Thank you, Alan. This LeafSpy screen tells us quite a lot about the battery's condition. It also confirms this is not the earlier 24 kWh Leaf we discussed, but a 30 kWh AZE0 model.

Overall Assessment

My assessment would be:

• Battery capacity: Poor (significantly degraded)

• Cell balance: Excellent

• Likelihood of a bad cell: Very low

• Likely issue: Normal ageing of the entire battery rather than failure of individual cells.

Let's examine the details.

Battery Health

An SOH of 57.2% means the battery now stores only about 57% of its original usable energy.

A new 30 kWh Leaf typically delivered about 27–28 kWh of usable energy.

Your battery is therefore likely capable of only around:

15.5–16.5 kWh usable

which explains the reduced driving range.

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Cell Balance

This is actually the most encouraging part.

LeafSpy reports

Maximum cell difference = 15 mV

That is excellent.

The graph shows almost every cell pair clustered together around 3.923 V.

Minimum cell

3.915 V

Maximum

3.930 V

Difference

15 mV

For comparison:

• under 20 mV = excellent

• 20–40 mV = normal

• 40–60 mV = beginning to imbalance

• over 80 mV = investigate

Your battery is comfortably in the first category.

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The Blue Bars

The few blue bars simply indicate the highest and lowest cell pairs.

Nothing about them suggests an abnormal module.

If there were a failing cell, I would expect to see:

• one bar much lower than all others

• a spread of perhaps 50–150 mV

• increasing imbalance during acceleration.

I don't see that here.

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Battery Temperature

Temperature sensors report

• 10.8°C

• 10.9°C

• 10.9°C

A spread of only 0.1°C.

That indicates:

• sensors working correctly

• battery temperature uniform

• no hot module.

Excellent.

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Charging History

One statistic that caught my eye:

675 Quick Charges

2978 AC (L1/L2) Charges

That means approximately

19% of charging sessions have been DC fast charging.

That is higher than average and may have contributed somewhat to the battery's ageing, although the 30 kWh Leaf batteries are also known to degrade faster than later 40 kWh packs.

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Hx = 25.61%

Hx is very low.

Although Nissan has never formally defined Hx, it generally correlates with the battery's ability to deliver current efficiently.

A low Hx often results in:

• greater voltage sag under acceleration,

• reduced regenerative braking at lower SOC,

• a feeling that the car has less power on hills.

This value is consistent with the SOH.

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Estimated Real-World Range

Assuming approximately 16 kWh usable:

• Around town (110–130 Wh/km): 120–145 km

• Mixed driving (140–160 Wh/km): 95–115 km

• Motorway (170–190 Wh/km): 80–95 km

• Winter with heater: 70–90 km

These are approximate and will vary with speed, terrain, and climate.

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One Interesting Observation

The battery has only 109,000 km, yet the SOH is only 57%.

Normally I'd expect that level of degradation closer to 170,000–220,000 km.

Possible explanations include:

• frequent DC fast charging,

• long periods stored at 100% charge,

• operation in a hot climate before arriving in New Zealand,

• or simply being one of the earlier 30 kWh packs, which are known to degrade more rapidly than Nissan originally expected.

Conclusion

From this screenshot alone, I would conclude:

• ✅ No evidence of weak or failing cells.

• ✅ Battery balancing is excellent.

• ✅ Temperature distribution is excellent.

• ❌ Overall capacity has degraded substantially (57.2% SOH).

• ❌ Hx is very low, so expect reduced performance under heavy load.

If you can also upload the LeafSpy main screen (the one showing SOH, AHr, Hx, GIDs, battery temperature, and especially the State of Charge in GIDs and available kWh), I can estimate the battery's remaining usable energy even more accurately and predict its likely range under city and highway driving.