2027 Chevrolet Bolt vs 2026 Nissan LEAF: price, range, charging and ports compared

Short answer: price and home charging vs range and ports

This comparison covers the US 2027 Chevrolet Bolt in LT and RS trim and the 2026 Nissan LEAF in S+, SV+ and Platinum+ trim, the current US model years when we checked on October 28, 2026. We have not driven or tested either car. Prices and specifications are manufacturer figures, range and efficiency are EPA figures, and the calculations are our own.

The Bolt LT is the cheaper way in, at $28,995 including destination versus $31,565 for the LEAF S+, and it accepts 11.5 kW at home versus the LEAF's 7.2 kW. The LEAF S+ has more EPA range: 303 miles combined versus 262, and 276 versus 232 on the EPA highway figure. It also has a J1772 port for AC charging next to its NACS fast-charge port.

Lean toward the Bolt if budget, short parking windows or a single NACS port matter most. Lean toward the LEAF S+ if you drive long highway legs, want the larger range buffer or already own a J1772 home station. The pricier SV+ keeps a smaller lead (288 miles) and the Platinum+ falls just below the Bolt (259), so buy those trims for equipment, not range.

Sources: [1], [4], [5], [8], [11]

Trims and prices with destination

Chevrolet presents the Bolt price two ways. Its model page shows “Starting at $27,600” for the LT, while the page's FAQ gives a starting MSRP of $28,995. GM's release lists that LT at $28,995 including the $1,395 destination freight charge, so $27,600 is the price before destination. The RS shows $31,600, or $32,995 with destination by our sum.

GM's release also names an earlier launch LT at $29,990 including destination, so check which LT price the window sticker shows. Nissan lists the LEAF S+ at $29,990, SV+ at $34,230 and Platinum+ at $38,990, excluding destination.

Nissan's destination charge is contradictory. The press kit and the price data on nissanusa.com, updated September 25, 2026, show $1,575, while Nissan's August 2025 pricing release said “up to $1,495.” We use $1,575; with $1,495, each LEAF total would be $80 lower. Either way, the entry-trim gap is $31,565 − $28,995 = $2,570 in the Bolt's favor before options, dealer add-ons, taxes, fees and incentives.

Sources: [1], [2], [3], [5], [6], [7]

EPA range and efficiency: one Bolt entry, three LEAF wheel setups

EPA has a single 2027 Bolt entry with no split by trim: 262 miles combined, 294 city and 232 highway, 120 MPGe combined and 28.2 kWh per 100 miles in its data record. LT and RS buyers therefore get the same EPA basis. Some passages in GM's release still carry an older GM estimate of 255 miles; we use the EPA figure.

The LEAF has three EPA entries, split by wheels: 303 miles on 18-inch steel wheels (27.8 kWh/100 mi, 121 MPGe), 288 on 18-inch alloys (30.0 kWh/100 mi, 114 MPGe) and 259 on 19-inch wheels (32.7 kWh/100 mi, 103 MPGe). Nissan lists S+ at 303, SV+ at 288 and Platinum+ at 259 miles; matching those trims to the wheel entries is our reading of identical numbers. The EPA highway ranges are 276, 268 and 240 miles.

So the LEAF S+ has 41 more combined EPA miles than the Bolt (303 − 262) and 44 more on the highway figure (276 − 232), at slightly lower energy use (27.8 vs 28.2 kWh/100 mi). The Platinum+ falls just below the Bolt at 259 combined miles and uses the most energy. EPA figures are standardized; speed, cold, load and climate control change real range, and we have no measurements of our own.

Sources: [4], [11], [8], [1]

Battery and charging hardware side by side

The battery figures are not comparable as published. GM states “Battery Rated Energy: 65 kWh” with lithium iron phosphate (LFP) prismatic cells. Nissan lists 75 kWh of net capacity in a liquid-cooled lithium-ion pack without naming the chemistry. Rated energy and net capacity are different definitions, so the 10 kWh gap is not a proven difference in usable energy; compare EPA range and kWh/100 mi instead.

Both makers also list bidirectional features, which we have not tested. GM says the Bolt is vehicle-to-home (V2H) capable when paired with a GM Energy Home System, which is extra equipment. Nissan lists 1,500-watt vehicle-to-load (V2L) through an adapter in the J1772 port.

Sources: [1], [4], [5], [7], [8], [11], [12], [19]

Fast charging: same 150 kW peak, different stated times

Both makers state a 150 kW peak. GM's release, updated with final specifications on January 12, 2026, says 10% to 80% takes 25 minutes, although some older passages on the same page still say 26. Nissan's press kit says 10% to 80% takes 35 minutes, and its brochure gives about 30 minutes from 20% to 80%. These are manufacturer estimates under their own conditions, not a head-to-head test, and neither source we read publishes a full charging curve.

A rough own calculation shows what those windows mean on the highway. Assume the displayed charge level maps evenly onto the EPA highway range. Then 70% of the Bolt's 232 miles is about 162 miles in 25 minutes, about 6.5 miles per minute. 70% of the LEAF S+'s 276 miles is about 193 miles in 35 minutes, about 5.5 miles per minute; the Platinum+ adds about 168 miles (70% of 240), 4.8 miles per minute.

So the Bolt's claim adds highway range faster per minute, while the LEAF S+ leaves each stop with more miles. Battery temperature, charger output, shared power and arrival charge level change both. If you road-trip monthly, plan your real route in ev.guru's route planner with each car's figures and a reserve; for one or two trips a year, home-charging fit is, in our assessment, the bigger factor.

Sources: [1], [5], [10], [4], [11]

Home charging: what 11.5 kW vs 7.2 kW means overnight

The onboard charger caps how fast a car accepts AC power, whatever the wall unit can supply. GM rates the Bolt at 11.5 kW and lists a 7.7 kW Dual-Level Charge Cord, which it says adds about 27 miles of range per hour; at 11.5 kW it says about 40. Nissan lists a 7.2 kW onboard charger. EPA lists the time to charge a fully empty battery on 240-volt service as 6.8 hours for the Bolt and 12.0 hours for each LEAF; its data record does not give the charger power behind those times.

Our example: adding 150 miles overnight. Hours = miles × kWh/100 mi ÷ 100 ÷ charging kW. We treat the EPA figure as the energy to supply, assume the car draws its full rating throughout and ignore extra losses and the slowdown near full, so real sessions take longer. Bolt: 150 × 28.2 ÷ 100 = 42.3 kWh, about 3 h 41 min at 11.5 kW or 5 h 30 min on the 7.7 kW cord. LEAF at 7.2 kW: S+ 41.7 kWh, about 5 h 48 min; SV+ 45.0 kWh, 6 h 15 min; Platinum+ 49.1 kWh, about 6 h 49 min.

For a 40-mile commute the difference shrinks. The Bolt needs about 11.3 kWh, roughly 59 minutes at 11.5 kW; the LEAF S+ about 11.1 kWh, roughly 1 h 33 min at 7.2 kW. Both fit easily into a normal night. The AC gap matters when you refill long distances, park for only a few hours or share one charger between two cars.

Using 11.5 kW takes 48 amps at 240 volts (48 × 240 = 11,520 W). ChargePoint's installation table for its Home Flex, as one example, pairs a 48-amp setting with a 60-amp breaker. Its 32-amp setting on a 40-amp breaker supplies 32 × 240 = 7,680 W: enough for the LEAF's 7.2 kW, but a cap near 7.7 kW for the Bolt. Some utility rebates also limit charger power; Consumers Energy in Michigan requires 9.6 kW or less. Have an electrician confirm what your panel supports; ev.guru's home charging advisor helps you size the setup.

Sources: [1], [5], [4], [11], [12], [13], [14]

Ports: NACS-only Bolt vs J1772 plus NACS LEAF

GM calls the Bolt the first Chevrolet with a native NACS charging port, and Chevrolet says it can use select Tesla Superchargers. A home station with a NACS (SAE J3400) connector plugs in directly. An existing J1772 home station or a CCS1 fast charger needs an adapter. The GM and Chevrolet sources we read do not say which adapter GM supplies or approves, so ask the dealer to name it in writing.

The LEAF has a J1772 port on the driver's-side fender for AC charging and a NACS fast-charge port on the passenger side, plus Plug & Charge. Nissan says the J1772 port works at home and at many Level 2 public chargers, so an existing J1772 station fits without an adapter. For CCS fast chargers, Nissan deems only a CCS adapter provided by Nissan or bought from a US Nissan dealer compatible. Because Nissan calls the NACS port a fast-charge port, plan a J1772 home station unless Nissan confirms another setup.

Port shape does not guarantee network access or a price. Before a trip, check in the network's app that each planned station accepts your car and shows a price, and keep a backup stop. On the LEAF, the two ports sit on opposite sides, which matters for cable reach in a tight garage or at a shared station.

Sources: [1], [2], [5], [9], [10]

Availability, warranty and incentives

GM builds the Bolt at Fairfax Assembly in Kansas City, Kansas, said it would reach dealers in the first quarter of 2026 and calls it a limited run model; Chevrolet's site says it is back for a limited time. January 2026 media reports citing GM spokespeople said production would end around mid-2027. GM's own pages we read give no end date, so treat it as unconfirmed, and check dealer inventory early if you want a specific trim or color.

Nissan assembles the US LEAF at its Tochigi plant in Japan, and nissanusa.com presents the 2026 model. We found no US pricing or EPA entry for a 2027 LEAF, and reports of a smaller-battery US LEAF S are not confirmed by a Nissan US source; this comparison covers only the 75 kWh trims. Both makers list an eight-year/100,000-mile limited battery warranty; read the warranty booklet for capacity thresholds and exclusions.

Neither car gets a federal credit, which the IRS ended for vehicles acquired after September 30, 2025. Massachusetts' MOR-EV list shows the 2027 Bolt EV and the 2024–2026 Leaf at $3,500 each, which keeps the gap: $25,495 versus $28,065. In Colorado, both Bolt trims and the LEAF S+ are under the $35,000 MSRP test before factory options, and that test excludes destination, so each would get $3,250 for tax year 2026. The SV+ qualifies only if factory options stay under $770, and the Platinum+ gets $750.

California lists General Motors and Nissan among MyFirstEV automakers, but we did not verify model-level eligibility. Rules, deadlines and other states are in our guide “EV tax credit ended: state rebates and charger incentives you can still get in late 2026.”

Sources: [1], [2], [5], [7], [8], [19], [15], [16], [17], [18]

Who should pick which?

Pick the Bolt LT if budget leads: it is $2,570 cheaper with destination than the LEAF S+. It also suits drivers with long or irregular daily mileage and short parking windows, provided a 48-amp circuit is feasible, and households that want one NACS port for home and Supercharger use. The caveats: 232 EPA highway miles, a limited-run model with an unconfirmed end date and an open adapter question for J1772 and CCS equipment.

Pick the LEAF S+ if range margin leads: 41 more combined and 44 more highway EPA miles give more buffer on long highway legs and in cold weather, and its J1772 port fits an existing home station. It suits drivers who park long enough overnight; in our example, 150 miles takes about 5 h 48 min at 7.2 kW. The caveats: slower AC charging, a longer stated fast-charge time and a $2,570 higher entry price.

The Bolt RS ($32,995) shares the single EPA entry with the LT. The LEAF SV+ ($35,805, 288 miles) and Platinum+ ($40,565, 259 miles) cost more and lose range, so choose them for equipment, which we did not compare. If neither fits because you need more highway range or shorter stops, see our 2026 LEAF vs IONIQ 5 comparison. If you cannot charge at home or work, test your public charging costs in ev.guru's charging cost calculator before buying either.

Sources: [1], [4], [5], [8], [11]

Checklist before you sign

Run through these steps for both cars, using the exact vehicle a dealer offers you.

1. Get the window sticker: model year, trim, wheels, factory options and destination charge.
2. Match the EPA range to that sticker: one Bolt entry (262 miles); LEAF 303, 288 or 259 miles by wheel setup.
3. Note your longest regular day and your shortest overnight parking window, then redo the 150-mile calculation with your numbers.
4. Ask an electrician what continuous current your panel supports: 48 amps for the Bolt's 11.5 kW, while a 32-amp setting covers the LEAF's 7.2 kW.
5. Check your utility's charger rebate for power limits and rate requirements before choosing the wall unit.
6. Bolt: ask which adapter GM supplies or approves for J1772 stations and CCS1 fast chargers, and get it in writing.
7. LEAF: plan a J1772 home station and use only Nissan's own CCS adapter at CCS fast chargers.
8. Plan two regular road trips in the route planner with each car's EPA highway range and a reserve.
9. Confirm your state incentive for the exact model, date and price in writing; do not count a federal credit.
10. Read the battery warranty booklet, check current dealer inventory and test-drive both with your own passengers and cargo.

Sources: [1], [8], [9], [13], [14], [15], [16]