Driving Report Nissan Ariya: Big in Japan reloaded

Finally! Two years ago, Nissan unveiled its new electric model, the Ariya, which stands out primarily with its excellent space utilization and unique design. Designed mainly by Takashi Utsunomiya and Kazuki Aoyama and produced in Kaminokawa in Tochigi Prefecture, the Ariya exudes a strong sense of "Big in Japan," which it underscores with its internal values.

By now, numerous hatchback SUVs with electric drives have appeared, from the Audi Q4 e-tron to the Ford Mustang Mach-E, the Ioniq 5, and Kia EV6, along with the Genesis GV 60, the Skoda Enyiaq Coupé, the Subaru Solterra, and its twin, the Toyota bZ4X, to the VW ID.5. Some of these vehicles, due to chip and wiring shortages, have not reached customers as quickly as expected.

So, is the Nissan arriving too late? No, not because of the supply problems of others and because it can set enough of its own accents. These accents are Japanese-influenced and are meant to evoke a Japanese house that is minimalistic but cozy. For this, Nissan used calm and partially wood-grained surfaces, into which responsive touch elements for climate control were integrated. These can be operated blindly. We could not yet gain further experience with the 12.3-inch central touchscreen, as not all functionalities were fully unlocked in the pre-series models. Many controls can also be handled via logically arranged steering wheel buttons, and the voice recognition is supposed to be better than ever before. However, Google integration is not as advanced as it is with Renault, letting the French take the lead here. Amazon Alexa is also included, as seen in the Qashqai and the new X-Trail.

Nissan placed an imitation of a Japanese paper lamp centrally under the successful dashboard design and optionally included thick carpets. The only downside: The design of the accelerator and brake pedals needs to be updated, as their simplicity visually stands out. The fine pattern of the "lamp" is repeated in the door panels.

The seats themselves offer ample padding with proper lumbar support for excellent long-distance comfort. Even in the rear, there is always enough space, even if four 1.9-meter travelers board the Ariya. Only if those in the front fully lower their seats does it get a bit tight for the feet of the rear passengers – which we also noticed with the Mercedes-Benz EQS.

The drives are somewhat economical according to WLTP

But now finally press the start button and take off. Very quietly, which fits the zen-like demeanor of the entire vehicle. Interestingly, Nissan starts production with the front-wheel-drive model and a small 63 kWh battery, which, according to WLTP, should offer a range of up to 405 kilometers. This corresponds to around 15.5 kWh/100 km and thus indicates a moderate power consumption. Interesting: The battery cells are supplied by CATL, but Nissan developed the electric motor itself.

For its segment, the Ariya is compact and lightweight

Since the first test drives took place on the Jarama circuit, we drove the "base Ariya," which is 160 kW and 218 PS strong and offers 300 Nm of torque. It responded joyfully when approaching its limits, especially with slight throttling, though if pushed too hard, it behaves typically for a front-wheel-drive vehicle, with the electronic aids strongly braking the car. The Ariya can't completely hide its weight here – although it fundamentally belongs to the "compact" (under 4.6 meters in length) and lightweight representatives of its class, two tons are still two tons. As evidenced by our phone, which slid off the central console's rollo (where it doesn't belong) in the first right turn and ended up in the rear driver's side footwell after a few spirited laps.

However, it has no real sporting ambitions: Although the suspension tuned for EU versions is well-laid out and even allows for some fun in the corners, comfort was clearly prioritised. The suspension smooths out almost all unevenness, to which the steering also contributes. But sporty drivers would surely wish for a more direct and firmer setup.

DC charging: Long with high power instead of short with peak power

DC charging can reach up to 130 kW, with Nissan aiming for a flat and long-lasting charging curve. The charge from ten to eighty percent is supposed to be completed in 35 minutes for the 63 kWh battery and 40 minutes for the 87 kWh battery. AC charging is a bit more stingy: the 63 kWh battery only comes with single-phase charging as standard, and the 22 kW charger for the larger batteries must be ordered separately. Nissan states that charging from ten to eighty percent takes 3.5 hours for the 63 kWh version and four hours for the 87 kWh version in the best case. Interestingly, initial practical tests showed that the 63 kWh version reached a 98 percent charge after two hours and 45 minutes, according to responsible testers. An additional 45 minutes were then required for the remaining two percent!

In summary, Nissan with the Ariya hits the center of the worldwide market and has composed a coherent overall package. And since it was skillfully and visually elegantly accentuated, it is likely to find its customers. Because the Japanese meticulously constructed basis allows no real weaknesses, and the prices remain within reason.

Prices: As a basis, one can orient oneself on the leasing rates in the Netherlands

Although Nissan has not yet announced them, in the Netherlands you can lease the Zenmaster with a 63 kWh battery in the Advance trim from 539 euros, the 87 kWh Evolve from 599 euros, the e-4ORCE costs 649 euros, and the Evolve as e-4ORCE Performance starts at 699 euros. Similar rates can be expected in Germany.

What does this mean?

Big in Japan is back! With the Ariya, Nissan once again has a strong model in the (upper) mid-range segment. It scores with great fundamental virtues and still allows for character strength and an elegant, independent design – including a sliding center console and a "paper lamp" in the lower area.