2018 Nissan Leaf battery real specs

AESC new battery cell specs

The 2018 Nissan Leaf battery – like all previous versions – uses a 96s2p cell configuration, this means that in total there are 192 cells in the battery pack. However, the battery cells now have a much higher energy density.


In the Nissan Leaf, each battery pack has 24 modules and each module has 8 cells. Originally, the Nissan Leaf was launched with double the modules. The 24 kWh battery in the 2011 Nissan Leaf had 48 modules, each module with 4 cells. However, when Nissan released the 30 kWh battery, the number of modules was reduced to half – to further increase the energy density of the battery pack. If you look at the new battery module below you’ll see that it seems 2 old modules stuck together…


AESC new battery module specs


Moving on…


Now we can calculate the new battery real capacity:

  • 192 x 3,65 V x 56,3 Ah = 39,46 kWh


And compare it to the original battery pack in the 2011 Nissan Leaf.

  • 192 x 3,75 V x 32,5 Ah = 23,4 kWh


Specs of the AESC battery cells used in the first generation Nissan Leaf 24 kWh battery


The energy density of 460 Wh/L (volumetric) and 224 Wh/kg (gravimetric) is pretty impressive for a NCM 523 battery cell. It would be great to see AESC develop NCM 811 cells to compete with SK innovation and LG Chem.


Anyway, I’m a bit disappointed with the battery real capacity, because for a while now the inside information was that Nissan – with the new battery – would start advertising the usable capacity, as others have been doing. In fact, that’s what Nissan says that is now doing – as we can see in the video below -, but the numbers don’t add up…



Now you know that the 2018 Nissan Leaf has a battery with a rated capacity of 39,46 kWh. This is under normal conditions and can be affected by temperature or C-rate.



More info:


Pedro Lima

My interest in electric transportation is mostly political. I’m tired of coups and wars for oil. My expectation is that the adoption of electric transportation will be a factor for peace and democracy all over the world.

46 Responses

  1. Mg says:

    There is something fishy going on. Data from spec(39.46 kwh) seems to contradict statements from video. Perhaps this iec 62660-1 norm is more strict and mesured capacity is essentialy usable one ? On the other hand there is more than 40% range increase. 33% battery capacity increase and worse mpg rating from EPA(slightly but still) something strange is going on. Now if they rounded cell capacity down from like 56.34ah and voltage like from 3.654v then Leaf pack is over 39.5 kWh and rounding goes up to 40kwh. If this 39.5 is like usable then increase over previous usable(Ca. 28.5) is about 38.5% and things gets more in line.

    • Marcel Guldemond says:

      Yes, that’s interesting. If the 2018 Leaf has the same efficiency as the older one, then 39.5 is just about 40% more than the old useable capacity of 28kwh, which is the same percentage increase as the range increased. However, if you assume that 39.5 is the rated capacity and then calculate range / rated capacity you get ~170wh/km (old) vs ~162wh/km (new) and the difference is about 5%, so it could just be that the new Leaf is 5% more efficient. This would allow the range increase of 40% even if the capacity has only gone up 33%.

  2. instantnet says:

    So it will still die just not as quick and Nissan will leave those that bought the disposable car without any warranty and certainly without any upgrade options. If you have a 2011-2017 too bad for you!

    • Ricardo says:

      I’m looking to buy one of those disposable things. Used, that is, disposed of

    • David. says:

      My Disposable Leaf is 9yo and has 85k miles and will last a lifetime. Great car.

      • AlGrsn says:

        When the battery is totally shot, which I would consider when it can’t make a 30 mile trip before the remaining range estimator starts flashing at @ 16-17 miles, what can be done. If the car is 15 years old, no one is going to put $4,000 for a second hand battery pack into it.
        A go-kart motor in place of the motor-inverter-reduction gear set?

        • AlGrsn says:

          It looks like the best use of “worn-out” Leaf or other MV batteries is in stationary power storage where weight doesn’t matter. A MV battery that is down to 70% is probably worn out as a car propulsion battery but as a stationary storage battery it could serve clear down to 5-10% of original capacity. And it still scraps/recycles for the same yield as a 70% battery.

  3. JW says:

    Is there a source that confirms that it is NCM 622?

    • Pedro Lima says:

      No source, it’s my educated guess. However, looking at the specs it’s pretty obvious that those cells are NCM 622.

      • Graham says:

        Can you offer an explanation for the 39.46 kWh contradicting the video statement that the 40kWh leaf will have 40kWh as a minimum? He heavily emphasizes minimum in the video you linked. What makes your findings so obvious that we should take your educated guess over the video?

        • Pedro Lima says:

          The educated guess is about the chemistry being NCM 622, not the capacity.

          The battery cell specs are not a guess, they come from AESC that makes the batteries.

          Nissan can simply overrate the battery capacity by testing it at higher temperature and lower C-rate.

          It’s like EPA and NEDC testing the same thing, but with different procedures, thus getting different results. In this case AESC is the EPA and Nissan is NEDC.

          • Terawatt says:

            But why do you calculate the first-gen battery using a nominal voltage of 3.75V, then drop it to 3.65V for the NCM622..?

            I don’t know if there’s any standard for nominal voltage, but I don’t think so. It used to be conventional to go with 3.6V for li-ion, until it became conventional to use 3.7V.

            Nominal capacity of course scales proportionally to nominal voltage, so this isn’t enough to justify the claim of 40 kWh net. That requires a larger nominal charge (Ah), which as you point out could be justified by measuring under different conditions (température or rate being the main knobs to turn).

          • Pedro Lima says:

            Different chemistries, different voltages. It’s listed on the spec sheet.

  4. Another Euro point of view says:

    Pedro, thank you for spending your time sharing with us some in depth knowledge regarding current EV/battery technology. Much appreciated.

  5. Sch says:

    It’s a pitty they lowered the nominal voltage of the pack. 0,1V les nominal voltage means 9,6V less pack voltage and while charging on a 100A rapid charger that is 1kW less charging power.

  6. Rick Thomsen says:

    I have a 2011 leaf. In fact I was part of the pilot program because I wanted to support Nissan and the technology. I have been trying to find factual answers on whether or not the 2011 can be retrofitted with the 2018 battery. I seem to be having a hard time getting answers.

  7. Rory says:

    The capacity is not accurately determined by multiplying the nominal voltage by the Ah. An accurate result needs the integral of the voltage curve over current. It can be seen from the gen1 example that the capacity in kWh is greater for lower discharge rates. So the actual capacity requires the C rate to be specified.

    • antrik says:

      Well, yes and no. While you are right that the exact discharge capacity varies (slightly) depending on discharge rate, the nominal voltage and Ah capacity given for a particular discharge rate (1C by convention AFAIK?) actually allow calculating the precise Wh discharge capacity at that particular discharge rate.

      • AKPP1 says:

        Actual capacity numbers are such a big developer secret that it’s not realistic to get them. We did similar research on batteries once in a student lab, and based on the results, you could immediately understand what was worth buying and what wasn’t. Imagine if you gave such information on batteries. Why would be willing to buy garbage.

    • Terawatt says:

      No more, but also no less, than the voltage or charge capacity itself. Nominal voltage * nominal charge = nominal capacity.

      The real world is too complicated. So we simplify a lot and still obtain results that are, by and large, perfectly valid and correct in most circumstances.

      Where you see a really big loss is with low temperature. If you’re getting 20-40% less than nominal, that’s definitely not within the “acceptable error margins” but something bits should know about. I’m not sure how much the active heating systems actually help. Hyundai Kona for example does get a much larger range reduction in the cold than can be explained by the 7-800 W used by the heat pump to maintain cabin temperature. Some is due to drag (cold air is denser), but I don’t know how many percent more drag…

  8. paul oberman says:

    really need ten of these modules

    • Bob Boyce says:

      Hey there Paul. Are you the same Paul Oberman that I knew from California? I bought a 40kWhr 2018 pack on 6/5/2018 from a salvage yard. The donor car only had 3,749 miles on it and SOH was at 111%. Trying to remove the top now, the sealer is really goey and sticking to the tools whule cutting through it.

      • Jerry Hirsch says:

        Have you successfully upgraded to the 40kwh battery? Planning on doing the same with a MUXSAN canbus when it becomes available.

  9. Morten Becker-Eriksen says:

    Using LeafSpy it report cell Voltage at 4.21V when battery are 100% (and disconnected)
    Is’nt that dagerously high?
    I’ve seen others reporting same voltage but very few raising questions about it.

    • .T. says:

      Hey there.
      I share your concerns and would be interested to know if you found an answer… If charging only to, say, 90% doubles the battery life expectancy, it’d be interesting to know!

      • antrik says:

        Yes, charging to 90% generally roughly doubles cycle life, for any Li-Ion battery.

    • antrik says:

      ~4.2 V seems to be standard charge-end voltage for current-generation automotive Li-Ion batteries.

  10. Dave Bissen says:

    Hi, Bob. Dave from mn.
    I just got a 2018 Leaf battery yesterday. Needed a couple torches to melt the glue. Have the modules on the bench now.

    • Jerry Hirsch says:

      Have you successfully upgraded to the 40kwh battery? Planning on doing the same with a MUXSAN canbus when it becomes available.

  11. Robert says:

    So … I just need to get ~25kg out of the Cases … hello CFRP … again … 🙂

  12. Dave says:

    Could you post dimensions for the 2018 pack thinking of a conversion of a classic truck using whole leaf drivetrain and battery? Has anyone been able to break in to the computer to program out certain things (air bag one other ) on a 2018 ?

  13. bruce heslin says:

    I have 2011, needs new battery. the 96 month battery warranty still in effect but apparently no longer adequately charging doesn’t qualify.
    Any ideas or how to do this for less than $7500? Also is new replacement battery an upgrade reflecting newer tech improvements or is it 2011 same battery.

    • Andrei says:

      Where do you live? I would like to buy your battery if you think about selling it.

  14. Boman says:

    I notice that you change the cathode material type from NCM622 to NCM523, any evidence for that?

  15. Solomon says:

    Hello, if each module has 8 cells and there are 24 modules, 8×24 = 192 cells. how could we get to 288?

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