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.GM's top brass — President Mark Reuss, left, and CEO Mary Barra, right — rolled out the Bolt EV to much hoopla in 2015.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.
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.Rebecca Cook/Reuters Electric cars aren't cheap, although you can pick up a used Leaf from the previous generation for around $10,000. But if you have the means and are serious about making the transition from fossil fuels to EEE-lec-tricity for propulsion, the Leaf Plus's 226-miles range could flip your switch.
The Nissan Leaf Plus is a fine EV, make no mistake. But we are talking about a car that's been around since before Tesla launched its Model S sedan. For much of its existence, the Leaf has been a shorter-range, less-exciting Tesla alternative. It lacked the ambition that the Bolt expressed when it burst onto the scene in 2015.
The Leaf is, and always had been, a more solidly-built vehicle. In some respects, the Bolt reminds me of the old Honda Fit EV, in that it feels spry compared to the Leaf's hunkered-down-ness. But that's also because the Bolt isn't a robustly bolted together.
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