► Now significantly cheaper
► 63 or 87kWh battery
► Good, if not class-leading efficiency
Since its release in 2022, the all-electric Nissan Ariya has failed to convert early promise into any meaningful sales. Thankfully a drop in the list price and the reintroduction of the UK electric car grant means the range now starts at just over £33k, with even big battery front-wheel drive models dipping below the £40k mark.
That puts the Ariya right in the thick of the family e-SUV wars, costing a similar amount to the smaller Skoda Elroq and Kia EV3 whilst undercutting the closely related Renault Scenic. Like key rivals, two battery sizes are available and there’s the option of two or four-wheel drive. If you want something a bit hotter, there’s even a spicier Ariya Nismo that gets its own review.
We’ve driven front-wheel drive versions with both the big and little battery, plus the e-4orce 4WD on Tarmac, snow and ice. In other words, we’ve been rather thorough. If you’re curious about how we test at CAR, have a read of our explainer page.
Should you buy one? Maybe. There are still better cars in the class, but a hefty price drop makes the Ariya far more tempting on account of its plush interior and punchy performance. Even so, we’d take a Scenic over an Ariya every day of the week.
At a glance
Pros: Keenly priced, appealing interior, decently spacious, quick enough
Cons: Pattery ride, disappointing front end grip, four-wheel drive versions get pricey
What’s new
It’s still not time for a mid-life refresh, with the biggest recent news being the introduction of the Ariya Nismo and those price drops. That means it still 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. As we’ll come onto, it’s great for ambiance if not entirely successful from a usability standpoint.
Nissan’s trademark ‘V-motion’ motif has been redesigned for a new electric age, and there’s a fashionable coupe-like profile, big 19 or 20 inch wheels and a full-width light bar across the rear end. All very on-trend, especially if you pick the copper paint colour – some of those sharp lines and creases are lost if you choose a dark hue. Even after a few years on sale the Ariya is still more distinctive than countless VAG or Korean e-SUVs.
The interior’s packed with wow factor on face value, too. It boasts a zeitgeisty single panel dashboard, with a pair of 12.3 inch displays sat side by side. The clean look extends to the flat floor that gives you a lounge-like feel when you’re inside. Most materials feel suitably premium, although the touch-sensitive heater controls aren’t as user-friendly as traditional physical controls.
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 back and forth 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 are the specs?
The entry-level front-wheel drive version gets a 63kWh battery pack and single 215bhp single e-motor for a 7.5 second 0-62mph time and WLTP range of up to 251 miles. This is likely to be the firm’s best-selling Ariya, and is pitched against the entry-level EV6 and Ioniq 5 as well as mid-range versions of the Volkswagen ID.4 and Skoda Enyaq iV in terms of size, but is priced more in line with the EV3 and Elroq.
Upgrade to the 87kWh battery and power increases to 239bhp but the 0-62mph time rises to 7.6 seconds on account of the additional weight. Claimed range does increase to a maximum of 330 miles on the combined cycle though, and you also get the option of e-4orce branded four-wheel drive. This drops the 0-62 mph time below six seconds and provides much needed additional traction.
What’s it like to drive
Plant your foot on the accelerator from a standstill and you’ll feel the front tyres scrabble a little before the 2WD Ariya bites and goes. The 0-62mph time is totally believable, with acceleration tailing off somewhat as you approach motorway speeds. That puts it ahead of entry-level versions of the Enyaq and ID.4 and on par with the RWD EV6.
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. Opt for 19-inch wheels and things improve slightly, but an Enyaq is a far comfier alternative.
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. While some will appreciate the quickness of its steering, there’s too much self-centring force. This means the weighting changes significantly as you go from left to right lock and vice versa, making it harder to place exactly where you want on the road. You also don’t have to push too hard to find the front tyres losing their purchase on the road’s surface – an Enyaq or EV6 would be far more neutral, while even the Scenic handles with more aplomb.
The e-4orce’s two equally powerful motors front and rear certainly sort the traction out. Total output is 302bhp or enough for a 5.7 second 0-62mph run. Although it’s certainly not Tesla rapid, anyone jumping up from a Leaf or Qashqai will be more than happy, and we certainly didn’t want for more power on our varied test route.
Cornering is certainly improved, with the ability to vary torque front to rear and vector torque by fiddling with the brakes bringing a less nose-led balance. Even so, you’ll need an ice track and all the electronics off before you can start throwing some drifty shapes. A dual-motor EV6 is a more satisfying steer, although we can’t vouch for its off-road ability.
Sure, the Ariya e-4orce is unlikely to trouble a proper off roader in truly tricky conditions, but it’s able to deal with slippery ascents and wheels dangling in mid-air whilst still maintaining forward propulsion. For most people, that’ll be more than enough.
What’s it like inside?
Closer inspection of the infotainment system reveals slightly fuzzy graphics that are reminiscent of a 10 year old Qashqai. Apple CarPlay and Android Auto are standard, thankfully. In order to get that clean effect on the dashboard and the centre console, the heater ‘buttons’ are touch sensitive with haptic feedback. All in all, it feels similarly plush to the Scenic if not as user-friendly or digitally up-to-date.
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 Scenic.
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: verdict
The Ariya is a reasonable family SUV that makes a lot more sense now it’s a lot cheaper. With its concept car looks inside and out, decent rear space and efficiency of around 3.5 miles per kWh in our hands (2WD), it’s a perfectly sensible SUV with a useful dose of desirability.
However, the boot isn’t particularly impressive for a family SUV, while the ride and handling disappoints. We wouldn’t mind its indifference to corners if it soaked up the worst British roads could throw at it, but the Ariya is fidgety on all but billiard table smooth roads as well. All in all, we’d still take a pricier Renault Scenic, thanks.