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Nissan reinvents its little Micra supermini as an EV - with more than a little help from Renault. Like its contemporaries at the upper end of the EV small segment, this car sells on style, so it's a very different kind of Micra. And a very different kind of small Nissan.
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Background
In over four decades of Nissan Micra history, it's hard to spot a consistent design theme. Some were wacky (the bubble-shaped K12 MK3 of 2002), some were conservative (the Indian-built K13 MK4 of 2010) and some just edgy (the most recent K14 model of 2016). What we haven't seen though, since the Micra model line first launched here back in 1987, is much charisma. But with this sixth generation electric version, we've certainly got it now.
Nissan's current financial woes are well publicised and probably explain why the brand could do little more for this MK6 design than clone its Renault Nissan Alliance partner model, the Renault 5 E-Tech Electric. The two cars are identical under the skin, Renault did all this Nissan's dynamic development and both models roll down the same French production line. None of which will matter if you like the way that Nissan has redesigned the cabin and (almost completely) redesigned the exterior. Basing your small EV on the Car of the Year-winning must-have model of the moment can't be a bad thing. Can it?
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Range data
| Min | Max |
| Price | 21495 | 26115 |
| Max Speed (mph) | 93 | 93 |
| 0-62 mph (s) | 8 | 8 |
| Electric WLTP-Rated Driving Range (miles) | 198 | 198 |
| Min | Max |
| Length (mm) | 3974 | 3974 |
| Width (mm) | 1830 | 1830 |
| Height (mm) | 1499 | 1499 |
| Boot Capacity (l) | 326 | 326 |
Driving experience
There wasn't much point in Nissan changing the engineering of this Micra's Renault 5 donor model and, sure enough the Japanese maker hasn't bothered to. Which means a primary drivetrain with a 52kWh NMC lithium-ion battery pack energised by a front-mounted 150hp electric motor. An entry-level option with a 40kWh battery and a 120hp motor is also offered, but Nissan thinks that'll be a minority choice. Suspension tune, tyre size, steering geometry - it's all taken from the Renault. The only thing that's gone the other way is the three-level adjustable brake regen system that includes a 'One-Pedal' drive mode. That's standard from launch on this Nissan, but will be added to the 5.
Despite that, driving range between charges isn't quite as good as it is with this Nissan's French cousin, probably because the Micra is a fractionally bigger car. But there's not much in it, with 198 miles claimed for the smaller battery and 260 miles for the bigger one. There are different drive modes that determine response to your right foot. You'll only get close to the stated range figure if you spend almost all your time in 'Eco', but that setting saps power considerably. Maximum output is delivered in both 'Comfort' and 'Sport', with 'Sport' (as you'd expect) offering sharper throttle response.
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Design and build
If you choose this Micra, it'll be because you like the way it looks. Nothing wrong with that. It's why its Renault 5 cousin sells like hot cakes and if you find that car a bit edgy and extreme and something like a Citroen e-C3 too dull, this Nissan might please you perfectly. Given the shared 'Ampr Small' platform, you'd expect this Micra's dimensions to be much the same as those of its 5 E-Tech cousin, but this Nissan's 3,974mm body length is 5cm longer, mainly because of its owl-like front-end with its unusual headlight sections.
You won't pick up the shared Renault lineage from there, but you might from the side, where the distinctive C-pillar design looks almost exactly the same. But Nissan's design team at Paddington have offered their own spin on the profile perspective, highlighting the line running down the side, which is supposed to look as if it has been made by a gelato scoop. The rear end treatment is unique too - and 18-inch wheels are standard on all models.
Inside, an equally careful job has been done on giving the original Renault design a distinctly different look and feel. With top spec, the lines on the dashboard trim are supposed to mimic those of a raised Japanese Zen garden. And all three of the available cabin themes look quite inviting, though only the top two of them give you the full cabin screen-fest - a pair of 10.1-inch displays, the infotainment one running integrated Google software; base 'Comfort' spec has a different and smaller screen arrangement.
With the exception of the rather flimsy-feeling gear shifter, the cabin feels well put together and ergonomic, though there's a busy proliferation of stalks around the steering wheel. As on the 5, the back seat isn't terribly spacious, but a couple of adults will fit OK. Out back, there's a high load lip but a reasonably-sized 326-litre boot.
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Market and model
To start with, you can expect prices to start from around £21,500 for the 40kWh 120hp model after deduction of the available £1,500 government grant. That's if you stick with base 'Engage' trim. If however like most Micra customers, you want mid-level 'Advance' spec, then you're better off choosing the larger 52kWh battery because in that form, this Nissan qualifies for the larger £3,750 version of the Electric Car Grant, which means the asking price of a Micra 'Advance' 52kWh (just over £23,000 after grant deduction) is actually slightly lower than that of the same car with the smaller 40kWh battery. At the top of the line-up is plush 'Evolve' spec, which comes only with the 52kWh battery and after grant deduction costs just over £26,000.
Only the two higher trims get a pair of 10.1-inch screens inside and the Google infotainment system (which has built-in 'Apple CarPlay' and 'Android Auto'). It includes an en route planner using Google maps to help you find the best charging spots along your route based on availability, type and speed. There's the Google Assistant voice control set-up. And you can download apps from Google Play, so you can more easily catch up on your shows and podcasts while charging.
Across the line-up, there are 14 different colour combinations that include the choice of black or grey contrast-coloured roofs. And there are three wheel options, all of them 18-inches in size. Equipment levels are reasonable (including a heat pump) and Nissan also includes a V2L (Vehicle-to-Load) system that allows you to use the car's drive battery to power external devices like laptops, e-bikes and camping gear. But you'll need to pay extra for an adapter to access it.
Safety provision is aided by Nissan's ProPILOT with Navi-link system, which uses real-time data to help you keep to the right speed, lane position and adapt to curves. As you'd expect, there's an application for your phone. The NissanConnect Services app allows you to pre-set cabin temperature, check charging status remotely and schedule charging at off-peak times.
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Cost of ownership
We gave you the EV range figures in our 'Driving' section - 198 miles for the 40kWh battery and 260 miles for the 52kWh battery, helped by the fact that that larger 52kWh pack (which is configured using 4 groups of 46 cells) weighs only 300kg. Real-world range is more like 170 to 220 miles with the bigger-battery model, depending on the conditions you're driving in. A heat pump is standard, helping to maximise range in particularly cold weather.
The EV system uses Google Maps to automatically begin pre-conditioning the battery when the car is nearing charging points selected in the provided app. That will mean the battery is then at a perfect temperature on arrival, which will allow you to charge it faster and more efficiently. The Google-based journey planner built into the system can even consider wind direction and speed to predict energy consumption.
Remember that DC charging speeds vary here with battery choice; for the 40kWh model, it's 80kW. For the 52kWh version, it's 100kW. In both cases, expect a 15 to 80% top-up to take 35 minutes from a public DC charger. For charging at home, there's 11kW AC charging as standard, but if you charge from a single-phase 7.4kW wallbox, as most owners will, you'll need between 7 to 9 hours for a full 100% charge. More common charging from a 7.4kw wallbox from 15%-80% needs 5 hours 10 minutes with the 52KWh battery - or 3 hours 55 minutes with the 40kWh model.
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Summary
'The Micra is no longer a grandma car' according to Nissan and, unless your grandma happens to be exceptionally fashion-conscious and on-trend, you'd have to agree. It would have been hard to create something dull from a donor model as refreshing and adventurous as a Renault 5 E-Tech and Nissan hasn't. This is without doubt the most desirable Micra model yet - which is just as well given that it can sell at almost twice the price of its most recent predecessor.
We had hoped that Nissan would pitch that price more competitively to really make this car sell and take on more affordable segment rivals like the BYD Dolphin Surf and the Citroen e-C3. As it is, it's pitched against costlier trend-setters like that Renault and Hyundai's Inster. But still might find a ready market amongst those who find those cars to be too extrovert and don't want the limitations of a three-door MINI Cooper Electric. A lot more than this though, is probably what's required to really save Nissan.
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