every-person's choice back than — so the Leaf filled the gap.

Elon Musk stands in front of an original Tesla Roadster in Detroit in January 2009. Rebecca Cook/Reuters

When the Leaf hit the market, Tesla was selling but one vehicle, the expensive, high-performance original Roadster. There really wasn't a good every-person's choice back than — so the Leaf filled the gap.

The Leaf has been on the market since 2010, making it the old man of the EV world. Nissan CEO Carlos Ghosn presided over its launch.

Former Nissan CEO Carlos Ghosn talks about an autonomous-driving Nissan Leaf in January 2016. AP Photo/Terry Chea

Pretty much the same Deep Pearl Blue as the Leaf that was a Business Insider Car of the Year finalist in 2018. That car had a single electric motor, producing 147 horsepower, a 40-kWh battery pack, and delivered 151 miles of range on a full charge.

Nissan Leaf. Hollis Johnson/Business Insider

Pretty much the same Deep Pearl Blue as the Leaf that was a Business Insider Car of the Year finalist in 2018. That car had a single electric motor, producing 147 horsepower, a 40-kWh battery pack, and delivered 151 miles of range on a full charge.

Now for the 2019 Nissan Leaf SL Plus, wearing a luminous Deep Pearl Blue paint job.

Nissan Leaf SL Plus. Crystal Cox/Business Insider

The 2020 Bolt EV is as nifty as it's always been!

2020 Chevy Bolt EV. Matthew DeBord/Insider

The infotainment system runs on a responsive, colorful 10.2-inch touchscreen. In my tester, it was upgraded with a $595 package.

2020 Chevy Bolt EV. Matthew DeBord/Insider

The joystick shifter has a learning curve, but I got the hang of it in a hurry.

2020 Chevy Bolt EV. Matthew DeBord/Insider

The multifunction steering wheel is nothing special, but it was heated in the Premier trim. The front seats were also heated.

2020 Chevy Bolt EV. Matthew DeBord/Insider

The Bolt is easily the most capacious-feeling subcompact I've ever tested.

2020 Chevy Bolt EV. Matthew DeBord/Insider

The lack of internal-combustion components means that the Bolt has good legroom in back, for a subcompact vehicle.

2020 Chevy Bolt EV. Matthew DeBord/Insider

The interior was "Dark Galvanized Gray." While it was far from upscale, it was comfy and pleasant.

2020 Chevy Bolt EV. Matthew DeBord/Insider

ChargePoint is widespread, but DC-fast-charging, while available, isn't as pervasive as with Tesla's Supercharger network.

2020 Chevy Bolt EV. Matthew DeBord/Insider

I used the ChargePoint network to top off the Bolt at a nearby Level 2 station.

2020 Chevy Bolt EV. Matthew DeBord/Insider

According to Chevy, the Bolt can return four miles each hour to the battery at 120-volt, and can get back to full in ten hours on 240-volt. A DC fast-charge returns 100 miles to the battery in 30 minutes.

2020 Chevy Bolt EV. Matthew DeBord/Insider

According to Chevy, the Bolt can return four miles each hour to the battery at 120-volt, and can get back to full in ten hours on 240-volt. A DC fast-charge returns 100 miles to the battery in 30 minutes.

There's an included charge cable, for "trickle" charging or 240-volt overnight re-juicing.

2020 Chevy Bolt EV. Matthew DeBord/Insider

Powerplant-wise, we aren't seeing everything here — for gearheads, popping the hood on an EV can be sort of dispiriting. The Bolt's 66 kilowatt-hour battery pack is actually located under the vehicle's floorboards. The drivetrain has a single motor over the front wheels, with a single forward gear, and the total power output is a peppy 200 horsepower.

2020 Chevy Bolt EV. Matthew DeBord/Insider

Powerplant-wise, we aren't seeing everything here — for gearheads, popping the hood on an EV can be sort of dispiriting. The Bolt's 66 kilowatt-hour battery pack is actually located under the vehicle's floorboards. The drivetrain has a single motor over the front wheels, with a single forward gear, and the total power output is a peppy 200 horsepower.

It easily swallowed two large boxes.

2020 Chevy Bolt EV. Matthew DeBord/Insider

At 17 cubic feet, the Bolt's cargo hold is decently scaled. Drop the rear seats and capacity expands to 57 cubic feet.

2020 Chevy Bolt EV. Matthew DeBord/Insider

Aesthetically, the Bolt combines a fun appearance with a vibe that definitely says, "I don't cost that much."

2020 Chevy Bolt EV. Matthew DeBord/Insider

So, there no way around this: the 2020 Chevy Bolt EV Premier is a rather small vehicle. That's not a negative: the base version is $36,620, and it offers long-range, entry-level EVing in a versatile, hatchback platform.

2020 Chevy Bolt EV. Matthew DeBord/Insider

So, there no way around this: the 2020 Chevy Bolt EV Premier is a rather small vehicle. That's not a negative: the base version is $36,620, and it offers long-range, entry-level EVing in a versatile, hatchback platform.

... And rear wheels were 17-inchers.

2020 Chevy Bolt EV. Matthew DeBord/Insider

On my test car, the front ...

2020 Chevy Bolt EV. Matthew DeBord/Insider

There's no internal-combustion engine, to there's no need for a grille intended for air intake. Unfortunately, this does give the Bolt's fascia a very plasticky appearance. The Bolt also gets a nice pair of HID Xenon projector headlights, plus LED running lights. The lamps are intellibeam units — they an "turn" with the car.

2020 Chevy Bolt EV. Matthew DeBord/Insider

There's no internal-combustion engine, to there's no need for a grille intended for air intake. Unfortunately, this does give the Bolt's fascia a very plasticky appearance. The Bolt also gets a nice pair of HID Xenon projector headlights, plus LED running lights. The lamps are intellibeam units — they an "turn" with the car.

The Bolt was envisioned by the GM's Korean studio, a lab for the company's small-car platforms. Because it was engineered around its large, 60 kWh LG battery pack — which provides actual structural integrity to the car — the Bolt is distinctive within GM's global lineup.

2020 Chevy Bolt EV. Matthew DeBord/Insider

The Bolt was envisioned by the GM's Korean studio, a lab for the company's small-car platforms. Because it was engineered around its large, 60 kWh LG battery pack — which provides actual structural integrity to the car — the Bolt is distinctive within GM's global lineup.

For 2020, the Bolt received more upgrades under the hood than exterior improvements. The Bolt remains a subcompact hatchback, a modest platform for such an important vehicle.

2020 Chevy Bolt EV. Matthew DeBord/Insider

For 2020, the Bolt received more upgrades under the hood than exterior improvements. The Bolt remains a subcompact hatchback, a modest platform for such an important vehicle.

The Tesla Model 3 was officially unveiled in March of 2016, and a race was on to see which mass-market EV would hit the market first. The Bolt won, going on sale in late 2016 in a few states.

Tesla Model 3. AP Photo/Justin Pritchard

The Tesla Model 3 was officially unveiled in March of 2016, and a race was on to see which mass-market EV would hit the market first. The Bolt won, going on sale in late 2016 in a few states.

GM's top brass — President Mark Reuss, left, and CEO Mary Barra, right — rolled out the Bolt EV to much hoopla in 2015.

Chevy Bolt EV. Bill Pugliano/Getty Images

We first reviewed the Bolt in 2017, also in top-level trim, but with less range than the 2020 version and with a smaller, 60-kilowatt-hour battery pack.

Hollis Johnson

We'll commence the comparo with the 2020 Chevy Bolt EV, in Premier trim, attired in a Cajun Red Tintcoat paint job and priced, as-tested, at $44,130 (before extras, the Bolt was $41,020).

2020 Chevy Bolt EV. Matthew DeBord/Insider

We'll commence the comparo with the 2020 Chevy Bolt EV, in Premier trim, attired in a Cajun Red Tintcoat paint job and priced, as-tested, at $44,130 (before extras, the Bolt was $41,020).

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The $44,000 Chevy Bolt versus the $44,000 Nissan Leaf: A battle of mass-market electric hatchbacks

But the updated Chevy Bolt takes it!

The Leaf Plus is ... more Leaf-y goodness!

Storage is good, about what you'd expect from a hatchback in this segment.

The Leaf's nod to space-age-ness is its round, puck-like toggle shifter.

Compared to the Bolt's industry-standard infotainment, the Leaf's is lacking.

The Leaf's eight-inch color infotainment display looks good, but we aren't the biggest fans of the system's layout. It is easy to use, and Bluetooth device-pairing is a snap. You also have available Apple CarPlay and Android Auto.

The Leaf has always received criticism for its "tweener" nature. It's not a luxury car, but it's also not bare-bones. I've always thought it hits a sweet-spot for customers who aren't wealthy but who have the means to invest in an EV.

The back seat was about average, space-wise, for the segment.

The Leaf's "Light Gray" interior was pleasant. It was a bit shy of premium, but the seats were comfy, and there was a reasonable amount of space to stow small items.

The Leaf has regenerative braking. And when the e-Pedal feature is engaged, it's possible to drive the car using motor braking almost alone, putting power back into the battery.

There's also an onboard charge cable for "trickle" top-offs using a regular wall outlet for 120V power. Using 240V, the Leaf Plus is back to 100% in 11.5 hours. Fast DC charging, however, can achieve 80% in 45 minutes.

Charging is unchanged from the Leaf we tested in 2018, at least as far as the ports go. There are two, one for 240V "Level 2" charging and one for fast DC charging. Our Leaf SL Plus had a 160 kWh electric motor, making a juicy 214 horsepower with 250 pound-feet of torque.

The Leaf's cargo area is an excellent 24 cubic feet, expandable to 30 with the rear seats dropped. The hatch's opening is a tad awkward, with a sort of oval shape.

... That perhaps has turned off some US customers, who have basically abandoned small vehicles in favor of large SUVs and pickups.

Overall, the Leaf projects a fairly European identity, and ...

The goal when the Leaf was launched was for the Japanese automaker to embrace a "zero emission" future. It hasn't quite worked out that way, but the company is making progress, and the Leaf is still with us.

Hatchback silhouettes aren't typically associated with automotive aggression, and EVs tend to project a mostly virtuous vibe. But the Leaf's fascia is rather bold. The LED headlights are a standout feature.

Our SL Plus trim level had a 62 kilowatt-hour battery. The larger pack adds roughly 70 miles of range compared to the standard Leaf's 151-mile battery.

The Leaf is the top-selling EV globally, which makes sense as the car has been around since 2010. About 450,000 have been sold.

When the Leaf hit the market, Tesla was selling but one vehicle, the expensive, high-performance original Roadster. There really wasn't a good every-person's choice back than — so the Leaf filled the gap.

The Leaf has been on the market since 2010, making it the old man of the EV world. Nissan CEO Carlos Ghosn presided over its launch.

Pretty much the same Deep Pearl Blue as the Leaf that was a Business Insider Car of the Year finalist in 2018. That car had a single electric motor, producing 147 horsepower, a 40-kWh battery pack, and delivered 151 miles of range on a full charge.

Now for the 2019 Nissan Leaf SL Plus, wearing a luminous Deep Pearl Blue paint job.

The 2020 Bolt EV is as nifty as it's always been!

The infotainment system runs on a responsive, colorful 10.2-inch touchscreen. In my tester, it was upgraded with a $595 package.

The joystick shifter has a learning curve, but I got the hang of it in a hurry.

The multifunction steering wheel is nothing special, but it was heated in the Premier trim. The front seats were also heated.

The Bolt is easily the most capacious-feeling subcompact I've ever tested.

The lack of internal-combustion components means that the Bolt has good legroom in back, for a subcompact vehicle.

The interior was "Dark Galvanized Gray." While it was far from upscale, it was comfy and pleasant.

ChargePoint is widespread, but DC-fast-charging, while available, isn't as pervasive as with Tesla's Supercharger network.

I used the ChargePoint network to top off the Bolt at a nearby Level 2 station.

According to Chevy, the Bolt can return four miles each hour to the battery at 120-volt, and can get back to full in ten hours on 240-volt. A DC fast-charge returns 100 miles to the battery in 30 minutes.

There's an included charge cable, for "trickle" charging or 240-volt overnight re-juicing.

It easily swallowed two large boxes.

At 17 cubic feet, the Bolt's cargo hold is decently scaled. Drop the rear seats and capacity expands to 57 cubic feet.

Aesthetically, the Bolt combines a fun appearance with a vibe that definitely says, "I don't cost that much."

So, there no way around this: the 2020 Chevy Bolt EV Premier is a rather small vehicle. That's not a negative: the base version is $36,620, and it offers long-range, entry-level EVing in a versatile, hatchback platform.

... And rear wheels were 17-inchers.

On my test car, the front ...

The Bolt was envisioned by the GM's Korean studio, a lab for the company's small-car platforms. Because it was engineered around its large, 60 kWh LG battery pack — which provides actual structural integrity to the car — the Bolt is distinctive within GM's global lineup.

For 2020, the Bolt received more upgrades under the hood than exterior improvements. The Bolt remains a subcompact hatchback, a modest platform for such an important vehicle.

The Tesla Model 3 was officially unveiled in March of 2016, and a race was on to see which mass-market EV would hit the market first. The Bolt won, going on sale in late 2016 in a few states.

GM's top brass — President Mark Reuss, left, and CEO Mary Barra, right — rolled out the Bolt EV to much hoopla in 2015.

We first reviewed the Bolt in 2017, also in top-level trim, but with less range than the 2020 version and with a smaller, 60-kilowatt-hour battery pack.

We'll commence the comparo with the 2020 Chevy Bolt EV, in Premier trim, attired in a Cajun Red Tintcoat paint job and priced, as-tested, at $44,130 (before extras, the Bolt was $41,020).