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10 EV Nissans That Paved the Road for Electric Innovation

  • Writer: Story Cars
    Story Cars
  • Nov 30, 2021
  • 6 min read

Updated: 5 days ago

Before the Leaf made electric cars feel mainstream, Nissan had already spent decades experimenting with battery-powered mobility. From the 1947 Tama EV, built for postwar Japan’s fuel shortages, to futuristic concepts like the Mixim and BladeGlider, Nissan’s electric history is far deeper than most people realize.


These vehicles were not just odd prototypes or auto show curiosities. They were rolling testbeds for range, battery technology, commuter design, and the question every automaker is still trying to answer today: what should the electric car actually be?



1947 Nissan “Tama” Electric Vehicle



The Tama was produced by the Tama Electric Car Company, which would eventually become part of Nissan in 1968 after operating as Prince Motor Company Ltd.


Created as a response to rising oil prices in post-World War II Japan, the Tama came at a time when the Japanese government was encouraging manufacturers to produce electric cars through benefits and tax breaks. The car became notable for its strong construction and impressive reliability.


The Tama claimed a range of 65 kilometers, or 40 miles, on a single charge and a top speed of 34 km/h, or 21 mph. When Japan’s Ministry of Commerce and Industry tested the vehicle, it achieved 96.3 km, or 59 miles, on a single charge, with a top speed of 35 km/h, or 22 mph, and a 500 kg load capacity.


These humble but practical capabilities made the Tama well suited for most of its real-world use: taxis, small work trucks, and people carriers. It also featured a rare bit of owner-friendly engineering. The battery that powered the car’s 4.5 bhp motor was installed on wheels, allowing for easier removal and replacement.



1973 Nissan EV4


Pictured above: the EV4-P at the top in an orange and white paint job. The EV4-H appears at the bottom in yellow and has a boxier build.


Continuing Japan’s government-backed push toward electric vehicles, the EV4-P was built in conjunction with the Industrial Science and Technology Agency of the Ministry of International Trade and Industry, beginning in 1971.


By 1973, the EV4-P was road-ready and stood as one of the most impressive EVs of its time. It carried what was then the greatest mileage on a single charge for an electric vehicle, reaching 302 kilometers, or 188 miles, at a constant speed of 40 km/h, or 24.5 mph. It also delivered a solid 0–40 km/h time of 6.9 seconds.


The second truck, the EV4-H, was built on lessons learned from the EV4-P and used a hybrid battery system. In this case, “hybrid” did not mean a gasoline-electric drivetrain. Instead, it referred to the use of two battery types: high-output lead-acid batteries and high-energy-density zinc-air batteries.


A control system optimized the balance between the two battery types under different driving conditions. With this setup, the EV4-H achieved an impressive range of 496 kilometers, or 308 miles, on a single charge. It could also accelerate from 0–40 km/h in 4.9 seconds.



1983 Nissan March EV



The Nissan March EV was the first experimental electric car to adopt an innovative electric propulsion system using an induction motor and a two-speed electromagnetic transmission.


As a result, the battery delivered a range of 160 kilometers at a constant speed of 40 km/h.



1985 Nissan EV Guide-II



Introduced at the Tokyo Motor Show in 1985, the EV Guide-II was a six-seat commuter vehicle created as a concept for the show.


Although it was never intended for production, the EV Guide-II was repurposed after the show to assist on Nissan’s production floor as a people carrier. Its use later expanded to transporting VIPs and royalty, helped by its stark windows and open-air design, which made it well suited for sightseeing.


The EV Guide-II was capable of 16 km/h and offered a range of 60 km per charge.



1991 Nissan President EV


The Nissan President EV was a special-purpose convertible based on the third-generation President JHG50, produced from 1990 to 2003.


This electric vehicle was not mass-produced. Instead, Nissan lent it out for special events, including transporting sumo champions in victory parades and serving as the lead car in marathons. It was also used at the IAAF World Championships in Athletics in 1991.


The President EV used a conventional zinc battery instead of a cutting-edge lithium-ion battery. This made sense for its intended use in parades and other low-speed driving situations.


With a top speed of 40 km/h, it offered a driving range of 100 km on a single charge. It could accelerate from 0–30 km/h in 3 seconds and from 0–40 km/h in 9.5 seconds.



1995 Nissan FEV-II



First shown at the 1995 Tokyo Motor Show, the FEV-II followed the original FEV concept with a more nimble body and contemporary 1990s styling.


Powered by a 55 kW motor capable of bringing the concept to 120 km/h, the FEV-II was no slouch. It also offered air conditioning through an EV-specific heat pump system.


However, the FEV-II’s 200 km-plus range was tested without the air conditioning running, so drivers would have had to use that feature carefully.



1997 Nissan Altra EV (R’nessa)



The Altra EV had one clear goal: bring electric vehicles into the North American market.


Debuting at the 1997 Los Angeles Auto Show, the Altra was slated to become the first lithium-ion-powered electric vehicle sold in the United States. In practice, the car was sold in Japan and California.


California buyers, however, could not simply walk into a Nissan dealership and buy one. The first and only 200 units delivered to the U.S. went to municipalities and utilities in California. Nissan also notes that the Altra EV was once available for rent from Los Angeles International Airport.


The Altra EV was expected to deliver about 80 miles of range per charge and had a top speed of 75 mph. The name “Altra” came from Americans looking for “alternatives” to gas cars, combined with the word “ultra.”



2007 Nissan Mixim



The Mixim’s futuristic design and unique interface pointed directly to its intended audience: gamers.


Nissan described the potential buyer as a young driver who was mostly engaged with computers and the world through the internet. Beyond that concept, the Mixim featured wide-opening butterfly doors and a sporty drivetrain, making it a strong preview of what was to come.


Viewers can also see the early stages of the Leaf’s design language in the Mixim, with several cues eventually carrying over into Nissan’s later production EV.


Specs are difficult to find, but Auto Express UK claimed the electric motors produced 134 bhp, with 0–60 mph completed in just under 10.5 seconds. This performance came from the Mixim’s twin-output-shaft electric motor design, which allowed for true four-wheel drive and torque vectoring.



2009 Nissan Leaf



Arguably one of the most important electric vehicles any manufacturer had produced up to that point, the Nissan Leaf helped open the door to affordable electric car ownership.


The first-generation Leaf lacked power and range by modern standards. The base trim initially offered only 70 miles of range, though that was quickly upgraded to 90 miles. The car produced 107 hp and 207 lb-ft of torque, sent to the front wheels.


Nissan promoted the first-generation Leaf as an exceptionally slippery car, with a drag coefficient of 0.29, helping make its energy savings more apparent.


The Leaf had two major drawbacks. First, the initial price still outweighed the fuel savings many buyers would see compared with similarly priced gas vehicles. Second, the battery was only rated for 100,000 miles. In Japan, this was less of a problem because Nissan offered a battery refurbishment program. In the U.S., however, that program was not available.



2016 Nissan BladeGlider



Based on the original 2013 BladeGlider concept, Nissan continued developing the platform and expanded its purpose.


Unveiled shortly before the 2016 Rio Olympics, the BladeGlider had changed in both form and function. The car now featured two 130 kW motors and a 220 kW battery, giving it more emotional performance than many earlier Nissan EV concepts.


Combined with more than 500 lb-ft of torque, the BladeGlider could reach 60 mph in 4.8 seconds and had a top speed of 115 mph.


Nissan again used the BladeGlider as a design study, expressing the company’s intentions for the future of electric performance and vehicle design.



Nissan’s EV history shows that the brand’s electric future did not begin with the Leaf. From postwar utility vehicles to experimental commuters and performance concepts, each model helped test the limits of range, battery design, usability, and public interest. Together, they tell a longer story of steady experimentation that helped shape Nissan’s role in modern electric mobility.







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