Here's one of the first, first drive videos of the Nissan Ariya to come out.
2023+ Nissan Ariya First Drive Reviews
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OK so I learned that if you have Subtitles/CC enabled, then pause the video, go to Settings > Subtitles/CC > Auto Translate you can get the English language version of what he's saying.
He states it's a pre-prod version FWD version. Would personally be more interested in the two AWD options.
He states it's a pre-prod version FWD version. Would personally be more interested in the two AWD options.
You rock! After watching the translated version I'm more excited about the Ariya now.
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Car Mag UK just shared their take on the Ariya.
Nissan Ariya (2022) review: the difficult second album
![Tire Car Wheel Vehicle registration plate Vehicle]()
After a gap of more than 10 years, Nissan has finally rolled out its second mainstream EV – the Ariya. It needs to be good – Hyundai-Kia and the Volkswagen Group have taken leadership in this market sector. The former by building the capable and desirable Ioniq 5 and EV6, with the latter succeeding in carpet-bombing buyers with MEB-platform cars ranging from the VW ID.3 to the Audi Q4 E-Tron.
So, a lot rests on the shoulders of the Ariya – and after pandemic and chip-shortage related delays, Nissan’s new EV is finally here. Question is – is it good enough to challenge the best of the opposition and retake the EV initiative?
Styling and design
The good news is now buyers have been softened up, and no longer fear radical-looking EVs. The Ariya boasts concept car looks inside and out, thanks to futuristic lines, flowing curves, and an interior that celebrates its Japanese heritage with an almost zen-like minimalism.
![Nissan Ariya electric SUV review, rear view, driving]()
Nissan’s classic ‘V-motion’ motif – redesigned for a new electric age – appears, as does a coupe-like profile, big wheels and a full-width light bar across the rear end. All very on-trend, especially if you pick the copper paint colour – we suspect some of those sharp lines and creases will be lost if you choose a dark hue. In the new world order where the Ioniq 5 and EV6 are now design leaders, Nissan’s latest slots in at the pointy end of the designer-grid.
The interior’s packed with wow factor on face value, too. It boasts a zeitgeisty single panel dashboard, with simple-to-use integrated screens. The clean look extends to the flat floor that gives you a lounge-like feel when you’re inside. Materials feel suitably premium, some of the switchgear an absolute joy to look at (if not an ergonomic success), with the feeling of openness exacerbated by an electrically-sliding centre console.
![Nissan Ariya electric SUV review, control panel]()
There’s some attention to detail with backlit geometric patterns dotted about in panels you’d not normally look at, and some quirks, too: you move the centre console electronically with switches by your hip and, as well as a conventional glovebox in front of the front passenger, there’s a second electronically assisted one below the central infotainment screen. A bit unnecessary, Nissan.
What’s it like to drive?
We’ve driven the entry-level 63kWh front-wheel drive version in full production trim with the smaller 63kWh battery pack and single 215bhp single e-motor. This is likely to be the firm’s best-selling Ariya, and is pitched against the entry-level EV6, Ioniq 5 and Mustang Mach-E as well as mid-range versions of the Volkswagen ID.4 and Skoda Enyaq iV.
The good news is the Ariya is up there with best of its rivals. It’s a car that you’ll get comfortably in remarkably quickly, because despite its sci-fi styling, the interior is a friendly place to settle, with comfortable, supportive seats and a slightly elevated driving position.
Accelerate from a standing start and it’s it has that EV punch and linearity we’ve come to love, with more than enough silent thrust from a standing start to make keen progress in city driving. As you’d expect, this eye-catching acceleration tails off as the speed rises, but with a 0-62mph time of 7.5 seconds, it’s more than enough performance to keep up with its rivals, outpacing similarly-priced versions of the ID.4 and Enyaq iV.
![Nissan Ariya electric SUV review, side view, driving]()
Nissan’s included its e-Pedal technology and it works just as much as the Leaf. Essentially it gives you enough regeneration for single-pedal driving (right to a standstill), which is perfect for urban driving. It provides a significant amount of braking force by just lifting off the accelerator pedal – and you soon get used to this method of driving. There are Eco and Sport modes – Eco backs off accelerator response while Sport sharpens it up, while adding weight to the steering.
And it’s here that the Ariya will divide opinions. The steering has to be the Ariya’s party piece, as it’s quick and responsive, with almost sports car gearing off-centre, turning in with real gusto. For newbies, that level of response may come as a surprise with super-quick reaction times, but acclimatisation soon follows and normality is achieved. We didn’t get too much opportunity to delve into the car’s handling beyond being able conclude that it tracks accurately and is no cause for concern – it won’t set you alight with passion, but neither will it frustrate.
Finally, we’d recommend avoiding the top-spec’s 20-inch wheels even if they look good: they make the ride coarse on anything but sublime tarmac, while road noise is a little disappointing in the context of the rest of the car’s overall hush. On rougher, pockmarked surfaces, the large wheels telegraph almost very bump as a muffled jolt through the cabin.
What’s it like inside?
That infotainment screen shares its tech with the latest Qashqai, so it’s laid out well and easy enough to use (albeit a bit of a stretch), so it’s already scoring extra usability points compared with the Volkswagen ID.4. But in order to get that clean effect on the dashboard and the centre console, the ‘buttons’ are touch sensitive with haptic feedback. You tap the ones on the dashboard, but have to push the ones on the centre console, which’ll be confusing when you take your eyes off the road to use them the first few times.
![Nissan Ariya electric SUV review, interior]()
Rear legroom is great for adults, but that concept car silhouette (and the inclusion of a panoramic glass roof) comes back to limit stretching room for adult-size passengers thanks to a lack of headroom. The boot is a good size, too, but is outdone in terms of volume by the ID.4 and Mach-E – two of the Ariya’s closest rivals.
What about specs?
There are two battery sizes (63 or 87kWh), the option of front- or all-wheel drive over a range of three trims in the UK: Advance, Evolve and Performance. Prices start at £43,845 and orders begin on 5 July – Nissan says it’s had more than enough pre-orders to keep it busy for the rest of 2022 and beyond. Tech you can spec includes Nissan’s ProPilot suite of safety tech, a Bose audio system, panoramic glass roof and a digital rear mirror.
Go for front-wheel drive and you can pick either battery pack size (63kWh = 250-mile claimed range, 87kWh = 329-mile claimed range). Opt for e-4ORCE (pronounced e-force) and it’ll give you up to 310 miles. It comes with just the larger of the two battery sizes.
![Nissan Ariya electric SUV review, infotainment system]()
The Ariya uses a CCS charger port in Europe and can cope with up to 130kW charging speeds, with the 63kWh battery capable of charging from 10-80 per cent in half an hour.
Nissan Ariya: initial verdict
It’s hard not to come away impressed from a first drive in the Ariya. It turbocharges Nissan’s EV proposition, vaulting the worthy but dull Leaf by several generations, and looks set for a battle royal at the top-end of the class. It looks concept car-fantastic inside and out, with some lovely attention to detail in places, even if one or two of those design touches don’t exactly translate into easy control for the driver.
As for its performance, it’s respectable enough to leave us wanting more. Ride and handling are on the pace of rivals, and overall refinement is where it needs to be. In terms of where exactly it slots into the EV pecking order, we’ll leave that decision for the upcoming Giant Test, but based on our brief drives so far, and its overall desirability, it may well leave Hyundai-Kia and the Volkswagen Group with more than a little to think about.
Specs
Nissan Ariya (2023) review: the difficult second album?
CAR magazine UK's review of the new electric Nissan Ariya crossover SUV with pictures and specs
www.carmagazine.co.uk
- At a glance
- Handling3 out of 5
- Performance4 out of 5
- Usability4 out of 5
- Feelgood factor5 out of 5
- CAR's Rating4 out of 5
After a gap of more than 10 years, Nissan has finally rolled out its second mainstream EV – the Ariya. It needs to be good – Hyundai-Kia and the Volkswagen Group have taken leadership in this market sector. The former by building the capable and desirable Ioniq 5 and EV6, with the latter succeeding in carpet-bombing buyers with MEB-platform cars ranging from the VW ID.3 to the Audi Q4 E-Tron.
So, a lot rests on the shoulders of the Ariya – and after pandemic and chip-shortage related delays, Nissan’s new EV is finally here. Question is – is it good enough to challenge the best of the opposition and retake the EV initiative?
Styling and design
The good news is now buyers have been softened up, and no longer fear radical-looking EVs. The Ariya boasts concept car looks inside and out, thanks to futuristic lines, flowing curves, and an interior that celebrates its Japanese heritage with an almost zen-like minimalism.
Nissan’s classic ‘V-motion’ motif – redesigned for a new electric age – appears, as does a coupe-like profile, big wheels and a full-width light bar across the rear end. All very on-trend, especially if you pick the copper paint colour – we suspect some of those sharp lines and creases will be lost if you choose a dark hue. In the new world order where the Ioniq 5 and EV6 are now design leaders, Nissan’s latest slots in at the pointy end of the designer-grid.
The interior’s packed with wow factor on face value, too. It boasts a zeitgeisty single panel dashboard, with simple-to-use integrated screens. The clean look extends to the flat floor that gives you a lounge-like feel when you’re inside. Materials feel suitably premium, some of the switchgear an absolute joy to look at (if not an ergonomic success), with the feeling of openness exacerbated by an electrically-sliding centre console.
There’s some attention to detail with backlit geometric patterns dotted about in panels you’d not normally look at, and some quirks, too: you move the centre console electronically with switches by your hip and, as well as a conventional glovebox in front of the front passenger, there’s a second electronically assisted one below the central infotainment screen. A bit unnecessary, Nissan.
What’s it like to drive?
We’ve driven the entry-level 63kWh front-wheel drive version in full production trim with the smaller 63kWh battery pack and single 215bhp single e-motor. This is likely to be the firm’s best-selling Ariya, and is pitched against the entry-level EV6, Ioniq 5 and Mustang Mach-E as well as mid-range versions of the Volkswagen ID.4 and Skoda Enyaq iV.
The good news is the Ariya is up there with best of its rivals. It’s a car that you’ll get comfortably in remarkably quickly, because despite its sci-fi styling, the interior is a friendly place to settle, with comfortable, supportive seats and a slightly elevated driving position.
Accelerate from a standing start and it’s it has that EV punch and linearity we’ve come to love, with more than enough silent thrust from a standing start to make keen progress in city driving. As you’d expect, this eye-catching acceleration tails off as the speed rises, but with a 0-62mph time of 7.5 seconds, it’s more than enough performance to keep up with its rivals, outpacing similarly-priced versions of the ID.4 and Enyaq iV.
Nissan’s included its e-Pedal technology and it works just as much as the Leaf. Essentially it gives you enough regeneration for single-pedal driving (right to a standstill), which is perfect for urban driving. It provides a significant amount of braking force by just lifting off the accelerator pedal – and you soon get used to this method of driving. There are Eco and Sport modes – Eco backs off accelerator response while Sport sharpens it up, while adding weight to the steering.
And it’s here that the Ariya will divide opinions. The steering has to be the Ariya’s party piece, as it’s quick and responsive, with almost sports car gearing off-centre, turning in with real gusto. For newbies, that level of response may come as a surprise with super-quick reaction times, but acclimatisation soon follows and normality is achieved. We didn’t get too much opportunity to delve into the car’s handling beyond being able conclude that it tracks accurately and is no cause for concern – it won’t set you alight with passion, but neither will it frustrate.
Finally, we’d recommend avoiding the top-spec’s 20-inch wheels even if they look good: they make the ride coarse on anything but sublime tarmac, while road noise is a little disappointing in the context of the rest of the car’s overall hush. On rougher, pockmarked surfaces, the large wheels telegraph almost very bump as a muffled jolt through the cabin.
What’s it like inside?
That infotainment screen shares its tech with the latest Qashqai, so it’s laid out well and easy enough to use (albeit a bit of a stretch), so it’s already scoring extra usability points compared with the Volkswagen ID.4. But in order to get that clean effect on the dashboard and the centre console, the ‘buttons’ are touch sensitive with haptic feedback. You tap the ones on the dashboard, but have to push the ones on the centre console, which’ll be confusing when you take your eyes off the road to use them the first few times.
Rear legroom is great for adults, but that concept car silhouette (and the inclusion of a panoramic glass roof) comes back to limit stretching room for adult-size passengers thanks to a lack of headroom. The boot is a good size, too, but is outdone in terms of volume by the ID.4 and Mach-E – two of the Ariya’s closest rivals.
What about specs?
There are two battery sizes (63 or 87kWh), the option of front- or all-wheel drive over a range of three trims in the UK: Advance, Evolve and Performance. Prices start at £43,845 and orders begin on 5 July – Nissan says it’s had more than enough pre-orders to keep it busy for the rest of 2022 and beyond. Tech you can spec includes Nissan’s ProPilot suite of safety tech, a Bose audio system, panoramic glass roof and a digital rear mirror.
Go for front-wheel drive and you can pick either battery pack size (63kWh = 250-mile claimed range, 87kWh = 329-mile claimed range). Opt for e-4ORCE (pronounced e-force) and it’ll give you up to 310 miles. It comes with just the larger of the two battery sizes.
The Ariya uses a CCS charger port in Europe and can cope with up to 130kW charging speeds, with the 63kWh battery capable of charging from 10-80 per cent in half an hour.
Nissan Ariya: initial verdict
It’s hard not to come away impressed from a first drive in the Ariya. It turbocharges Nissan’s EV proposition, vaulting the worthy but dull Leaf by several generations, and looks set for a battle royal at the top-end of the class. It looks concept car-fantastic inside and out, with some lovely attention to detail in places, even if one or two of those design touches don’t exactly translate into easy control for the driver.
As for its performance, it’s respectable enough to leave us wanting more. Ride and handling are on the pace of rivals, and overall refinement is where it needs to be. In terms of where exactly it slots into the EV pecking order, we’ll leave that decision for the upcoming Giant Test, but based on our brief drives so far, and its overall desirability, it may well leave Hyundai-Kia and the Volkswagen Group with more than a little to think about.
Specs
| Price when new: | £43,845 |
| On sale in the UK: | July 2022 |
| Engine: | 63kWh battery, single e-motor, 215bhp, 221lb ft |
| Transmission: | Single-speed auto, front-wheel drive |
| Performance: | 7.5sec 0-62mph, 99mph, 250-mile driving range, 0g/km |
| Weight / material: | 1850kg (est) |
| Dimensions (length/width/height in mm): | 4595/1850/1660 |
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I love watching Thomas review cars (he’s one of my favorites on YouTube) so I was quite pleased to see he finally got his hands on an Ariya and got it on the road. This was posted today. In short, he really liked it.
Interesting part of the two first videos on this thread is the wheel covers appear to be off on the cars. So that may be what it looks like without them, which I might prefer, though needs hub cap piece. That could drop range though, but the style is good.
Okay maybe a few too many holes where the cover snaps in , but darker wheels seem to look good.
Okay maybe a few too many holes where the cover snaps in , but darker wheels seem to look good.
This is great view.. they speak about the noise level in other EVs and how quiet the Ariya is and at 195 seconds they discuss how much more softer/compliant the Ariya ride is to the Tesla Model 3.
They also show the 360 camera (which is one of the best implementations in an EV). The wife and husband offer separate opinions in the review too.
3.7 mi/kWh is really good! That's near Model Y efficiency and the husband loves the suspension calling it one of the best in class which is great to hear and confirms my experience with it too.
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CarBuzz
CNET
www.cnet.com
Speaking of models, the Ariya's different variants have the absolute weirdest names, not matching up with the usual S/SV/SL trim walk of other Nissans. (Again, this was supposed to be an Infiniti.) The base Ariya Engage starts at $44,485 including $1,295 for destination, and the upcoming AWD variant will command an extra $4,000. For other front-drive trims, the Venture Plus comes in at $48,485, the Evolve Plus is $51,485, the Empower Plus is $54,985 and the Premiere is $55,985. There's even a tippy-top Platinum AWD version coming soon that crests the $60,000 mark. Yeesh.
This all makes the Ariya a little more expensive than most of its competitors. And even worse, the Japan-built Ariya is not eligible for the usual $7,500 federal tax credit thanks to new rules designed to incentivize American EV production. On top of that, good luck finding one, as Nissan recently closed its Ariya order books "indefinitely."
Assuming you do come across an Ariya -- or you're one of the folks who already ordered one -- the good news is that you're in for a really nice car. I'd rather live with one of these than the drab Volkswagen ID 4 or weirdly styled (inside and out) Toyota BZ4X. Late as it is, the Ariya earns its place in the spotlight.
Road & Track
www.roadandtrack.com
Worth noting is the brake pedal. In the earlier days of hybrids and EVs, the brakes often felt odd, as the pedal controls both regenerative braking from the motors and pad-meets-disc friction braking. Many automakers have ironed that out, making their blended brake pedals feel like traditional systems—Nissan hasn't, and the Ariya's left pedal has a strange, spongy feel. The car stops perfectly fine, of course, it just doesn't feel like the pedal is connected to a mechanical system.
These are nitpicks, and to Nissan's target customers, they may not matter. I imagine they'll focus on the great looks, practicality, and cool interior. That's just where Nissan pooled its fairly limited resources, which, fair! It's just that Kia and Hyundai offer a lot of similar things and excellent driving dynamics.
Still, the Ariya is a fine addition to the electric-crossover segment, and a huge step forward for an automaker whose product lineup was long uncompetitive. I sincerely hope that it's a success for Nissan, so it can invest more in enthusiast products. The lovely new Z shows that Nissan hasn't forgotten about us, though it would be silly to think that's the car to save the company. If anything will turn Nissan around, it's the Ariya, and despite not being quite top-class, it's the automaker's most competitive car in a long time.
CNET
The 2023 Nissan Ariya EV Is Late to the Party but Worth Your Attention
Stylish and supple, the new Nissan Ariya emphasizes comfort and style over outright performance, and is better for it.
www.cnet.com
Speaking of models, the Ariya's different variants have the absolute weirdest names, not matching up with the usual S/SV/SL trim walk of other Nissans. (Again, this was supposed to be an Infiniti.) The base Ariya Engage starts at $44,485 including $1,295 for destination, and the upcoming AWD variant will command an extra $4,000. For other front-drive trims, the Venture Plus comes in at $48,485, the Evolve Plus is $51,485, the Empower Plus is $54,985 and the Premiere is $55,985. There's even a tippy-top Platinum AWD version coming soon that crests the $60,000 mark. Yeesh.
This all makes the Ariya a little more expensive than most of its competitors. And even worse, the Japan-built Ariya is not eligible for the usual $7,500 federal tax credit thanks to new rules designed to incentivize American EV production. On top of that, good luck finding one, as Nissan recently closed its Ariya order books "indefinitely."
Assuming you do come across an Ariya -- or you're one of the folks who already ordered one -- the good news is that you're in for a really nice car. I'd rather live with one of these than the drab Volkswagen ID 4 or weirdly styled (inside and out) Toyota BZ4X. Late as it is, the Ariya earns its place in the spotlight.
Road & Track
The Ariya Is Nissan’s Most Compelling SUV in Ages
It may not be class leading, but the Ariya is a big step forward for Nissan
www.roadandtrack.com
Worth noting is the brake pedal. In the earlier days of hybrids and EVs, the brakes often felt odd, as the pedal controls both regenerative braking from the motors and pad-meets-disc friction braking. Many automakers have ironed that out, making their blended brake pedals feel like traditional systems—Nissan hasn't, and the Ariya's left pedal has a strange, spongy feel. The car stops perfectly fine, of course, it just doesn't feel like the pedal is connected to a mechanical system.
These are nitpicks, and to Nissan's target customers, they may not matter. I imagine they'll focus on the great looks, practicality, and cool interior. That's just where Nissan pooled its fairly limited resources, which, fair! It's just that Kia and Hyundai offer a lot of similar things and excellent driving dynamics.
Still, the Ariya is a fine addition to the electric-crossover segment, and a huge step forward for an automaker whose product lineup was long uncompetitive. I sincerely hope that it's a success for Nissan, so it can invest more in enthusiast products. The lovely new Z shows that Nissan hasn't forgotten about us, though it would be silly to think that's the car to save the company. If anything will turn Nissan around, it's the Ariya, and despite not being quite top-class, it's the automaker's most competitive car in a long time.
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A few thoughts after the test drive of the Nissan Ariya electric (63 kWh). In short, because I had the car for about 2 hours (in Poland / Central Europe):
PS.
I wrote to the Nissan headquarters in Japan and the headquarters of branches in Europe regarding the charging curve (when it will be corrected, in the sense of CCS to a max of 130 kW, and that it should go longer than 90 kW), no frunk (I don't see a chance for it), and V2L but no answer yet.
My test (in Polish):
- very quiet driving (even at 140 km / h) - measured with a sonometer, and this one actually feels the same ...
- comfortable, well-tuned suspension, comfortable seats (!)
- many amenities, relatively high level of equipment compared to other brands
- interesting rear view mirror in the car cabin
- no frunk (apparently due to this: the HVAC system (heat pump) was moved to the engine compartment),
- less deep bass than in our Leaf I (where I also have a Bose system and a subwoofer) - a question of setting? perhaps
- deliberately, meaningfully divided what is in the buttons and what in the menu
- a lot of space in the cabin, front and rear
- the trunk could be at least 30-40 liters larger, at the expense of the rear couch and legroom (which, in my opinion, is too much - unless someone is Zachar's height (c.a 2 m) and the whole family is also of that height)
- panoramic roof (opening!)
- no siltation, the steering responds well to commands
- not too much consumption, for a mixed drive (city, suburban, highway) - you know, it's not the Leaf 1 with a weight of 1490 kg
- a different way of recuperation than in the Leaf I and Leaf II (in D mode, after releasing the accelerator pedal, it sails more than brakes, as it is in the Leafs)
PS.
I wrote to the Nissan headquarters in Japan and the headquarters of branches in Europe regarding the charging curve (when it will be corrected, in the sense of CCS to a max of 130 kW, and that it should go longer than 90 kW), no frunk (I don't see a chance for it), and V2L but no answer yet.
My test (in Polish):
Cars.com review and video in the article. Interesting part is that the rear seat child seat anchors are shown behind lift up flaps for easy access. I didn't see that on other images, so I'm not sure but it seems that is one of the production changes.
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GreenCar reports just posted (finally) and nice Ariya review. I was glad to learn the navigation software is update every time you start the car from TomTom, the best mapping IMO.
www.greencarreports.com
Review: 2023 Nissan Ariya turns over a new Leaf for brand
The Ariya is Nissan’s most impressive new vehicle in years, electric or not, and its interior space raises the bar for electric crossovers at this price.
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